RV10-Archive.digest.vol-fc
September 28, 2009 - October 04, 2009
| From: | dlm46007(at)cox.net |
IDENTIFICATION
Regis#: 78MU Make/Model: EXP Description: RV-10
Date: 09/26/2009 Time: 1827
Event Type: Incident Highest Injury: None Mid Air: N Missing: N
Damage: Minor
LOCATION
City: JEFFERSON CITY State: MO Country: US
DESCRIPTION
AIRCRAFT ON TAKEOFF, PASSENGER DOOR SEPARATED FROM AIRCRAFT, LANDED
WITHOUT
INCIDENT, JEFFERSON CITY, MO
INJURY DATA Total Fatal: 0
# Crew: 1 Fat: 0 Ser: 0 Min: 0 Unk:
# Pass: 1 Fat: 0 Ser: 0 Min: 0 Unk:
# Grnd: Fat: 0 Ser: 0 Min: 0 Unk:
WEATHER: SCT029 BKN045 260/08G15 10SM A2995
ttp://www.matronics.com/Navigator?RV10-List
ronics.com
ww.matronics.com/contribution
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========
=
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________________________________________________________________________________
| From: | "Bob and Karen Brown" <bkbrown(at)minetfiber.com> |
Makes one wonder if a spring loaded latch pin engaging through the sill
vertically at the center of the door would help. Visualize a door latch,
that is flat on one side (to facilitate latching) and rounded on the other.
It would make getting out of the plane a "two-latch" affair, but may prevent
the in-air mating of a door to the horizontal stab...
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Neil & Sarah
Colliver
Sent: Tuesday, September 29, 2009 10:36 AM
Subject: RV10-List: Door bulge
Here is an air to air pic + enlargement.
Speed was only about 110 knts max as the photo ship was a C182.
On the ground the door is perfectly flush all around, with no visible
bulge at the leading edge, nor at the bottom.
In flight I have not noticed it moving out, but we have a thick lining
material there. But the bulge is definitely visible in these pics. Our
pins go right into the frame as per Vans instructions, but it serves
as a reminder to ensure that the front pins have plenty of engagement.
We also have the Vans door warning system and that hasn't illumintated
in flight.
Nor is there any feeling of a draught at all, so the seals obviously
do their job well.
Neil
________________________________________________________________________________
| From: | Kelly McMullen <kellym(at)aviating.com> |
One RV-10 at OSH had just what you suggest. Owner had door come open and
off before rotation, and was able to abort, and door did not hit
anything to damage airframe. He was not about to have a second event, so
put latch with clevis pins vertically through bottom of each door. I
don't think I got a picture, but if I look, I can get the tail number.
Bob and Karen Brown wrote:
>
> Makes one wonder if a spring loaded latch pin engaging through the sill
> vertically at the center of the door would help. Visualize a door latch,
> that is flat on one side (to facilitate latching) and rounded on the other.
> It would make getting out of the plane a "two-latch" affair, but may prevent
> the in-air mating of a door to the horizontal stab...
>
> -----Original Message-----
> From: owner-rv10-list-server(at)matronics.com
> [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Neil & Sarah
> Colliver
> Sent: Tuesday, September 29, 2009 10:36 AM
> To: rv10-list(at)matronics.com
> Subject: RV10-List: Door bulge
>
> Here is an air to air pic + enlargement.
>
> Speed was only about 110 knts max as the photo ship was a C182.
>
> On the ground the door is perfectly flush all around, with no visible
> bulge at the leading edge, nor at the bottom.
>
> In flight I have not noticed it moving out, but we have a thick lining
> material there. But the bulge is definitely visible in these pics. Our
> pins go right into the frame as per Vans instructions, but it serves
> as a reminder to ensure that the front pins have plenty of engagement.
> We also have the Vans door warning system and that hasn't illumintated
> in flight.
>
> Nor is there any feeling of a draught at all, so the seals obviously
> do their job well.
>
> Neil
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: High Oil temps |
| From: | "n277dl" <dljinia(at)yahoo.com> |
Group...
Trying to understand how prevalent of a problem high oil temps are with the -10.
I've purchased the 2006x from Airflow. I'm in Iowa so definitely don't have
the temps of AZ but daughter is in San Antonio and make that trip a few times
a year. It'd sure be easier to deal with now while building instead of later
if I'm going to have to.
Thoughts?
Doug
--------
Doug
"Fools" are always more creative than process people and will always
find ways to ruin a perfectly good set of processes.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=265651#265651
________________________________________________________________________________
| From: | "Condrey, Bob (US SSA)" <bob.condrey(at)baesystems.com> |
| Subject: | Re: High Oil temps |
Doug,
I live in Omaha and almost always see oil temps of 195-197. I flew down to San
Antonio in mid August and saw 210 during climbout down there but the temp came
down during cruise.
Bob
----- Original Message -----
From: owner-rv10-list-server(at)matronics.com <owner-rv10-list-server(at)matronics.com>
Sent: Tue Sep 29 22:23:48 2009
Subject: RV10-List: Re: High Oil temps
Group...
Trying to understand how prevalent of a problem high oil temps are with the -10.
I've purchased the 2006x from Airflow. I'm in Iowa so definitely don't have
the temps of AZ but daughter is in San Antonio and make that trip a few times
a year. It'd sure be easier to deal with now while building instead of later
if I'm going to have to.
Thoughts?
Doug
--------
Doug
"Fools" are always more creative than process people and will always
find ways to ruin a perfectly good set of processes.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=265651#265651
________________________________________________________________________________
| From: | "Chris" <toaster73(at)embarqmail.com> |
Here it is.
Chris
-----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, September 29, 2009 7:58 PM
Subject: Re: RV10-List: Door bulge
One RV-10 at OSH had just what you suggest. Owner had door come open and
off before rotation, and was able to abort, and door did not hit
anything to damage airframe. He was not about to have a second event, so
put latch with clevis pins vertically through bottom of each door. I
don't think I got a picture, but if I look, I can get the tail number.
Bob and Karen Brown wrote:
>
> Makes one wonder if a spring loaded latch pin engaging through the sill
> vertically at the center of the door would help. Visualize a door latch,
> that is flat on one side (to facilitate latching) and rounded on the
other.
> It would make getting out of the plane a "two-latch" affair, but may
prevent
> the in-air mating of a door to the horizontal stab...
>
> -----Original Message-----
> From: owner-rv10-list-server(at)matronics.com
> [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Neil & Sarah
> Colliver
> Sent: Tuesday, September 29, 2009 10:36 AM
> To: rv10-list(at)matronics.com
> Subject: RV10-List: Door bulge
>
> Here is an air to air pic + enlargement.
>
> Speed was only about 110 knts max as the photo ship was a C182.
>
> On the ground the door is perfectly flush all around, with no visible
> bulge at the leading edge, nor at the bottom.
>
> In flight I have not noticed it moving out, but we have a thick lining
> material there. But the bulge is definitely visible in these pics. Our
> pins go right into the frame as per Vans instructions, but it serves
> as a reminder to ensure that the front pins have plenty of engagement.
> We also have the Vans door warning system and that hasn't illumintated
> in flight.
>
> Nor is there any feeling of a draught at all, so the seals obviously
> do their job well.
>
> Neil
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Lew Gallagher" <lewgall(at)charter.net> |
Thanks DLM and David -- either a tapped screw or cotter key is better than what
I've got now and I will replace them.
R.e. the bulging door problem, I like the idea of the baggage door type lock in
the middle of the doors, rotating into a slot in the bottom sill -- if that can
be operated from the inside, that would do double duty.
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=265664#265664
________________________________________________________________________________
| From: | "David McNeill" <dlm46007(at)cox.net> |
I don't recall who had the bulging door but it may be due to insufficient
epoxy inside the two halves of the door. No one else seems to have the
bulging door problem and it would seem that the door is flexing outward,
probably because of insufficient stiffness in the lower door , fore to aft.
Another possibility is that the door is too wide for the opening and
although the pins engage, they are not a single pin and therefore bow
outward at the latch mechanism. Another possibility for the outward flex is
insufficient stiffness and a low pressure area since if the fuselage is
viewed from above the entire fuselage does have an airfoil shape.
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Lew Gallagher
Sent: Tuesday, September 29, 2009 8:37 PM
Subject: RV10-List: Re: door
Thanks DLM and David -- either a tapped screw or cotter key is better than
what I've got now and I will replace them.
R.e. the bulging door problem, I like the idea of the baggage door type lock
in the middle of the doors, rotating into a slot in the bottom sill -- if
that can be operated from the inside, that would do double duty.
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=265664#265664
________________________________________________________________________________
| From: | "AirMike" <Mikeabel(at)Pacbell.net> |
N220RV - the factory Continental equipped RV10 has a nice latch system. I do not
know when it was installed but it is a spring loaded mid door latch
--------
OSH '10 or Bust
Q/B Kit - phase 1
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=265684#265684
Attachments:
http://forums.matronics.com//files/p8122689_213.jpg
________________________________________________________________________________
| From: | David Maib <dmaib(at)mac.com> |
| Subject: | Re: High Oil temps |
Doug,
I built my airplane in MN and now live in FL. I will see temps around
200 degrees in climb to altitude in FL summer temps. Temps come back
down to 180-185 in cruise. I have the 2006x oil cooler. Prolonged
slow flight will also cause temps to slowly come back up to around 200.
David Maib
40559
Flying
On Sep 29, 2009, at 10:23 PM, n277dl wrote:
Group...
Trying to understand how prevalent of a problem high oil temps are
with the -10. I've purchased the 2006x from Airflow. I'm in Iowa so
definitely don't have the temps of AZ but daughter is in San Antonio
and make that trip a few times a year. It'd sure be easier to deal
with now while building instead of later if I'm going to have to.
Thoughts?
Doug
--------
Doug
"Fools" are always more creative than process people and
will always find ways to ruin a perfectly good set of processes.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=265651#265651
________________________________________________________________________________
| From: | Jesse Saint <jesse(at)saintaviation.com> |
The strap, made out of the right material, is strong enough for
secondary. It has been tested on a strap made out of leather with 2.5
layers stitched together.
Jesse Saint
Saint Aviation, Inc.
jesse(at)saintaviation.com
Cell: 352-427-0285
Fax: 815-377-3694
On Sep 29, 2009, at 5:54 PM, John Jessen wrote:
> Sad to see that the door issue has come back to the fore. If I
> recall, this was on my list of issues that got slammed awhile back.
> Looking forward to a tested solution that involves both a primary
> and secondary latch, such as autos have. Would the strap be strong
> enough for secondary? Not sure. I think Tim James has designed
> such. John Cox, do you remember Tim's solution? Maybe I can get
> out to his hanger and take some pics.
>
> John J
>
> From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-
> server(at)matronics.com] On Behalf Of Dave Saylor
> Sent: Monday, September 28, 2009 2:50 PM
> To: rv10-list(at)matronics.com
> Subject: Re: FW: RV10-List: door
>
> It's really essential that everyone have some improved way of
> keeping the doors closed: our metal door blocks are one way, buy
> you could also make your own, get Rivetheads, use a strap or
> something. This is happening a LOT and it's only a matter of time
> until the results are very bad.
>
> Dave Saylor
> AirCrafters LLC
> 140 Aviation Way
> Watsonville, CA 95076
> 831-722-9141 Shop
> 831-750-0284 Cell
>
>
> On Mon, Sep 28, 2009 at 2:02 PM, David McNeill
> wrote:
>
>
> I believe you may be referring to 416EC; I think the number has now
> been changed and the aircraft sold. I don't rely on a system. I
> close the doors and check the pins both fore and aft, both sides,
> when we load and before takeoff.
> From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-
> server(at)matronics.com] On Behalf Of Danny Riggs
> Sent: Monday, September 28, 2009 12:21 PM
> To: rv10-list(at)matronics.com
> Subject: RE: RV10-List: door
>
> That kinda sucks! I've been working on the door latches over the
> weekend and thinking about the last time I saw this happen. The
> landing was real firm and the front end was twisted up to the
> firewall.
>
> From: dlm46007(at)cox.net
> To: rv10-list(at)matronics.com
> Subject: RV10-List: door
> Date: Mon, 28 Sep 2009 11:30:43 -0700
>
>
> IDENTIFICATION
> Regis#: 78MU Make/Model: EXP Description: RV-10
> Date: 09/26/2009 Time: 1827
>
> Event Type: Incident Highest Injury: None Mid Air: N
> Missing: N
> Damage: Minor
>
> LOCATION
> City: JEFFERSON CITY State: MO Country: US
>
> DESCRIPTION
> AIRCRAFT ON TAKEOFF, PASSENGER DOOR SEPARATED FROM AIRCRAFT,
> LANDED WITHOUT
> INCIDENT, JEFFERSON CITY, MO
>
> INJURY DATA Total Fatal: 0
> # Crew: 1 Fat: 0 Ser: 0 Min:
> 0 Unk:
> # Pass: 1 Fat: 0 Ser: 0 Min:
> 0 Unk:
> # Grnd: Fat: 0 Ser: 0 Min:
> 0 Unk:
>
> WEATHER: SCT029 BKN045 260/08G15 10SM A2995
>
>
> ttp://www.matronics.com/Navigator?RV10-List
> ronics.com
> ww.matronics.com/contribution
>
>
> Insert movie times and more without leaving Hotmail=AE. See how.
>
>
> 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
>
>
> get="_blank">http://www.matronics.com/Navigator?RV10-List
>
>
> a>http://forums.matronics.com
> ========
> =
> _blank">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: | "Bob and Karen Brown" <bkbrown(at)minetfiber.com> |
My build partner, a glass guy, put one layer of carbon fiber in between the
door halves. It's very stiff now...but still considering the middle latch
option...
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of David McNeill
Sent: Tuesday, September 29, 2009 9:08 PM
Subject: RE: RV10-List: Re: door
I don't recall who had the bulging door but it may be due to insufficient
epoxy inside the two halves of the door. No one else seems to have the
bulging door problem and it would seem that the door is flexing outward,
probably because of insufficient stiffness in the lower door , fore to aft.
Another possibility is that the door is too wide for the opening and
although the pins engage, they are not a single pin and therefore bow
outward at the latch mechanism. Another possibility for the outward flex is
insufficient stiffness and a low pressure area since if the fuselage is
viewed from above the entire fuselage does have an airfoil shape.
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Lew Gallagher
Sent: Tuesday, September 29, 2009 8:37 PM
Subject: RV10-List: Re: door
Thanks DLM and David -- either a tapped screw or cotter key is better than
what I've got now and I will replace them.
R.e. the bulging door problem, I like the idea of the baggage door type lock
in the middle of the doors, rotating into a slot in the bottom sill -- if
that can be operated from the inside, that would do double duty.
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=265664#265664
________________________________________________________________________________
| Subject: | Re: Before Closing Up The Bottom Skins? |
| From: | "johngoodman" <johngoodman(at)earthlink.net> |
Pat,
I did the same thing Bill did, except my wife shot the rivets, so I didn't need
the safety wire thing. My cradle looks just like his. Bill's advice on trimming
the skins so they don't touch is the most important part. It took about a dozen
frustrating fittings and filings before I riveted. No oil canning.
John
--------
#40572 QB Fuselage, wings finished. Finish Kit progressing. Engine & Panel
delivery soon.
N711JG reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=265708#265708
________________________________________________________________________________
| From: | "velo" <rickbarnes(at)highlanddental.com> |
Is this Van's answer to their door design? I think they should make this modification
available to all builders as a standard build item. Has anyone talked
with Van's about this mod?
Rick
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=265710#265710
________________________________________________________________________________
| From: | Dave Lammers <davelammers(at)mchsi.com> |
Jesse,
Do you have a picture of the strap (in its installed and functioning
position) that you could post?
Dave Lammers
Jesse Saint wrote:
> The strap, made out of the right material, is strong enough for
> secondary. It has been tested on a strap made out of leather with 2.5
> layers stitched together.
>
> Jesse Saint
> Saint Aviation, Inc.
> jesse(at)saintaviation.com
> Cell: 352-427-0285
> Fax: 815-377-3694
>
> On Sep 29, 2009, at 5:54 PM, John Jessen wrote:
>
>> Sad to see that the door issue has come back to the fore. If I
>> recall, this was on my list of issues that got slammed awhile back.
>> Looking forward to a tested solution that involves both a primary and
>> secondary latch, such as autos have. Would the strap be strong
>> enough for secondary? Not sure. I think Tim James has designed
>> such. John Cox, do you remember Tim's solution? Maybe I can get out
>> to his hanger and take some pics.
>>
>> John J
>>
>> ------------------------------------------------------------------------
>> *From:* owner-rv10-list-server(at)matronics.com
>>
>> [mailto:owner-rv10-list-server(at)matronics.com] *On Behalf Of *Dave Saylor
>> *Sent:* Monday, September 28, 2009 2:50 PM
>> *To:* rv10-list(at)matronics.com
>> *Subject:* Re: FW: RV10-List: door
>>
>> It's really essential that everyone have some improved way of keeping
>> the doors closed: our metal door blocks are one way, buy you could
>> also make your own, get Rivetheads, use a strap or something. This
>> is happening a LOT and it's only a matter of time until the results
>> are very bad.
>>
>> Dave Saylor
>> AirCrafters LLC
>> 140 Aviation Way
>> Watsonville, CA 95076
>> 831-722-9141 Shop
>> 831-750-0284 Cell
>>
>>
>> On Mon, Sep 28, 2009 at 2:02 PM, David McNeill > > wrote:
>>
>>
>>
>>
>>
>> I believe you may be referring to 416EC; I think the number has
>> now been changed and the aircraft sold. I don't rely on a system.
>> I close the doors and check the pins both fore and aft, both
>> sides, when we load and before takeoff.
>> ------------------------------------------------------------------------
>> *From:* owner-rv10-list-server(at)matronics.com
>>
>> [mailto:owner-rv10-list-server(at)matronics.com
>> ] *On Behalf Of
>> *Danny Riggs
>> *Sent:* Monday, September 28, 2009 12:21 PM
>> *To:* rv10-list(at)matronics.com
>> *Subject:* RE: RV10-List: door
>>
>> That kinda sucks! I've been working on the door latches over
>> the weekend and thinking about the last time I saw this happen.
>> The landing was real firm and the front end was twisted up to the
>> firewall.
>>
>> ------------------------------------------------------------------------
>> From: dlm46007(at)cox.net <mailto:dlm46007(at)cox.net>
>> To: rv10-list(at)matronics.com
>> Subject: RV10-List: door
>> Date: Mon, 28 Sep 2009 11:30:43 -0700
>>
>>
>> IDENTIFICATION
>> Regis#: 78MU Make/Model: EXP Description: RV-10
>> Date: 09/26/2009 Time: 1827
>>
>> Event Type: Incident Highest Injury: None Mid Air: N
>> Missing: N
>> Damage: Minor
>>
>> LOCATION
>> City: JEFFERSON CITY State: MO Country: US
>>
>> DESCRIPTION
>> AIRCRAFT ON TAKEOFF, PASSENGER DOOR SEPARATED FROM AIRCRAFT,
>> LANDED WITHOUT
>> INCIDENT, JEFFERSON CITY, MO
>>
>> INJURY DATA Total Fatal: 0
>> # Crew: 1 Fat: 0 Ser: 0 Min:
>> 0 Unk:
>> # Pass: 1 Fat: 0 Ser: 0 Min:
>> 0 Unk:
>> # Grnd: Fat: 0 Ser: 0 Min:
>> 0 Unk:
>>
>> WEATHER: SCT029 BKN045 260/08G15 10SM A2995
>>
>> *
>>
>> ttp://www.matronics.com/Navigator?RV10-List <http://www.matronics.com/Navigator?RV10-List>
>> ronics.com <http://ronics.com/>
>> ww.matronics.com/contribution <http://ww.matronics.com/contribution>
>>
>> *
>>
>>
>> ------------------------------------------------------------------------
>> Insert movie times and more without leaving Hotmail. See how.
>> <http://windowslive.com/Tutorial/Hotmail/QuickAdd?ocid=TXT_TAGLM_WL_HM_Tutorial_QuickAdd_062009>
>>
>>
>> *
>>
>> 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
>> *
>>
>> *
>>
>> get="_blank">http://www.matronics.com/Navigator?RV10-List
>> a>http://forums.matronics.com
>> ========
>> =
>> _blank">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
>> *
>> *
>>
>> 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/contribution
>>
>> *
>
> *
>
>
> *
________________________________________________________________________________
| From: | "Les Kearney" <kearney(at)shaw.ca> |
Hi
Does anyone have a pix of the N220RV mid door latch? I'd like to see how
Van's handled this issue.
Cheers
Les
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of AirMike
Sent: September-30-09 4:25 AM
Subject: RV10-List: Re: Door bulge
N220RV - the factory Continental equipped RV10 has a nice latch system. I do
not know when it was installed but it is a spring loaded mid door latch
--------
OSH '10 or Bust
Q/B Kit - phase 1
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=265684#265684
Attachments:
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________________________________________________________________________________
| From: | "Perry, Phil" <Phil.Perry(at)netapp.com> |
Thought I'd share Scott's response.
It was well received. I have a couple of more build misses that I'll
forgot to include and I will be adding them to the list and resending to
the group.
Phil
Phil, Really appreciate the input! We'll get the missing inventory out
to you asap and I'll forward the info you've provided to our QC guys and
to the assembly crew in the Philippines.
If you need help with specific 'fix' options for any of the items you
listed, please let us know.
Thanks again, Scott at Van's
From: Perry, Phil
Sent: Tuesday, September 29, 2009 1:39 PM
Subject: RE: RV10-List: QB Feedback
Attached are two photos of four offenses.
Baggage Seal photo shows:
The longeron extending into the baggage door opening.
The baggage door seal angles (top of baggage door) - not
trimmed.
1084 and Control Column mount photo shows:
The 1084B's missing. The bottom half is riveted to the
floor
The control column brackets without the hatched area
removed.
From: Richard Bibb [mailto:rbibb(at)tomet.net]
Sent: Tuesday, September 29, 2009 12:14 PM
Subject: RE: RV10-List: QB Feedback
It is obvious from reading Phil's feedback that Van's subcontractor does
not have even a rudimentary QC System in place. It is also obvious that
Van's doesn't have much of a QC process in place either from an incoming
inspection standpoint as some of the items could not be missed with even
the most cursory inspection of the items (thinking longeron length).
Excuses can be imagined centered around the ramp up of the new
subcontractor location and the emphasis to clear backlog of unhappy
customers, neither of which is good enough in my opinion.
In my business (fabricating aerospace parts) this would result in a
rejection and me having to remake the item to spec. I realize this is a
different world but this level of sloppiness is unacceptable IMO.
Glad I'm building a slow-build.
Don't get me wrong I love Van's but this doesn't live up to the standard
I'm used to seeing from them.
Richard Bibb
972-771-2598
972-835-5979 mobile
http://www.matronics.com/Navigator?RV10-List
http://forums.matronics.com
http://www.matronics.com/contribution
________________________________________________________________________________
| From: | Robert Brunkenhoefer <rebrunk42(at)gmail.com> |
have you a photo of this arrangement?
On Sep 30, 2009, at 6:30 AM, Jesse Saint wrote:
> The strap, made out of the right material, is strong enough for
> secondary. It has been tested on a strap made out of leather with
> 2.5 layers stitched together.
>
> Jesse Saint
> Saint Aviation, Inc.
> jesse(at)saintaviation.com
> Cell: 352-427-0285
> Fax: 815-377-3694
>
> On Sep 29, 2009, at 5:54 PM, John Jessen wrote:
>
>> Sad to see that the door issue has come back to the fore. If I
>> recall, this was on my list of issues that got slammed awhile
>> back. Looking forward to a tested solution that involves both a
>> primary and secondary latch, such as autos have. Would the strap
>> be strong enough for secondary? Not sure. I think Tim James has
>> designed such. John Cox, do you remember Tim's solution? Maybe I
>> can get out to his hanger and take some pics.
>>
>> John J
>>
>> From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com
>> ] On Behalf Of Dave Saylor
>> Sent: Monday, September 28, 2009 2:50 PM
>> To: rv10-list(at)matronics.com
>> Subject: Re: FW: RV10-List: door
>>
>> It's really essential that everyone have some improved way of
>> keeping the doors closed: our metal door blocks are one way, buy
>> you could also make your own, get Rivetheads, use a strap or
>> something. This is happening a LOT and it's only a matter of time
>> until the results are very bad.
>>
>> Dave Saylor
>> AirCrafters LLC
>> 140 Aviation Way
>> Watsonville, CA 95076
>> 831-722-9141 Shop
>> 831-750-0284 Cell
>>
>>
>> On Mon, Sep 28, 2009 at 2:02 PM, David McNeill
>> wrote:
>>
>>
>>
>>
>> I believe you may be referring to 416EC; I think the number has now
>> been changed and the aircraft sold. I don't rely on a system. I
>> close the doors and check the pins both fore and aft, both sides,
>> when we load and before takeoff.
>> From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com
>> ] On Behalf Of Danny Riggs
>> Sent: Monday, September 28, 2009 12:21 PM
>> To: rv10-list(at)matronics.com
>> Subject: RE: RV10-List: door
>>
>> That kinda sucks! I've been working on the door latches over the
>> weekend and thinking about the last time I saw this happen. The
>> landing was real firm and the front end was twisted up to the
>> firewall.
>>
>> From: dlm46007(at)cox.net
>> To: rv10-list(at)matronics.com
>> Subject: RV10-List: door
>> Date: Mon, 28 Sep 2009 11:30:43 -0700
>>
>>
>> IDENTIFICATION
>> Regis#: 78MU Make/Model: EXP Description: RV-10
>> Date: 09/26/2009 Time: 1827
>>
>> Event Type: Incident Highest Injury: None Mid Air: N
>> Missing: N
>> Damage: Minor
>>
>> LOCATION
>> City: JEFFERSON CITY State: MO Country: US
>>
>> DESCRIPTION
>> AIRCRAFT ON TAKEOFF, PASSENGER DOOR SEPARATED FROM AIRCRAFT,
>> LANDED WITHOUT
>> INCIDENT, JEFFERSON CITY, MO
>>
>> INJURY DATA Total Fatal: 0
>> # Crew: 1 Fat: 0 Ser: 0 Min:
>> 0 Unk:
>> # Pass: 1 Fat: 0 Ser: 0 Min:
>> 0 Unk:
>> # Grnd: Fat: 0 Ser: 0 Min:
>> 0 Unk:
>>
>> WEATHER: SCT029 BKN045 260/08G15 10SM A2995
>>
>>
>>
>> ttp://www.matronics.com/Navigator?RV10-List
>> ronics.com
>> ww.matronics.com/contribution
>>
>>
>> Insert movie times and more without leaving Hotmail=AE. See how.
>>
>>
>>
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
>>
>>
>> get="_blank">http://www.matronics.com/Navigator?RV10-List
>>
>>
>> a>http://forums.matronics.com
>> ========
>> =
>> _blank">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
>>
>>
>>
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/co
ntribution
>>
>
>
________________________________________________________________________________
| From: | "lbgjb10" <lbgjb(at)gnt.net> |
we use the strap on every flight--works great, and rumor has it that someone tried
it in flight, and it worked!!! It's VERY simple--a little like the camera
strap that you put on your camera--leather with loops on each end. Thread around
the gear support below seat --bring other end up and place over door latch.
Make it short/long enough that it will not let door open much, but enough
for air when taxing. Mine is short enough so that you almost have to have the
handle in 'open position' to get strap on(being careful to not bang pins on side
of plane,) and then rotate handle, strap is in position with door open about
2 inches. I also go thru all the steps to make sure door is shut, but I like
safety factor. I think there is a lot of pressure trying to open door. Cirrus's
have had doors open, but their hinges keep the doors from flying off.
Only downside is in accident you would like to have it off before landing, but
balancing the risk/benefit ratio, I like it. larry
--------
Larry and Gayle N104LG
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=265775#265775
________________________________________________________________________________
| From: | "lbgjb10" <lbgjb(at)gnt.net> |
we use the strap on every flight--works great, and rumor has it that someone tried
it in flight, and it worked!!! It's VERY simple--a little like the camera
strap that you put on your camera--leather with loops on each end. Thread around
the gear support below seat --bring other end up and place over door latch.
Make it short/long enough that it will not let door open much, but enough
for air when taxing. Mine is short enough so that you almost have to have the
handle in 'open position' to get strap on(being careful to not bang pins on side
of plane,) and then rotate handle, strap is in position with door open about
2 inches. I also go thru all the steps to make sure door is shut, but I like
safety factor. I think there is a lot of pressure trying to open door. Cirrus's
have had doors open, but their hinges keep the doors from flying off.
Only downside is in accident you would like to have it off before landing, but
balancing the risk/benefit ratio, I like it. larry
--------
Larry and Gayle N104LG
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=265776#265776
________________________________________________________________________________
| From: | "lbgjb10" <lbgjb(at)gnt.net> |
we use the strap on every flight--works great, and rumor has it that someone tried
it in flight, and it worked!!! It's VERY simple--a little like the camera
strap that you put on your camera--leather with loops on each end. Thread around
the gear support below seat --bring other end up and place over door latch.
Make it short/long enough that it will not let door open much, but enough
for air when taxing. Mine is short enough so that you almost have to have the
handle in 'open position' to get strap on(being careful to not bang pins on side
of plane,) and then rotate handle, strap is in position with door open about
2 inches. I also go thru all the steps to make sure door is shut, but I like
safety factor. I think there is a lot of pressure trying to open door. Cirrus's
have had doors open, but their hinges keep the doors from flying off.
Only downside is in accident you would like to have it off before landing, but
balancing the risk/benefit ratio, I like it. larry
--------
Larry and Gayle N104LG
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=265777#265777
________________________________________________________________________________
| From: | Patrick Pulis <rv10free2fly(at)yahoo.com.au> |
| Subject: | Re: Before Closing Up The Bottom Skins? |
Many thanks John, I learned that aspect of the skin joints when I did the t
op skin at the point where the fuel tanks were installed, requiring a sligh
t trim to ensure no oil canning.=0A=0AMany thanks from downunder for all th
e great responses.=0A=0ARegards=0A=0APat=0A=0A=0A=0A=0A____________________
____________=0AFrom: johngoodman <johngoodman(at)earthlink.net>=0ATo: rv10-lis
t(at)matronics.com=0ASent: Wednesday, 30 September, 2009 11:58:38 PM=0ASubject
: RV10-List: Re: Before Closing Up The Bottom Skins?=0A=0A--> RV10-List mes
sage posted by: "johngoodman" =0A=0APat,=0AI did
the same thing Bill did, except my wife shot the rivets, so I didn't need
the safety wire thing. My cradle looks just like his. Bill's advice on trim
ming the skins so they don't touch is the most important part. It took abou
t a dozen frustrating fittings and filings before I riveted. No oil canning
.=0AJohn=0A=0A--------=0A#40572 QB Fuselage, wings finished. Finish Kit pro
gressing. Engine & Panel delivery soon.=0AN711JG reserved=0A=0A=0A=0A
=0ARead this topic online here:=0A=0Ahttp://forums.matronics.com/viewtopic.
====0A=0A=0A ___________________________________________________
_______________________________=0AGet more done like never before with Yaho
o!7 Mail.=0ALearn more: http://au.overview.mail.yahoo.com/
________________________________________________________________________________
| From: | "David McNeill" <dlm46007(at)cox.net> |
I concurr there is a lot of force trying to open the door. There is a low
pressure area outside the window and the fresh air vents are increasing the
pressure inside; There is also consdierable area for the air prtessure to
work on the door One more reason to make sure that your pins have a full
circufence through the metal at the fore/aft door sides. Flexing of the door
may retract the pins slightly.
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of lbgjb10
Sent: Wednesday, September 30, 2009 3:00 PM
Subject: RV10-List: Re: door
we use the strap on every flight--works great, and rumor has it that someone
tried it in flight, and it worked!!! It's VERY simple--a little like the
camera strap that you put on your camera--leather with loops on each end.
Thread around the gear support below seat --bring other end up and place
over door latch. Make it short/long enough that it will not let door open
much, but enough for air when taxing. Mine is short enough so that you
almost have to have the handle in 'open position' to get strap on(being
careful to not bang pins on side of plane,) and then rotate handle, strap is
in position with door open about 2 inches. I also go thru all the steps to
make sure door is shut, but I like safety factor. I think there is a lot of
pressure trying to open door. Cirrus's have had doors open, but their
hinges keep the doors from flying off. Only downside is in accident you
would like to have it off before landing, but balancing the risk/benefit
ratio, I like it. larry
--------
Larry and Gayle N104LG
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=265777#265777
________________________________________________________________________________
| From: | "RV Builder (Michael Sausen)" <rvbuilder(at)sausen.net> |
I think this is important but not critical to extend through the upright
if you are using one of the aftermarket block sets. Mine do happen to prot
rude a little through the upright but every instance of door separation see
ms to have been related to incomplete latching or the nylon tearing out. I
f you are using aftermarket pin blocks and shear those, you have bigger iss
ues. :P If you are going with the stock setup it would certainly help to
go through the uprights not only for strength and engagement but also as an
indicator as you will probably be much more likely to notice that it is un
latched.
Michael
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server@m
atronics.com] On Behalf Of Chris
Sent: Monday, September 28, 2009 7:23 PM
Subject: RE: RV10-List: door
More 2 cents...Remember to make sure the door pins go all the way through t
he upright F-1005 and F-1042. I have mine such that there is solid pin (wit
h no taper) engaged in the hole in these uprights. That is a lot of strengt
h in shear with this, so as long as the door and latch is closed properly i
t is not going anywhere. Now if the door can flex in the middle thereby pul
ling those out such as if the cabin were pressurized that could be a proble
m.
-Chris
#40072
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server@m
atronics.com] On Behalf Of gary
Sent: Monday, September 28, 2009 6:54 PM
Subject: RE: RV10-List: door
I disagree that it will take more than metal blocks to solve this. I switc
hed to the metal blocks and have very solid latch on mine. Connect the pro
ximity switch circuit to your EFIS alarm system, and it will scream at you
when you advance the throttle and don't have all 4 pins locked. The soluti
on is not difficult or expensive.
Gary Specketer
________________________________
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server@m
atronics.com] On Behalf Of John Cumins
Sent: Monday, September 28, 2009 6:44 PM
Subject: RE: RV10-List: door
Ok here comes my 2 cents. It appears that there could be some type of desi
gn change, better locking longer door pins, longer throw on the pins or a a
ir dam of some kind that forces the door shut and not let it open with a ai
r load in or. Has any Lanceairs lost any doors in flight. Looking at the
Cirius doors it is almost impossible to loose on of theirs from the looks
of it.
I think when I get to that point I will have to take a harder look at this
and see if I can build in more safety into this. I do agree that the door
should not come off and cause a major damage or loss of aircraft due to a d
oor opening.
It is time to put some major brain cells into this issue. I think it will t
ake more than metal door blocks to really get this resolved.
I am open to any and all ideas.
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
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Les Kearney
Sent: Monday, September 28, 2009 3:22 PM
Subject: RE: RV10-List: door
Hi
These door departures are really quite troublesome. It would be interesting
to now the following about each of the incidents to date.
* When did the door departure occur (i.e. on takeoff, during climb out,
cruise etc)?
* Was the Van door warning installed
* What kind of door blocks were being used (Van's nylon, Rivethead, Ifly
RV10 etc)?
* Were any other "secondary" latches / straps etc being used?
The 416EC incident seems to indicate that the nylon blocks are definitely n
ot the way to go when installing doors.
Anyway, in my not so humble opinion, an improperly unlatched door should no
t result in a near death experience in a light single.
Cheers
Les
#40643 - living in f/g hell.
________________________________
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server@m
atronics.com] On Behalf Of David McNeill
Sent: September-28-09 3:03 PM
Subject: FW: RV10-List: door
I believe you may be referring to 416EC; I think the number has now been ch
anged and the aircraft sold. I don't rely on a system. I close the doors an
d check the pins both fore and aft, both sides, when we load and before tak
eoff.
________________________________
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server@m
atronics.com] On Behalf Of Danny Riggs
Sent: Monday, September 28, 2009 12:21 PM
Subject: RE: RV10-List: door
That kinda sucks! I've been working on the door latches over the weekend
and thinking about the last time I saw this happen. The landing was real f
irm and the front end was twisted up to the firewall.[http://gfx2.hotmail.c
om/mail/w4/pr01/ltr/emoticons/smile_sad.gif]
________________________________
From: dlm46007(at)cox.net
Subject: RV10-List: door
Date: Mon, 28 Sep 2009 11:30:43 -0700
IDENTIFICATION
Regis#: 78MU Make/Model: EXP Description: RV-10
Date: 09/26/2009 Time: 1827
Event Type: Incident Highest Injury: None Mid Air: N Missing: N
Damage: Minor
LOCATION
City: JEFFERSON CITY State: MO Country: US
DESCRIPTION
AIRCRAFT ON TAKEOFF, PASSENGER DOOR SEPARATED FROM AIRCRAFT, LANDED WITHO
UT
INCIDENT, JEFFERSON CITY, MO
INJURY DATA Total Fatal: 0
# Crew: 1 Fat: 0 Ser: 0 Min: 0 Unk
:
# Pass: 1 Fat: 0 Ser: 0 Min: 0 Unk
:
# Grnd: Fat: 0 Ser: 0 Min: 0 Unk
:
WEATHER: SCT029 BKN045 260/08G15 10SM A2995
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________________________________________________________________________________
| Subject: | Woodward Governor - need help |
| From: | "Nick Leonard" <nick(at)nleonard.com> |
I acquired a reconditioned Woodward Governor (mdl: 210582) for my I/O 540 C2C
with a Hoffman prop. The prop and governor came off of an I/O 540 engine. This
model has an oil AN fitting on the top, I'm assuming for an oil input (return?).
It has the normal screened oil races on the mounting plate and I have mounted
it on the front of the engine.
I am trying to determine what to do with this AN oil fitting, assuming a hose is
require to somewhere on the engine? I have tried to search the web for any
installation manuals or other sources of information, without success.
Does anyone have any information or knowledge on this style of governor? Any help
would be appreciated.
Thanks,
Nick
--------
Nick Leonard
RV-10 (40015) Finish
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=265857#265857
________________________________________________________________________________
| From: | Deems Davis <deemsdavis(at)cox.net> |
| Subject: | Power and Drag for the Common Man |
I just saw this.
http://www.eaa.org/experimenter/articles/2009-08_drag.asp
Has anyone else considered doing this for their -10? Could be interesting.
Deems Davis
www.deemsrv10.com
N519PJ
________________________________________________________________________________
| From: | Kevin Belue <kdbelue(at)charter.net> |
| Subject: | Re: Woodward Governor - need help |
My engine (IO540-C4B5) came with a gov like that but the cowling
wouldn't fit so I had to buy the smaller Czech gov from the group buy
on Van's Airforce website.
Kevin Belue
RV10 flying
Sent from my iPhone
On Oct 1, 2009, at 10:41 AM, "Nick Leonard" wrote:
>
> I acquired a reconditioned Woodward Governor (mdl: 210582) for my I/
> O 540 C2C with a Hoffman prop. The prop and governor came off of an
> I/O 540 engine. This model has an oil AN fitting on the top, I'm
> assuming for an oil input (return?). It has the normal screened oil
> races on the mounting plate and I have mounted it on the front of
> the engine.
>
> I am trying to determine what to do with this AN oil fitting,
> assuming a hose is require to somewhere on the engine? I have tried
> to search the web for any installation manuals or other sources of
> information, without success.
>
> Does anyone have any information or knowledge on this style of
> governor? Any help would be appreciated.
>
> Thanks,
>
> Nick
>
> --------
> Nick Leonard
> RV-10 (40015) Finish
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=265857#265857
>
>
________________________________________________________________________________
| Subject: | Re: Woodward Governor - need help |
| From: | "Nick Leonard" <nick(at)nleonard.com> |
ooo, that's not good news. So do you have any install info on how it was supposed
to be connected (the AN fitting on top)?
Has anyone else tried to deal with this?
Thanks Kevin for sharing.
--------
Nick Leonard
RV-10 (40015) Finish
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=265886#265886
________________________________________________________________________________
| Subject: | Re: Woodward Governor - need help |
| From: | Dave Saylor <dave.saylor.aircrafters(at)gmail.com> |
Nick,
I initially tried a "serviceable" Woodward governor. It didn't have a
fitting on top like you're describing but it did have what looked like a
pipe plug. I think it was a cover for some kind of bench
adjustment--nothing I would ever have to change.
The plug interfered with the cowl, so I cored the de-cored the top skin and
with that it just barely fit. I probably was contacting under some
conditions.
I replaced it after about 75 hours because it started leaking pretty badly.
I got the gov from Van's and it's been trouble free.
Dave Saylor
AirCrafters LLC
140 Aviation Way
Watsonville, CA 95076
831-722-9141 Shop
831-750-0284 Cell
On Thu, Oct 1, 2009 at 11:12 AM, Nick Leonard wrote:
>
> ooo, that's not good news. So do you have any install info on how it was
> supposed to be connected (the AN fitting on top)?
>
> Has anyone else tried to deal with this?
>
> Thanks Kevin for sharing.
>
> --------
> Nick Leonard
> RV-10 (40015) Finish
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=265886#265886
>
>
________________________________________________________________________________
| Subject: | Re: High Oil temps |
| From: | "bill@airflow" <airflow2(at)cox.net> |
To those challenged with high oil temps on your RV-10, Airflow Systems (not Airflow
Performance, a common mistake) offers the use of our digital manometer for
free for one week to RV-10 owners and others (you pay freight and insurance
both ways). This is available even if you do not have one of our 2006X or 2008X
oil coolers.
With the help of many RV-10 owners we have found the following from our testing:
The stock RV-10 and James cowl do not have the desired pressure differential for
optimum cylinder and oil cooling, as supplied.
Adding louvers on the side of the cowl offers the biggest improvement in pressure
differential for the effort, appearance is a personal issue.
The stock Vans inlets are larger than necessary for stock engines, exit area flow
needs improvement if you are going to use all of the RV-10s performance potential.
We have reduced the inlet area on a -10 in Texas with no adverse effects.
It has side louvers and (our) air conditioning.
The biggest problems come from the tightest plenums. The air must have an area
to slow down and build pressure to improve the differential.
There is room for improvement in the Vans oil cooler installation which forces
the air through 360 degrees of direction changes.
NACA ducts are not optimal for oil coolers.
Normally I stay off the forums as a supplier but I see a lot of suggestions that
we have already tested and I offer this info as a time saver.
After today I will not be able to answer emails until Tuesday.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=265903#265903
________________________________________________________________________________
| Subject: | Re: High Oil temps |
| From: | "bill@airflow" <airflow2(at)cox.net> |
To add to my previous post, we tried the lips on the cowl exit, with zero benefit,
on two different aircraft.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=265907#265907
________________________________________________________________________________
| From: | "John Dunne" <acs(at)acspropeller.com.au> |
| Subject: | Re: Woodward Governor - need help |
Nick, get rid of the Woodward...parts and info are hard to come by and
therefore expensive to overhaul or repair.
Suggest the MT, McCauley or PCU5000 governor replacements.
John 40315 VH-XIO
----- Original Message -----
From: "Nick Leonard" <nick(at)nleonard.com>
Sent: Friday, October 02, 2009 1:41 AM
Subject: RV10-List: Woodward Governor - need help
>
> I acquired a reconditioned Woodward Governor (mdl: 210582) for my I/O 540
> C2C with a Hoffman prop. The prop and governor came off of an I/O 540
> engine. This model has an oil AN fitting on the top, I'm assuming for an
> oil input (return?). It has the normal screened oil races on the mounting
> plate and I have mounted it on the front of the engine.
>
> I am trying to determine what to do with this AN oil fitting, assuming a
> hose is require to somewhere on the engine? I have tried to search the
> web for any installation manuals or other sources of information, without
> success.
>
> Does anyone have any information or knowledge on this style of governor?
> Any help would be appreciated.
>
> Thanks,
>
> Nick
>
> --------
> Nick Leonard
> RV-10 (40015) Finish
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=265857#265857
>
>
>
________________________________________________________________________________
| From: | Don McDonald <building_partner(at)yahoo.com> |
| Subject: | Re: Copperstate RV10 nest |
Myron, how come this is the last RV10 nest at Copperstate????-- We book
ed to many "getaways" already,,, so we're not going to be able to make it..
...- I would have liked to put in my book that I attended all the RV10 ne
sts held.... in this case, that would be both of them.
Don McDonald
--- On Sun, 9/27/09, woxofswa wrote:
From: woxofswa <woxof(at)aol.com>
Subject: RV10-List: Copperstate RV10 nest
Date: Sunday, September 27, 2009, 8:20 PM
The second (and last), annual RV10 nest at Copperstate is a go.
Should be set up by Friday morning through Sat night for a shady place to r
elax.
Carne Asada mid day Saturday until its gone.- Would like to get a rough h
ead count for planning purposes.
--------
Myron Nelson
Mesa, AZ
Emp completed, legacy build fuse in progress
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=265270#265270
le, List Admin.
=0A=0A=0A
________________________________________________________________________________
| From: | James Hein <n8vim(at)arrl.net> |
| Subject: | Control column mounts |
Wow, I thought this would have been a simple question, but no response.
Perhaps it was lost in the regular mail, so I'll send this again:
I'm about at this step, and Phil's QB feedback prompted this question
from me:
Is there any reason (other than to save weight) for trimming the control
column mounts? Would it cause interference problems with anything later?
Here's the step (copied from Phil's email)
28-4 Step #1) Radius the corners and remove material from the middle of
both control column mounts. (Remove hatched area).
-Jim 40384
________________________________________________________________________________
| Subject: | Re: Woodward Governor - need help |
| From: | "Nick Leonard" <nick(at)nleonard.com> |
Kevin, John and Dave;
Thanks for the feedback. Between the issues of fitting the governor and finding
any kind of installation documentation, I'm coming to the realization that my
great buy on a three bladed prop and governor (plus having them overhauled) wasn't
as good a buy as I had hoped for. I'm checking to see if the MT Governor
that Van's offers will work with this prop. I have emails into both MT and
Hoffman. Thanks again for responding.
Nick
--------
Nick Leonard
RV-10 (40015) Finish
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=265934#265934
________________________________________________________________________________
| Subject: | Re: High Oil temps |
| From: | "John Cox" <johnwcox(at)pacificnw.com> |
Bill, thanks for surfacing on the RV10 forum and the offer of the
manometer. That is MOST Generous.
One question you leave hanging is why would the High pressure plenum of
a James Cowl be less or equal than a stock High Pressure Vans? I would
think the enclosed pressure plenum would help in several ways.
Your most notable comment is the 360 degrees of convoluted distortions
of airflow so the cooler could be mounted on the firewall. The design
reasoning was the high number of cracked rear metal baffles in the other
Vans lineup. I would surmise that you support a rear metal baffle mount
with your units. Airflow contains energy and the management and
extraction of that unit is a valued pursuit.
I am a fan of LoPresti and hence a strong advocate for controllable
outflow of the low pressure side to configure for differing angles of
attack. They are also strong proponents of tweaking with the manometer.
Thanks again.
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@airflow
Sent: Thursday, October 01, 2009 12:54 PM
Subject: RV10-List: Re: High Oil temps
To those challenged with high oil temps on your RV-10, Airflow Systems
(not Airflow Performance, a common mistake) offers the use of our
digital manometer for free for one week to RV-10 owners and others (you
pay freight and insurance both ways). This is available even if you do
not have one of our 2006X or 2008X oil coolers.
With the help of many RV-10 owners we have found the following from our
testing:
The stock RV-10 and James cowl do not have the desired pressure
differential for optimum cylinder and oil cooling, as supplied.
Adding louvers on the side of the cowl offers the biggest improvement in
pressure differential for the effort, appearance is a personal issue.
The stock Vans inlets are larger than necessary for stock engines, exit
area flow needs improvement if you are going to use all of the RV-10s
performance potential. We have reduced the inlet area on a -10 in Texas
with no adverse effects. It has side louvers and (our) air conditioning.
The biggest problems come from the tightest plenums. The air must have
an area to slow down and build pressure to improve the differential.
There is room for improvement in the Vans oil cooler installation which
forces the air through 360 degrees of direction changes.
NACA ducts are not optimal for oil coolers.
Normally I stay off the forums as a supplier but I see a lot of
suggestions that we have already tested and I offer this info as a time
saver.
After today I will not be able to answer emails until Tuesday.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=265903#265903
________________________________________________________________________________
| Subject: | Re: High Oil temps |
| From: | "bill@airflow" <airflow2(at)cox.net> |
Plenums can be very useful, we are working on one for the RV-10 now, as are others.
The issue is the volume in the plenum. Ideally you want the air to enter
through a small inlet, trade velocity for increased pressure, and exit into
a low pressure area that tries to accelerate the air to ambient velocity as it
exits. Compare the volume of some of the aftermarket plenums to Van's volume
above the cylinders, and the related performance, and you can see that not all
plenums are improvements.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=265943#265943
________________________________________________________________________________
| Subject: | Another QB 10 Issue - Longeron Length (again) |
| From: | "Perry, Phil" <Phil.Perry(at)netapp.com> |
Since I found some mid-fuse longerons that were too long, I thought I'd
double check the primary ones that attach to the tailcone. Checking the
lengths on those was something I never thought about doing.
Good thing I did - or so I think.
Attached is a photo of the right side longeron. The line in the photo
is where I believe the longeron should be cut (49 23/32") per 29-2 Step
#1. As you can see, the longerons are more than 4" too long.
Which brings me to two interesting questions.
1) For those of you who have slow-built and not attached to the
tailcone yet; How far do yours stick out past the side skin? Is my mark
close to right?
2) I wonder how many other folks missed this step and now have an
RV-10 QB's with the tailcone and fwd fuse attached at the wrong point.
Phil
________________________________________________________________________________
| Subject: | Re: Control column mounts |
| From: | "orchidman" <gary(at)wingscc.com> |
Looking at my pictures, I don't think there is anything that would get in the way.
Not sure why you don't want to remove it. I didn't have any problems removing
the material and then finishing it.
I would suggest following the plans.
--------
Gary Blankenbiller
RV10 - # 40674
(N2GB Flying)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=265961#265961
________________________________________________________________________________
| From: | Bill DeRouchey <billderou(at)yahoo.com> |
| Subject: | Re: Woodward Governor - need help |
The Woodward will work. There is only a flush plug on top and no hoses atta
ched anywhere. However, mine just started leaking about a teaspoon every 5-
10 hours. I'll remove it at next oil change and make a decision to replace
it with an MT or not. Probably follow Dave S and scrap it.
-
Bill DeRouchey
N939SB
315 trouble-free hours prior to leak
--- On Thu, 10/1/09, John Dunne wrote:
From: John Dunne <acs(at)acspropeller.com.au>
Subject: Re: RV10-List: Woodward Governor - need help
Date: Thursday, October 1, 2009, 2:07 PM
Nick, get rid of the Woodward...parts and info are hard to come by and ther
efore expensive to overhaul or repair.
Suggest the MT, McCauley or PCU5000 governor replacements.
John 40315 VH-XIO
----- Original Message ----- From: "Nick Leonard" <nick(at)nleonard.com>
Sent: Friday, October 02, 2009 1:41 AM
Subject: RV10-List: Woodward Governor - need help
>
> I acquired a reconditioned Woodward Governor (mdl:- 210582) for my I/O
540 C2C with a Hoffman prop.- The prop and governor came off of an I/O 54
0 engine.- This model has an oil AN fitting on the top, I'm assuming for
an oil input (return?).- It has the normal screened oil races on the moun
ting plate and I have mounted it on the front of the engine.
>
> I am trying to determine what to do with this AN oil fitting, assuming a
hose is require to somewhere on the engine?- I have tried to search the w
eb for any installation manuals or other sources of information, without su
ccess.
>
> Does anyone have any information or knowledge on this style of governor?
Any help would be appreciated.
>
> Thanks,
>
> Nick
>
> --------
> Nick Leonard
> RV-10 (40015) Finish
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=265857#265857
>
>
>
>
>
>
>
>
>
>
>
le, List Admin.
________________________________________________________________________________
| Subject: | Re: Woodward Governor - need help |
| From: | Kelly McMullen <apilot2(at)gmail.com> |
You might talk to a prop shop first, maybe even a couple. Woodwards used to
be the gold standard for governors. See what they say about inspect and
reseal or overhaul.
On Thu, Oct 1, 2009 at 7:05 PM, Bill DeRouchey wrote:
> The Woodward will work. There is only a flush plug on top and no hoses
> attached anywhere. However, mine just started leaking about a teaspoon every
> 5-10 hours. I'll remove it at next oil change and make a decision to replace
> it with an MT or not. Probably follow Dave S and scrap it.
>
> Bill DeRouchey
> N939SB
> 315 trouble-free hours prior to leak
>
>
________________________________________________________________________________
| Subject: | Re: High Oil temps |
| From: | "Robin Marks" <robin1(at)mrmoisture.com> |
I have the James Plenum and as a last ditch effort added ~25% more
volume to our plenum based on the greater volume concept and found ZERO
improvement. Obviously we have the aerodynamic knowledge of most 12 year
olds but I did expect to see some improvement or at least some change.
I believe we borrowed Bill's manometer which was extremely helpful in
sorting out DP issues.
Robin
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of bill@airflow
Sent: Thursday, October 01, 2009 4:58 PM
Subject: RV10-List: Re: High Oil temps
Plenums can be very useful, we are working on one for the RV-10 now, as
are others. The issue is the volume in the plenum. Ideally you want
the air to enter through a small inlet, trade velocity for increased
pressure, and exit into a low pressure area that tries to accelerate the
air to ambient velocity as it exits. Compare the volume of some of the
aftermarket plenums to Van's volume above the cylinders, and the related
performance, and you can see that not all plenums are improvements.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=265943#265943
Checked by AVG - www.avg.com
10/01/09 18:23:00
________________________________________________________________________________
| From: | "Bob Leffler" <rv(at)thelefflers.com> |
| Subject: | Another QB 10 Issue - Longeron Length (again) |
Phil,
If I read your measurements correctly, I think you're spot on. My tailcone
is mounted, but it was easy to measure since that longeron is on top and not
covered by a skin. My measurement was 2-7/16".
Bob
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Perry, Phil
Sent: Thursday, October 01, 2009 9:01 PM
Subject: RV10-List: Another QB 10 Issue - Longeron Length (again)
Since I found some mid-fuse longerons that were too long, I thought I'd
double check the primary ones that attach to the tailcone. Checking the
lengths on those was something I never thought about doing.
Good thing I did - or so I think.
Attached is a photo of the right side longeron. The line in the photo is
where I believe the longeron should be cut (49 23/32") per 29-2 Step #1. As
you can see, the longerons are more than 4" too long.
Which brings me to two interesting questions.
1) For those of you who have slow-built and not attached to the
tailcone yet; How far do yours stick out past the side skin? Is my mark
close to right?
2) I wonder how many other folks missed this step and now have an RV-10
QB's with the tailcone and fwd fuse attached at the wrong point.
Phil
________________________________________________________________________________
| Subject: | Another QB 10 Issue - Longeron Length (again) |
| From: | "Perry, Phil" <Phil.Perry(at)netapp.com> |
Thanks Bob...
I just threw the tape on there just to give you a sense of scale.
I went out and measured from the skins edge to the line and I'm 1/16"
shorter than yours. I'll add a 1/16th to it.
Just didn't want to cut those things until I verified they really needed
to be cut. That explains why they didn't pre-drill those pilot holes
for attachment too..
Thanks,
Phil
From: Bob Leffler [mailto:rv(at)thelefflers.com]
Sent: Friday, October 02, 2009 5:43 AM
Subject: RE: RV10-List: Another QB 10 Issue - Longeron Length (again)
Phil,
If I read your measurements correctly, I think you're spot on. My
tailcone is mounted, but it was easy to measure since that longeron is
on top and not covered by a skin. My measurement was 2-7/16".
Bob
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Perry, Phil
Sent: Thursday, October 01, 2009 9:01 PM
Subject: RV10-List: Another QB 10 Issue - Longeron Length (again)
Since I found some mid-fuse longerons that were too long, I thought I'd
double check the primary ones that attach to the tailcone. Checking the
lengths on those was something I never thought about doing.
Good thing I did - or so I think.
Attached is a photo of the right side longeron. The line in the photo
is where I believe the longeron should be cut (49 23/32") per 29-2 Step
#1. As you can see, the longerons are more than 4" too long.
Which brings me to two interesting questions.
1) For those of you who have slow-built and not attached to the
tailcone yet; How far do yours stick out past the side skin? Is my mark
close to right?
2) I wonder how many other folks missed this step and now have an
RV-10 QB's with the tailcone and fwd fuse attached at the wrong point.
Phil
________________________________________________________________________________
| From: | "RV Builder (Michael Sausen)" <rvbuilder(at)sausen.net> |
I thought I would share my experience with an alternative glue for adheri
ng the windows. Based on a recommendation from Geoff Combs, I picked up so
me Lord 7545A/E urethane adhesive rather than using the Weldon 10 we are al
l familiar with.
I did follow the standard process with the rear windows and after that ex
perience, along with forgetting my shims in the rush, I thought I would loo
k into the alternatives. After not really finding anything definitive from
the existing alternatives like Sikaflex I basically resigned myself to use
Weldon for the doors. As I got within a couple weeks of doing the door wi
ndows Geoff had mentioned to me that he used something else for the window
adhesive that was very much suited for the task and didn't have the quick c
ure times and viscosity issues of Weldon. I had forgot about it until he h
ad a brief blurb in one of his post a couple weeks back. So I got more det
ails from him and found a distributor that I could get the 50ML two part ca
rtridge. The stuff is comparable in price to the Weldon at about $13 a kit
and each 50ML kit will do a window easily. There is an additional cost in
that you need a gun which is about $30 but it will work with any two part,
1:1, gun packaged product. Each pak also comes with a self mixing dispens
ing nozzle so you just stick it in the gun, put the nozzle on, and squeeze.
Extra tips are less than a buck and if you don't use the whole cartridge
you just chuck the tip and put the cap back on.
I'm sure many of you are saying that you've heard this before but this st
uff is GREAT! It looks and acts similar to the Weldon but you get upwards
of 30min working time and it doesn't even sag! This stuff is made specific
ally as a structural adhesive for plastics so it seems to be an excellent p
roduct for this application.
Not wanting to completely trust what I read I decided to a little non-sci
entific destructive testing. I didn't have a piece of scrap fiberglass any
more but I did have plenty of scrap plexi from trimming the windows so I to
ok two pieces and glued an overlap of about 1.5x1.5 inch on two pieces of s
crap. Cure time for this stuff is about 24 hours but I let it sit for abou
t a week. This stuff doesn't get as rock hard as Weldon but it isn't flexi
ble either. I took the glued piece and put it in the vise on its edge and
tried to separate it in full edge shear (not really sure how to describe it
but was the most difficult way to break it) and the plexi broke clear of t
he glue joint. I then turned it flat and tried to peel it apart and again
the plexi broke away from the glue joint. So far the glue joint hasn't bud
ged. I then took a hammer and beat the crap out of the remaining square wh
ich was basically just the glued area. After several whacks with the frami
ng hammer I was finally able to get it to break into 3 pieces without ANY s
eparation of the glue joint. I've attached a few pictures below so you can
see what I'm talking about.
The initial swag I took at how many cartridges I would need was a little
high so I have four extras that I can sell to anyone that is interested. I
was thinking $16 each would cover the cost and shipping and I can send you
my gun to use as long as you send it back in a reasonable amount of time.
Here is a link to the distributor I got it from. This page also has a li
nk to the gun you need and extra tips if you want them. Keep in mind each
pack comes with one tip too.
http://chemical-concepts.com/products.php?sid=192&limit
Here is a technical datasheet on 7545A:
http://www.glue4you.com/PDF/Lord7545_TN001.pdf
If you want two or four of the unopened packs I have just drop me a email d
irectly.
Michael
________________________________________________________________________________
| Subject: | Re: Control column mounts |
| From: | "Bob Turner" <bobturner(at)alum.rpi.edu> |
In his case, the QB guys have already installed it, without removing material.
I see no interference issues, just a little extra weight. But I'm not flying yet!
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=266088#266088
________________________________________________________________________________
| Subject: | Re: Control column mounts |
| From: | "Perry, Phil" <Phil.Perry(at)netapp.com> |
Thought I'd share this piece of knowledge with the QB group too.
Check the torque values of all your QB installed AN3 hardware. I
started sneaking up on mine the other night to see what value they were
tourqed to.
Any guesses????
85 inches.
Phil
-----Original Message-----
From: Bob Turner [mailto:bobturner(at)alum.rpi.edu]
Sent: Friday, October 02, 2009 12:39 PM
Subject: RV10-List: Re: Control column mounts
In his case, the QB guys have already installed it, without removing
material.
I see no interference issues, just a little extra weight. But I'm not
flying yet!
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=266088#266088
________________________________________________________________________________
| Subject: | Re: Control column mounts |
| From: | Rob Kochman <rv10rob(at)gmail.com> |
If they start turning at 85 in-lbs, that doesn't mean they were torqued to
85, correct? Isn't extra torque required to "break free"?
On Fri, Oct 2, 2009 at 11:06 AM, Perry, Phil wrote:
>
> Thought I'd share this piece of knowledge with the QB group too.
>
> Check the torque values of all your QB installed AN3 hardware. I
> started sneaking up on mine the other night to see what value they were
> tourqed to.
>
> Any guesses????
>
>
> 85 inches.
>
>
> Phil
>
>
> -----Original Message-----
> From: Bob Turner [mailto:bobturner(at)alum.rpi.edu]
> Sent: Friday, October 02, 2009 12:39 PM
> To: rv10-list(at)matronics.com
> Subject: RV10-List: Re: Control column mounts
>
>
> In his case, the QB guys have already installed it, without removing
> material.
>
> I see no interference issues, just a little extra weight. But I'm not
> flying yet!
>
> --------
> Bob Turner
> RV-10 QB
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=266088#266088
>
>
--
Rob Kochman
RV-10 Wings
Woodinville, WA (near Seattle)
http://kochman.net/N819K
________________________________________________________________________________
| From: | John Koonce <john(at)jpkoonce.net> |
| Subject: | Door-I'm the guy. |
A friend told me that I made your discussions. I lost the door on
takeoff last week.
A fly-in was finishing up when a pilot friend asked me for a ride in
my RV 10. I had had it parked on the ramp most of the day for static
display.
I'm a Urologist and was on call, but staying in the local area would
still not put me more than 30 min from the hospital if I got called
for an emergency. We taxied out for a quick spin. I'm very aware of
the door problem and have a double check for the door. I personally
close both doors on both sides and check security front and aft both
visually and with hand pressure. When we got in I checked his side as
I usually do and closed my own door. I keep the passenger seat
forward and it makes it difficult to hand pressure check the aft pin
because of the closeness of the seat to the door. Visually it looked
fine. During taxi I of course got paged and this distracted me from
the flying. I handled the page and we continued taxi.
The passenger is a pilot who built, flew and ultimately sold an RV 6.
I'm suspicious this made me a bit cavalier about pre flight steps. We
had already done our run up sequence and started our takeoff roll
fairly quickly. We had lifted off and were climbing at about 80-90
knots when the door shifted out. It happened very quickly, went on
out, twisted on the hinges and departed. It did not strike the
airframe. We continued the climb, did a go round, and landed
uneventfully. Except for the noise the aircraft handled without
problems. We retrieved the door and there is surprisingly little
damage. The plexiglass has two cracks about 3-4 inches.
Interestingly enough the complete hinge assembly remained attached to
the airframe. The attach point to the door is doubled firbeglass and
the fibreglass layer attached to the hinge stayed with the hinge. The
bolts pulled thru the outer door fibreglass skin. The paint remained
intact and there is almost no visible damage to the outer skin of the
door. The other aircraft with the hard landing had similar findings
after I reviewed his pictures.
The door departed because the aft pin wasn't engaged. No aircraft
component failed. I have the lights installed for the doors, but
could have missed this with the distractions. I had to readjust them
in the past because the pin is close enough to the magnetic reed that
it sensed the door closed even with the pin outside the engagement
block. I think the best way to manage this is to hand pressure check
the engagement of the pin as well as visually check it. My visual
check wasn't enough. The handle on the door is almost directly over
the front pin, so pulling shut the door seats that easily. When the
door swings in, it is very easy for the aft door to twist and not slip
properly into the aircraft door frame. Rotating the door handle gives
a secure tight feel even when the aft pin is not engaged, but just
simply sliding outside the doorframe on the aircraft skin. The front
pin pulls it tight. Once rolling, I assume the positive pressure from
the vents internally on the door, combined with the negative pressure
on the door surface eventually overwhelms the front pin and at that
point it goes very quickly.
Both of us in the aircraft were experienced pilots, and as well the
aircraft really never got above 90-100 knots, or above 1000 ft AGL.
Should the pin hold enough to get to altitude or 160 knots, I'm not
sure what would happen, as the wind effect is impressive. Again, the
aircraft handled fine. Hopefully this note will help others to avoid
this event.
As far as suggested solutions to manage this problem, I am not
convinced that the safety wire technique would work effectively, but I
certainly would encourage it. For a urologist, scrotal
reconstructions pay very well. Please be sure your health insurance
is current.
________________________________________________________________________________
| From: | "David McNeill" <dlm46007(at)cox.net> |
| Subject: | Door-I'm the guy. |
Congratulations on landing safely; perhaps a way could be found on the
interior faade to allow "feeling" the pins. Fortunately I chose not to have
the faade so I feel the pins, each side, fore and aft, twice; pins are
check after loading and before takeoff and I do it. I have missed the
passenger door rear pin once (after loading) but caught it immediately by
feeling the pins fore and aft. I have not installed the light system. I
don't intend to install the safety wire since at 65 I still use mine. I have
two back seat options ages 10 and 13.
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John Koonce
Sent: Friday, October 02, 2009 4:20 PM
Subject: RV10-List: Door-I'm the guy.
A friend told me that I made your discussions. I lost the door on takeoff
last week.
A fly-in was finishing up when a pilot friend asked me for a ride in my RV
10. I had had it parked on the ramp most of the day for static display.
I'm a Urologist and was on call, but staying in the local area would still
not put me more than 30 min from the hospital if I got called for an
emergency. We taxied out for a quick spin. I'm very aware of the door
problem and have a double check for the door. I personally close both doors
on both sides and check security front and aft both visually and with hand
pressure. When we got in I checked his side as I usually do and closed my
own door. I keep the passenger seat forward and it makes it difficult to
hand pressure check the aft pin because of the closeness of the seat to the
door. Visually it looked fine. During taxi I of course got paged and this
distracted me from the flying. I handled the page and we continued taxi.
The passenger is a pilot who built, flew and ultimately sold an RV 6.
I'm suspicious this made me a bit cavalier about pre flight steps. We had
already done our run up sequence and started our takeoff roll fairly
quickly. We had lifted off and were climbing at about 80-90 knots when the
door shifted out. It happened very quickly, went on out, twisted on the
hinges and departed. It did not strike the airframe. We continued the
climb, did a go round, and landed uneventfully. Except for the noise the
aircraft handled without problems. We retrieved the door and there is
surprisingly little
damage. The plexiglass has two cracks about 3-4 inches.
Interestingly enough the complete hinge assembly remained attached to the
airframe. The attach point to the door is doubled firbeglass and the
fibreglass layer attached to the hinge stayed with the hinge. The bolts
pulled thru the outer door fibreglass skin. The paint remained intact and
there is almost no visible damage to the outer skin of the door. The other
aircraft with the hard landing had similar findings after I reviewed his
pictures.
The door departed because the aft pin wasn't engaged. No aircraft component
failed. I have the lights installed for the doors, but
could have missed this with the distractions. I had to readjust them
in the past because the pin is close enough to the magnetic reed that
it sensed the door closed even with the pin outside the engagement block. I
think the best way to manage this is to hand pressure check the engagement
of the pin as well as visually check it. My visual check wasn't enough.
The handle on the door is almost directly over
the front pin, so pulling shut the door seats that easily. When the
door swings in, it is very easy for the aft door to twist and not slip
properly into the aircraft door frame. Rotating the door handle gives a
secure tight feel even when the aft pin is not engaged, but just simply
sliding outside the doorframe on the aircraft skin. The front pin pulls it
tight. Once rolling, I assume the positive pressure from the vents
internally on the door, combined with the negative pressure on the door
surface eventually overwhelms the front pin and at that point it goes very
quickly.
Both of us in the aircraft were experienced pilots, and as well the
aircraft really never got above 90-100 knots, or above 1000 ft AGL.
Should the pin hold enough to get to altitude or 160 knots, I'm not sure
what would happen, as the wind effect is impressive. Again, the aircraft
handled fine. Hopefully this note will help others to avoid this event.
As far as suggested solutions to manage this problem, I am not convinced
that the safety wire technique would work effectively, but I certainly would
encourage it. For a urologist, scrotal reconstructions pay very well.
Please be sure your health insurance is current.
________________________________________________________________________________
| Subject: | AFS - Alternator Warning |
| From: | "Jim" <jim(at)CombsFive.Com> |
I am flying with an AFS 3500EE EFIS / Engine Monitor.
Yesterday the airplane was being flown and the fuse blew on the
alternator field circuit causing the alternator go off line. Turns
out the alternator AMPS warning is OFF by default and no warning was
heard. It wasn't until the battery was low that an audible / visual
alert was presented on the EFIS. Not sure just how long it took for
the battery to get to the low voltage warning condition. I have
copied the flight data from the EFIS and will review the data to see just
how long it took.
The EFIS went to backup battery during
the flight and the flight was terminated with no other problems.
This is just a heads up to those flying with the AFS EFIS to check the
alternator AMPS setting in the configuration pages should you want an
immediate warning for alternator current. Knowing you have a problem
sooner than later is desirable.
I did not have the alternator
lamp wired (Didn't think I needed it with the EFIS audible alerts).
I will be adding this to the panel in the near future.
I love
the EFIS, I just missed getting this setting correct.
Jim Combs
(N312F - 110+ hours)
________________________________________________________________________________
| From: | John Gonzalez <indigoonlatigo(at)msn.com> |
| Subject: | Door-I'm the guy. |
IMOP make the pins longer and build up the interior of the cabin top so tha
t when the door is closed with the pins engaged=2C the cabin top is touchin
g the inside of the door. That way there is no guess work involved as there
would be if one is guestimating the gap between cabin top flange and insid
e surface of the door=2C especially alone the entire bottom edge of the cab
in top/door interface.
My pins go 1/4inch beyond the two aluminum fuselage frames=2C for and aft f
rames.
John #409=2C the lager=2C just finished an RC foam sloper so I could have t
hat feeling of entirely completing something.
> From: dlm46007(at)cox.net
> To: rv10-list(at)matronics.com
> Subject: RE: RV10-List: Door-I'm the guy.
> Date: Fri=2C 2 Oct 2009 16:49:53 -0700
>
>
> Congratulations on landing safely=3B perhaps a way could be found on the
> interior fa=E7ade to allow "feeling" the pins. Fortunately I chose not to
have
> the fa=E7ade so I feel the pins=2C each side=2C fore and aft=2C twice=3B
pins are
> check after loading and before takeoff and I do it. I have missed the
> passenger door rear pin once (after loading) but caught it immediately by
> feeling the pins fore and aft. I have not installed the light system. I
> don't intend to install the safety wire since at 65 I still use mine. I h
ave
> two back seat options ages 10 and 13.
>
> -----Original Message-----
> From: owner-rv10-list-server(at)matronics.com
> [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John Koonce
> Sent: Friday=2C October 02=2C 2009 4:20 PM
> To: RV10-List(at)matronics.com
> Subject: RV10-List: Door-I'm the guy.
>
>
> A friend told me that I made your discussions. I lost the door on takeof
f
> last week.
>
> A fly-in was finishing up when a pilot friend asked me for a ride in my R
V
> 10. I had had it parked on the ramp most of the day for static display.
> I'm a Urologist and was on call=2C but staying in the local area would st
ill
> not put me more than 30 min from the hospital if I got called for an
> emergency. We taxied out for a quick spin. I'm very aware of the door
> problem and have a double check for the door. I personally close both do
ors
> on both sides and check security front and aft both visually and with han
d
> pressure. When we got in I checked his side as I usually do and closed m
y
> own door. I keep the passenger seat forward and it makes it difficult to
> hand pressure check the aft pin because of the closeness of the seat to t
he
> door. Visually it looked fine. During taxi I of course got paged and th
is
> distracted me from the flying. I handled the page and we continued taxi.
> The passenger is a pilot who built=2C flew and ultimately sold an RV 6.
> I'm suspicious this made me a bit cavalier about pre flight steps. We ha
d
> already done our run up sequence and started our takeoff roll fairly
> quickly. We had lifted off and were climbing at about 80-90 knots when t
he
> door shifted out. It happened very quickly=2C went on out=2C twisted on
the
> hinges and departed. It did not strike the airframe. We continued the
> climb=2C did a go round=2C and landed uneventfully. Except for the noise
the
> aircraft handled without problems. We retrieved the door and there is
> surprisingly little
> damage. The plexiglass has two cracks about 3-4 inches.
> Interestingly enough the complete hinge assembly remained attached to the
> airframe. The attach point to the door is doubled firbeglass and the
> fibreglass layer attached to the hinge stayed with the hinge. The bolts
> pulled thru the outer door fibreglass skin. The paint remained intact an
d
> there is almost no visible damage to the outer skin of the door. The oth
er
> aircraft with the hard landing had similar findings after I reviewed his
> pictures.
>
> The door departed because the aft pin wasn't engaged. No aircraft compon
ent
> failed. I have the lights installed for the doors=2C but
> could have missed this with the distractions. I had to readjust them
> in the past because the pin is close enough to the magnetic reed that
> it sensed the door closed even with the pin outside the engagement block.
I
> think the best way to manage this is to hand pressure check the engagemen
t
> of the pin as well as visually check it. My visual check wasn't enough.
> The handle on the door is almost directly over
> the front pin=2C so pulling shut the door seats that easily. When the
> door swings in=2C it is very easy for the aft door to twist and not slip
> properly into the aircraft door frame. Rotating the door handle gives a
> secure tight feel even when the aft pin is not engaged=2C but just simply
> sliding outside the doorframe on the aircraft skin. The front pin pulls
it
> tight. Once rolling=2C I assume the positive pressure from the vents
> internally on the door=2C combined with the negative pressure on the door
> surface eventually overwhelms the front pin and at that point it goes ver
y
> quickly.
>
> Both of us in the aircraft were experienced pilots=2C and as well the
> aircraft really never got above 90-100 knots=2C or above 1000 ft AGL.
> Should the pin hold enough to get to altitude or 160 knots=2C I'm not sur
e
> what would happen=2C as the wind effect is impressive. Again=2C the airc
raft
> handled fine. Hopefully this note will help others to avoid this event.
>
> As far as suggested solutions to manage this problem=2C I am not convince
d
> that the safety wire technique would work effectively=2C but I certainly
would
> encourage it. For a urologist=2C scrotal reconstructions pay very well.
> Please be sure your health insurance is current.
>
>
>
>
>
>
>
>
===========
===========
===========
===========
>
>
>
________________________________________________________________________________
| From: | John Gonzalez <indigoonlatigo(at)msn.com> |
You might want to find that piece of fiberglass and do the same test with t
he plexi to fiberglass and then also make sure you test it where the gab be
tween the to is almost 1/8 of an inch. Make sure it still is as strong.
No doubt it is great stuff=2C but just be sure.
> From: rvbuilder(at)sausen.net
> To: rv10-list(at)matronics.com
> Date: Fri=2C 2 Oct 2009 10:30:16 -0500
> Subject: RV10-List: Window Glue
>
> I thought I would share my experience with an alternative glue for adhe
ring the windows. Based on a recommendation from Geoff Combs=2C I picked u
p some Lord 7545A/E urethane adhesive rather than using the Weldon 10 we ar
e all familiar with.
>
> I did follow the standard process with the rear windows and after that
experience=2C along with forgetting my shims in the rush=2C I thought I wou
ld look into the alternatives. After not really finding anything definitiv
e from the existing alternatives like Sikaflex I basically resigned myself
to use Weldon for the doors. As I got within a couple weeks of doing the d
oor windows Geoff had mentioned to me that he used something else for the w
indow adhesive that was very much suited for the task and didn't have the q
uick cure times and viscosity issues of Weldon. I had forgot about it unti
l he had a brief blurb in one of his post a couple weeks back. So I got mo
re details from him and found a distributor that I could get the 50ML two p
art cartridge. The stuff is comparable in price to the Weldon at about $13
a kit and each 50ML kit will do a window easily. There is an additional c
ost in that you need a gun which is about $30 but it will work with any two
part=2C 1:1=2C gun packaged product. Each pak also comes with a self mixi
ng dispensing nozzle so you just stick it in the gun=2C put the nozzle on
=2C and squeeze. Extra tips are less than a buck and if you don't use the
whole cartridge you just chuck the tip and put the cap back on.
>
> I'm sure many of you are saying that you've heard this before but this
stuff is GREAT! It looks and acts similar to the Weldon but you get upward
s of 30min working time and it doesn't even sag! This stuff is made specif
ically as a structural adhesive for plastics so it seems to be an excellent
product for this application.
>
> Not wanting to completely trust what I read I decided to a little non-s
cientific destructive testing. I didn't have a piece of scrap fiberglass a
nymore but I did have plenty of scrap plexi from trimming the windows so I
took two pieces and glued an overlap of about 1.5x1.5 inch on two pieces of
scrap. Cure time for this stuff is about 24 hours but I let it sit for ab
out a week. This stuff doesn't get as rock hard as Weldon but it isn't fle
xible either. I took the glued piece and put it in the vise on its edge an
d tried to separate it in full edge shear (not really sure how to describe
it but was the most difficult way to break it) and the plexi broke clear of
the glue joint. I then turned it flat and tried to peel it apart and agai
n the plexi broke away from the glue joint. So far the glue joint hasn't b
udged. I then took a hammer and beat the crap out of the remaining square
which was basically just the glued area. After several whacks with the fra
ming hammer I was finally able to get it to break into 3 pieces without ANY
separation of the glue joint. I've attached a few pictures below so you c
an see what I'm talking about.
>
> The initial swag I took at how many cartridges I would need was a littl
e high so I have four extras that I can sell to anyone that is interested.
I was thinking $16 each would cover the cost and shipping and I can send y
ou my gun to use as long as you send it back in a reasonable amount of time
.
>
> Here is a link to the distributor I got it from. This page also has a
link to the gun you need and extra tips if you want them. Keep in mind eac
h pack comes with one tip too.
>
> http://chemical-concepts.com/products.php?sid=192&limit
>
> Here is a technical datasheet on 7545A:
>
> http://www.glue4you.com/PDF/Lord7545_TN001.pdf
>
> If you want two or four of the unopened packs I have just drop me a email
directly.
> Michael
>
>
________________________________________________________________________________
| From: | "David McNeill" <dlm46007(at)cox.net> |
| Subject: | Door-I'm the guy. |
concur on pin length; I advised Vans earlier that their supplied pins
already cut to length were barely sufficient if they were placed exactly
where the Van's engineers wanted them. Actual placement can vary by 1/4"
depending on where the builder located the pins in the latch mechanism
recess in the door. Full circumference should be seen inside , at a
minimum,
the fuselage door post when the pin is in the locked position
_____
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John Gonzalez
Sent: Friday, October 02, 2009 6:09 PM
Subject: RE: RV10-List: Door-I'm the guy.
IMOP make the pins longer and build up the interior of the cabin top so
that
when the door is closed with the pins engaged, the cabin top is touching
the
inside of the door. That way there is no guess work involved as there
would
be if one is guestimating the gap between cabin top flange and inside
surface of the door, especially alone the entire bottom edge of the
cabin
top/door interface.
My pins go 1/4inch beyond the two aluminum fuselage frames, for and aft
frames.
John #409, the lager, just finished an RC foam sloper so I could have
that
feeling of entirely completing something.
> From: dlm46007(at)cox.net
> To: rv10-list(at)matronics.com
> Subject: RE: RV10-List: Door-I'm the guy.
> Date: Fri, 2 Oct 2009 16:49:53 -0700
>
>
> Congratulations on landing safely; perhaps a way could be found on the
> interior fa=E7ade to allow "feeling" the pins. Fortunately I chose not
to
have
> the fa=E7ade so I feel the pins, each side, fore and aft, twice; pins
are
> check after loading and before takeoff and I do it. I have missed the
> passenger door rear pin once (after loading) but caught it immediately
by
> feeling the pins fore and aft. I have not installed the light system.
I
> don't intend to install the safety wire since at 65 I still use mine.
I
have
> two back seat options ages 10 and 13.
>
> -----Original Message-----
> From: owner-rv10-list-server(at)matronics.com
> [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of John Koonce
> Sent: Friday, October 02, 2009 4:20 PM
> To: RV10-List(at)matronics.com
> Subject: RV10-List: Door-I'm the guy.
>
>
> A friend told me that I made your discussions. I lost the door on
takeoff
> last week.
>
> A fly-in was finishing up when a pilot friend asked me for a ride in
my RV
> 10. I had had it parked on the ramp most of the day for static
display.
> I'm a Urologist and was on call, but staying in the local area would
still
> not put me more than 30 min from the hospital if I got called for an
> emergency. We taxied out for a quick spin. I'm very aware of the door
> problem and have a double check for the door. I personally close both
doors
> on both sides and check security front and aft both visually and with
hand
> pressure. When we got in I checked his side as I usually do and closed
my
> own door. I keep the passenger seat forward and it makes it difficult
to
> hand pressure check the aft pin because of the closeness of the seat
to
the
> door. Visually it looked fine. During taxi I of course got paged and
this
> distracted me from the flying. I handled the page and we continued
taxi.
> The passenger is a pilot who built, flew and ultimately sold an RV 6.
> I'm suspicious this made me a bit cavalier about pre flight steps. We
had
> already done our run up sequence and started our takeoff roll fairly
> quickly. We had lifted off and were climbing at about 80-90 knots when
the
> door shifted out. It happened very quickly, went on out, twisted on
the
> hinges and departed. It did not strike the airframe. We continued the
> climb, did a go round, and landed uneventfully. Except for the noise
the
> aircraft handled without problems. We retrieved the door and there is
> surprisingly little
> damage. The plexiglass has two cracks about 3-4 inches.
> Interestingly enough the complete hinge assembly remained attached to
the
> airframe. The attach point to the door is doubled firbeglass and the
> fibreglass layer attached to the hinge stayed with the hinge. The
bolts
> pulled thru the outer door fibreglass skin. The paint remained intact
and
> there is almost no visible damage to the outer skin of the door. The
other
> aircraft with the hard landing had similar findings after I reviewed
his
> pictures.
>
> The door departed because the aft pin wasn't engaged. No aircraft
component
> failed. I have the lights installed for the doors, but
> could have missed this with the distractions. I had to readjust them
> in the past because the pin is close enough to the magnetic reed that
> it sensed the door closed even with the pin outside the engagement
block.
I
> think the best way to manage this is to hand pressure check the
engagement
> of the pin as well as visually check it. My visual check wasn't
enough.
> The handle on the door is almost directly over
> the front pin, so pulling shut the door seats that easily. When the
> door swings in, it is very easy for the aft door to twist and not slip
> properly into the aircraft door frame. Rotating the door handle gives
a
> secure tight feel even when the aft pin is not engaged, but just
simply
> sliding outside the doorframe on the aircraft skin. The front pin
pulls it
> tight. Once rolling, I assume the positive pressure from the vents
> internally on the door, combined with the negative pressure on the
door
> surface eventually overwhelms the front pin and at that point it goes
very
> quickly.
>
> Both of us in the aircraft were experienced pilots, and as well the
> aircraft really never got above 90-100 knots, or above 1000 ft AGL.
> Should the pin hold enough to get to altitude or 160 knots, I'm not
sure
> what would happen, as the wind effect is impressive. Again, the
aircraft
> handled fine. Hopefully this note will help others to avoid this
event.
>
> As far as suggested solutions to manage this problem, I am not
convinced
> that the safety wire technique would work effectively, but I certainly
would
> encourage it. For a urologist, scrotal reconstructions pay very well.
> Please be sure your health insurance
i========================
> ==========
>
>
>
________________________________________________________________________________
| Subject: | Re: Door-I'm the guy. |
| From: | ricksked(at)embarqmail.com |
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________________________________________________________________________________
| From: | "David McNeill" <dlm46007(at)cox.net> |
Just received it tonight. Will report later. One immediate observation; for
each battery behind the closeout, a separate sensor wire is required and 12V
cigarette plugs must be placed in the top where it is not necessary to
remove the rear cover to maintain the batteries.
________________________________________________________________________________
| From: | "Carl Froehlich" <carl.froehlich(at)verizon.net> |
| Subject: | AFS - Alternator Warning |
Recommend you set the EFIS (or whatever engine monitoring system being used)
to alarm on low voltage. With the alternator on line your buss voltage will
be between 13.8 and 14.1 volts. A fully charged battery is significantly
below this level. Setting a low voltage alarm at say 13.4 volts will
immediate tell you your alternator is off line. Assuming a typical battery
installation, and now knowing as soon as the alternator fails, you should
have ample battery reserve for continued flight to a convenient place to
land and get the alternator fixed.
Carl Froehlich
RV-8A (500 hrs)
RV-10 (fuselage fiberglass work)
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Jim
Sent: Friday, October 02, 2009 8:28 PM
Subject: RV10-List: AFS - Alternator Warning
I am flying with an AFS 3500EE EFIS / Engine Monitor.
Yesterday the airplane was being flown and the fuse blew on the alternator
field circuit causing the alternator go off line. Turns out the alternator
AMPS warning is OFF by default and no warning was heard. It wasn't until
the battery was low that an audible / visual alert was presented on the
EFIS. Not sure just how long it took for the battery to get to the low
voltage warning condition. I have copied the flight data from the EFIS and
will review the data to see just how long it took.
The EFIS went to backup battery during the flight and the flight was
terminated with no other problems.
This is just a heads up to those flying with the AFS EFIS to check the
alternator AMPS setting in the configuration pages should you want an
immediate warning for alternator current. Knowing you have a problem sooner
than later is desirable.
I did not have the alternator lamp wired (Didn't think I needed it with the
EFIS audible alerts). I will be adding this to the panel in the near
future.
I love the EFIS, I just missed getting this setting correct.
Jim Combs (N312F - 110+ hours)
________________________________________________________________________________
| From: | "David McNeill" <dlm46007(at)cox.net> |
Correction to previous post. Sensor will not be required for most
situations. For any battery behind the closeout, the most feasible charging
will take place with a 12V cigarette receptacle adjacent to or in the top
piece; each connector will have ring terminals on the battery terminals. I
have 2 680s there and will need two receptacles. A single cigarette plug can
be matched to the special connector and plugged into the battery to be
maintained. Concorde batteries fall to the gel category, Odyssey are AGM and
I hope we don't have any unsealed batteries in the aircraft.
________________________________________________________________________________
| Subject: | Re: charger 12248 |
| From: | Kelly McMullen <apilot2(at)gmail.com> |
Not sure which Concorde batteries you are referring to David. The RG
series are all AGM. The CB series are wet cell. The battery Van's
suggests is an RG-25 which is AGM. I don't happen to know of any they
sell for aircraft that are gel cell, maybe there are some.
On Fri, Oct 2, 2009 at 9:01 PM, David McNeill wrote:
> Correction to previous post. Sensor will not be required for most
> situations. For any battery behind the closeout, the most feasible charging
> will take place with a 12V cigarette receptacle adjacent to or in the top
> piece; each connector will have ring terminals on the battery terminals. I
> have 2 680s there and will need two receptacles. A single cigarette plug can
> be matched to the special connector and plugged into the battery to be
> maintained. Concorde batteries fall to the gel category, Odyssey are AGM and
> I hope we don't have any unsealed batteries in the aircraft.
________________________________________________________________________________
| Subject: | Re: Door-I'm the guy. |
| From: | "sportpilot" <sportpilot(at)btconline.net> |
I just finished installing the door latch last week and I can readily see what
I think is the problem. the door is flexible fore and aft, and the rear end tends
to shift out of the frame when closing. And The gasket wants to push the
door out. I opened and closed about 100 times from the outside and consistently
the rear end wants to ride out. To me it seems the alternate pull handle
near the rear of the door is a very safe and operational fix, and a careful visual
check of the rear door frame to be sure it has seated firmly against the
gasket. then operate the handle to extend the pins. Also, you can pick up a
few fractional inches of pin extension by sliding the rack gear out one or 2 teeth
on the cog before assembly, just as long as you have full retraction. Just
my 2 cents.
--------
Claude
KAYS airport
Building RV 10
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=266223#266223
________________________________________________________________________________
| Subject: | Re: Another QB 10 Issue - Longeron Length (again) |
| From: | "sportpilot" <sportpilot(at)btconline.net> |
I had to trim the longeron, but not that much. I cut off about one inch or less.
possibly my kit had shorter longerons to begin with.
--------
Claude
KAYS airport
Building RV 10
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=266224#266224
________________________________________________________________________________
| Subject: | Re: Control column mounts |
| From: | "Perry, Phil" <Phil.Perry(at)netapp.com> |
I tested them a couple of ways.
1) I crept up on the torque values until I could get it to budget.
- 85 inches
2) I marked a few nuts (before I touched them) so I knew where they
started.
a. Then backed them off to neutral
b. Torque back to 25 inches
They were all at around 1 flat too far.
From: Rob Kochman [mailto:rv10rob(at)gmail.com]
Sent: Friday, October 02, 2009 5:51 PM
Subject: Re: RV10-List: Re: Control column mounts
If they start turning at 85 in-lbs, that doesn't mean they were torqued
to 85, correct? Isn't extra torque required to "break free"?
On Fri, Oct 2, 2009 at 11:06 AM, Perry, Phil
wrote:
Thought I'd share this piece of knowledge with the QB group too.
Check the torque values of all your QB installed AN3 hardware. I
started sneaking up on mine the other night to see what value they were
tourqed to.
Any guesses????
85 inches.
Phil
-----Original Message-----
From: Bob Turner [mailto:bobturner(at)alum.rpi.edu]
Sent: Friday, October 02, 2009 12:39 PM
Subject: RV10-List: Re: Control column mounts
In his case, the QB guys have already installed it, without removing
material.
I see no interference issues, just a little extra weight. But I'm not
flying yet!
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=266088#266088
tilities such as List Un/Subscription,
www.matronics.com/Navigator?RV10-List"
target="_blank">http://www.matronics.com/Navigator?RV10-List
ronics.com/" target="_blank">http://forums.matronics.com
Matt Dralle, List Admin.
====
--
Rob Kochman
RV-10 Wings
Woodinville, WA (near Seattle)
http://kochman.net/N819K
________________________________________________________________________________
| From: | "Wayne Edgerton" <wayne.e(at)grandecom.net> |
| Subject: | Re: Door-I'm the guy. |
John,
I'm glad that all ended well without major damage to you plane or
person. I've had doors come open on Beechcraft planes I've owned but
the door hinges forward so other than an annoyance it's not such a big
deal like it is on an RV10.
For whatever it's worth, because of all the issues that have occurred
with doors coming open, I never allow a passenger to close the door. I
stay outside of the airplane until the passengers are loaded in, then I
close the passenger door from the outside myself and assure that I have
a positive lock and can obviously see that the pins are in. Once in and
started I have the warning lights at the top of the panel and that is
part of my check.
I know for me, because of all the incidences, the doors are one of my
top pre-takeoff checks.
Wayne Edgerton
N602WT
________________________________________________________________________________
| From: | "Ralph E. Capen" <recapen(at)earthlink.net> |
| Subject: | Re: AFS - Alternator Warning |
Glad this ended nicely - I have mine set so that it alarms if my RPM's
go over 1500. Since I have two alternators, my checklist is to bring
the backup online first and look for its light. When I bring the
primary online the secondary light goes out.
Battery backup is a wonderful safety feature.
----- Original Message -----
From: Jim
To: rv10-list(at)matronics.com
Sent: Friday, October 02, 2009 8:27 PM
Subject: RV10-List: AFS - Alternator Warning
I am flying with an AFS 3500EE EFIS / Engine Monitor.
Yesterday the airplane was being flown and the fuse blew on the
alternator field circuit causing the alternator go off line. Turns out
the alternator AMPS warning is OFF by default and no warning was heard.
It wasn't until the battery was low that an audible / visual alert was
presented on the EFIS. Not sure just how long it took for the battery
to get to the low voltage warning condition. I have copied the flight
data from the EFIS and will review the data to see just how long it
took.
The EFIS went to backup battery during the flight and the flight was
terminated with no other problems.
This is just a heads up to those flying with the AFS EFIS to check the
alternator AMPS setting in the configuration pages should you want an
immediate warning for alternator current. Knowing you have a problem
sooner than later is desirable.
I did not have the alternator lamp wired (Didn't think I needed it
with the EFIS audible alerts). I will be adding this to the panel in
the near future.
I love the EFIS, I just missed getting this setting correct.
Jim Combs (N312F - 110+ hours)
________________________________________________________________________________
| Subject: | Re: Door-I'm the guy. |
| From: | "johngoodman" <johngoodman(at)earthlink.net> |
> I never allow a passenger to close the door.
It's a sad day when a pilot cannot allow a passenger to close his own door. I guess
cracking the door open during long taxis on hot days is out.
The door design is flawed and needs to be changed.
John
--------
#40572 QB Fuselage, wings finished. Finish Kit progressing. Engine & Panel
delivery soon.
N711JG reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=266251#266251
________________________________________________________________________________
| From: | "Richard Bibb" <rbibb(at)tomet.net> |
| Subject: | Re: Door-I'm the guy. |
You know, when I was at Oshkosh I paid the $50 so I could get a demo ride in
the -10. I'd just bought a partially finished kit and figured I really
ought to make sure I liked the airplane. Not being a rookie and all I did
think it a bit odd that I wasn't allowed to latch the door....
I'd love to re-engineer that latch and offer a after-market fix for this but
my fuselage kit just shipped so I'm a ways away from even thinking about the
doors but when I do I hope to come up with something more foolproof. I'm
thinking some sort of bottom latch that engages at the sill such that, even
in the event of it not being completely clamped down the door could only
partially open even under air loads.
But there's a lot of work to get this right and I might be too impatient to
put in the effort required. Safe to say I'll do something more than the
basic stock arrangement. Time will tell...
Richard Bibb
972-771-2598
972-835-5979 mobile
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of johngoodman
Sent: Saturday, October 03, 2009 8:49 AM
Subject: RV10-List: Re: Door-I'm the guy.
> I never allow a passenger to close the door.
It's a sad day when a pilot cannot allow a passenger to close his own door.
I guess cracking the door open during long taxis on hot days is out.
The door design is flawed and needs to be changed.
John
--------
#40572 QB Fuselage, wings finished. Finish Kit progressing. Engine &
Panel delivery soon.
N711JG reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=266251#266251
________________________________________________________________________________
| Subject: | Re: Door-I'm the guy. |
| From: | Dave Saylor <dave.saylor.aircrafters(at)gmail.com> |
John,
Thanks so much for your account of the episode. I was starting to get a
little bored with my routine: I push on the back of each door just before
take-off. Now I know I'll stick with that checklist item for good.
What type of door seal do you have? I wrote a few days ago that I think the
Van's bulb seal does a disservice to being able to effectively close the
door. I have foam seals that IMO work much better.
Another point is that if the pins are installed per the plans, the bevels
get installed with the long edge outboard. Presumably, that ensures more
engagement with the fuselage uprights since the long edge of the pin is
outboard, contacting metal. But that arrangement also helps the pins miss
the hole unless the door is pulled all the way in during latching. When I
re-rigged my doors I turned the bevel around to face "angled edge out", so
that the pins would be more likely to engage. The bevel then helps pull the
door in, even if the door isn't quite closed. Since I also installed metal
guide blocks at the same time, I was sure I was getting a good, solid,
metal-on-metal pin engagement.
You did a great job Flying The Plane. Even the other -10 that had the tail
strike seemed to land well enough. We should take away from this that a
lost door clearly doesn't have to result in an accident if we remember to
fly the plane.
******Shameless plug warning******
Insurance pays (AirCrafters) well for door repairs, too, in case you don't
want to do it yourself--I never do MY own surgery ;-)
Best Regards,
Dave Saylor
AirCrafters LLC
________________________________________________________________________________
| From: | Bill Mauledriver Watson <MauleDriver(at)nc.rr.com> |
| Subject: | Re: Door-I'm the guy - how about those seals? |
Dave, I'm getting ready to re-search the list for seal information so I
can finish off my doors. I know you've mentioned your preference for
foam seals over the Van's bulb type. I know others have used other bulb
type seals.
What do you think the trade-offs are for the foam seal? Does it work
well relative to rain?
What exactly did you use?
Thanks
Bill "trying to figure out what to do next and hoping it doesn't involve
sanding fiberglass" Watson
Dave Saylor wrote:
> John,
>
> Thanks so much for your account of the episode. I was starting to get
> a little bored with my routine: I push on the back of each door just
> before take-off. Now I know I'll stick with that checklist item for good.
>
> What type of door seal do you have? I wrote a few days ago that I
> think the Van's bulb seal does a disservice to being able to
> effectively close the door. I have foam seals that IMO work much better.
>
> Another point is that if the pins are installed per the plans, the
> bevels get installed with the long edge outboard. Presumably, that
> ensures more engagement with the fuselage uprights since the long edge
> of the pin is outboard, contacting metal. But that arrangement also
> helps the pins miss the hole unless the door is pulled all the way in
> during latching. When I re-rigged my doors I turned the bevel around
> to face "angled edge out", so that the pins would be more likely to
> engage. The bevel then helps pull the door in, even if the door isn't
> quite closed. Since I also installed metal guide blocks at the same
> time, I was sure I was getting a good, solid, metal-on-metal pin
> engagement.
>
> You did a great job Flying The Plane. Even the other -10 that had the
> tail strike seemed to land well enough. We should take away from this
> that a lost door clearly doesn't have to result in an accident if we
> remember to fly the plane.
>
> ******Shameless plug warning******
>
> Insurance pays (AirCrafters) well for door repairs, too, in case you
> don't want to do it yourself--I never do MY own surgery ;-)
>
> Best Regards,
>
> Dave Saylor
> AirCrafters LLC
>
>
> *
>
>
> *
________________________________________________________________________________
| From: | "Les Kearney" <kearney(at)shaw.ca> |
| Subject: | Door-I'm the guy - how about those seals? |
Bill
Many builders have used the McMaster Carr edge grip seals (see
http://www.mcmaster.com/#1120a732/=3wg8ba (type 3 seals). I bought lots so I
could use some as "sacrificial seals" while I was doing the initial fit of
my doors. That way I could ensure that the doors didn't become more
difficult to close after the seals were installed. Apparently the door
geometry can change after seals are installed so it is best to fit the doors
with them. Whatever seals you plan on using, I recommend that be on the
doors when fitting.
Using the above seals will require f/g work - Oh Joy!
Cheers
Les
#409643 - Living in f/g hell
-----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: October-03-09 10:06 AM
Subject: Re: RV10-List: Door-I'm the guy - how about those seals?
Dave, I'm getting ready to re-search the list for seal information so I
can finish off my doors. I know you've mentioned your preference for
foam seals over the Van's bulb type. I know others have used other bulb
type seals.
What do you think the trade-offs are for the foam seal? Does it work
well relative to rain?
What exactly did you use?
Thanks
Bill "trying to figure out what to do next and hoping it doesn't involve
sanding fiberglass" Watson
Dave Saylor wrote:
> John,
>
> Thanks so much for your account of the episode. I was starting to get
> a little bored with my routine: I push on the back of each door just
> before take-off. Now I know I'll stick with that checklist item for good.
>
> What type of door seal do you have? I wrote a few days ago that I
> think the Van's bulb seal does a disservice to being able to
> effectively close the door. I have foam seals that IMO work much better.
>
> Another point is that if the pins are installed per the plans, the
> bevels get installed with the long edge outboard. Presumably, that
> ensures more engagement with the fuselage uprights since the long edge
> of the pin is outboard, contacting metal. But that arrangement also
> helps the pins miss the hole unless the door is pulled all the way in
> during latching. When I re-rigged my doors I turned the bevel around
> to face "angled edge out", so that the pins would be more likely to
> engage. The bevel then helps pull the door in, even if the door isn't
> quite closed. Since I also installed metal guide blocks at the same
> time, I was sure I was getting a good, solid, metal-on-metal pin
> engagement.
>
> You did a great job Flying The Plane. Even the other -10 that had the
> tail strike seemed to land well enough. We should take away from this
> that a lost door clearly doesn't have to result in an accident if we
> remember to fly the plane.
>
> ******Shameless plug warning******
>
> Insurance pays (AirCrafters) well for door repairs, too, in case you
> don't want to do it yourself--I never do MY own surgery ;-)
>
> Best Regards,
>
> Dave Saylor
> AirCrafters LLC
>
>
> *
>
>
> *
________________________________________________________________________________
| From: | "David McNeill" <dlm46007(at)cox.net> |
I was not referring to the RGs; I have several old Concordes; also
instructions say if uncertain assume GEL and 2A charge.
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Kelly McMullen
Sent: Friday, October 02, 2009 9:25 PM
Subject: Re: RV10-List: charger 12248
Not sure which Concorde batteries you are referring to David. The RG series
are all AGM. The CB series are wet cell. The battery Van's suggests is an
RG-25 which is AGM. I don't happen to know of any they sell for aircraft
that are gel cell, maybe there are some.
On Fri, Oct 2, 2009 at 9:01 PM, David McNeill wrote:
> Correction to previous post. Sensor will not be required for most
> situations. For any battery behind the closeout, the most feasible
> charging will take place with a 12V cigarette receptacle adjacent to
> or in the top piece; each connector will have ring terminals on the
> battery terminals. I have 2 680s there and will need two receptacles.
> A single cigarette plug can be matched to the special connector and
> plugged into the battery to be maintained. Concorde batteries fall to
> the gel category, Odyssey are AGM and I hope we don't have any unsealed
batteries in the aircraft.
________________________________________________________________________________
| Subject: | Re: Door-I'm the guy. |
| From: | "lbgjb10" <lbgjb(at)gnt.net> |
glad good piloting allowed for a good outcome. I agree with Wayne--except for
my copilot/cobuilder, (and even sometimes with her) I always close the door from
the outside. easy to see that things are ok. We also use safety straps.
with my door ajar for taxi, it's cool enough. Does seem to me that someone could
engineer much longer pins, and have a double set, fore and aft. larry
--------
Larry and Gayle N104LG
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=266291#266291
________________________________________________________________________________
| From: | "David McNeill" <dlm46007(at)cox.net> |
| Subject: | Re: Door-I'm the guy. |
I had to close the doors on my C177RG for 29 years. The aft pin was pulled
in the same way as the 10 and if not careful of the feel, the passenger
could just keep pushing on the handle and shear the latch pin it which case
the door had to disassembled to be locked and the aircraft flown to where it
could await a new part from Cessna. Also I have never been asked by a crew
member aboard the Boeings to close a door. A friend and I discussed a design
this morning that would not only pin the aft door frame with sufficient
length but would also put a vertical pin in the door sill. Since we have
unfinished door on the inside, another friend and I will discuss the
mechanics of a real fix tomorrow AM during the regular breakfast flight.
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of johngoodman
Sent: Saturday, October 03, 2009 6:49 AM
Subject: RV10-List: Re: Door-I'm the guy.
-->
> I never allow a passenger to close the door.
It's a sad day when a pilot cannot allow a passenger to close his own door.
I guess cracking the door open during long taxis on hot days is out.
The door design is flawed and needs to be changed.
John
--------
#40572 QB Fuselage, wings finished. Finish Kit progressing. Engine &
Panel delivery soon.
N711JG reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=266251#266251
________________________________________________________________________________
| From: | Jae Chang <jc-matronics_rv10(at)jline.com> |
| Subject: | Re: Door-I'm the guy - how about those seals? |
Les, what has your experience been so far with the edge seals? I guess I
should order some of it to test myself. It seems like I can forsee a few
fitting issues.
The edge of my fiberglass door frames seem to vary from 1/8" up to 1/4".
The lower parts of the door frame are thinner and the upper parts, esp.
around the top forward corner and top aft corners have thicker edges.
Did you have any edge fitting issues?
Which Type 3 seals did you use again? Edge A B and C dimensions?
Thanks!
Jae
40533
Les Kearney wrote:
>
> Bill
>
> Many builders have used the McMaster Carr edge grip seals (see
> http://www.mcmaster.com/#1120a732/=3wg8ba (type 3 seals). I bought lots so I
> could use some as "sacrificial seals" while I was doing the initial fit of
> my doors. That way I could ensure that the doors didn't become more
> difficult to close after the seals were installed. Apparently the door
> geometry can change after seals are installed so it is best to fit the doors
> with them. Whatever seals you plan on using, I recommend that be on the
> doors when fitting.
>
> Using the above seals will require f/g work - Oh Joy!
>
> Cheers
>
> Les
> #409643 - Living in f/g hell
>
> -----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: October-03-09 10:06 AM
> To: rv10-list(at)matronics.com
> Subject: Re: RV10-List: Door-I'm the guy - how about those seals?
>
>
>
> Dave, I'm getting ready to re-search the list for seal information so I
> can finish off my doors. I know you've mentioned your preference for
> foam seals over the Van's bulb type. I know others have used other bulb
> type seals.
>
> What do you think the trade-offs are for the foam seal? Does it work
> well relative to rain?
>
> What exactly did you use?
>
> Thanks
> Bill "trying to figure out what to do next and hoping it doesn't involve
> sanding fiberglass" Watson
>
> Dave Saylor wrote:
>
>> John,
>>
>> Thanks so much for your account of the episode. I was starting to get
>> a little bored with my routine: I push on the back of each door just
>> before take-off. Now I know I'll stick with that checklist item for good.
>>
>> What type of door seal do you have? I wrote a few days ago that I
>> think the Van's bulb seal does a disservice to being able to
>> effectively close the door. I have foam seals that IMO work much better.
>>
>> Another point is that if the pins are installed per the plans, the
>> bevels get installed with the long edge outboard. Presumably, that
>> ensures more engagement with the fuselage uprights since the long edge
>> of the pin is outboard, contacting metal. But that arrangement also
>> helps the pins miss the hole unless the door is pulled all the way in
>> during latching. When I re-rigged my doors I turned the bevel around
>> to face "angled edge out", so that the pins would be more likely to
>> engage. The bevel then helps pull the door in, even if the door isn't
>> quite closed. Since I also installed metal guide blocks at the same
>> time, I was sure I was getting a good, solid, metal-on-metal pin
>> engagement.
>>
>> You did a great job Flying The Plane. Even the other -10 that had the
>> tail strike seemed to land well enough. We should take away from this
>> that a lost door clearly doesn't have to result in an accident if we
>> remember to fly the plane.
>>
>> ******Shameless plug warning******
>>
>> Insurance pays (AirCrafters) well for door repairs, too, in case you
>> don't want to do it yourself--I never do MY own surgery ;-)
>>
>> Best Regards,
>>
>> Dave Saylor
>> AirCrafters LLC
>>
>>
>>
>> *
>>
>>
>> *
>>
>
>
>
________________________________________________________________________________
| From: | "Les Kearney" <kearney(at)shaw.ca> |
| Subject: | RV10 Mark 1 Door Interlock |
Hi
I am been fretting over the -10 door opening events ever since I first heard
about them. I don't think an unlatched door should be catastrophic nor do I
think we should rely solely on memory (doing a check) to be our first and
last line of defence. I have on a couple of occasions, left my Cherokee door
unlatched on takeoff. It was at worst a minor inconvenience and I have since
mastered the art of latching it in flight (safely).
All that being said, I have been trolling the archives looking for various
solutions. None seemed to fit my *must* requirements which are:
* Any interlock should be operable from the outside of the aircraft.
This is a huge safety issue - I don't want to be trapped in an a/c after an
accident.
* It should not operate if the doors are not aligned correctly for
proper latching (this would prevent misaligned doors from being appearing to
be closed when not)
* It should not make door operation more difficult (i.e. stiffer /
harder to latch / more steps)
* It should be easily installed
* It should be mechanically simple
A very nice to have requirement is that it should operate is that it should
automagically operate when the door is closed.
Attached is a side view sketch of a design that came about after I saw how
Steve Deniri integrated his billet handles into the -10 door. Basically it
involves a 1/8" "knife blade" piece of AL (steel?) that drop into a notch in
the door sill as the door is latched. There is a guide block embedded in the
door that would cause the blade to swing down the door is latched or swing
up as it is unlatched. For those who haven't seen Steve's system, he uses a
saddle which is pop rivettted to the door tubes to cause a lever to be moved
when the door tubes moved.
My thought is that the if the receiving slot in the door sill is just a
little oversized as compared to the knife blade, the should be little or no
more extra effort required to latch / unlatch the door.
I would also ensure that the blade could not be forced down into the
receiving slot if the door was open too far for the door pins to engage the
door locks. This just a matter of alignment and positioning.
The receiving block would be attached to the inside of the door using
threaded screws. I would think that if the receiving block was made of
sandwiched 1/4" thick AL, fabrication wouldn't be too difficult.
After noodling the sketch for a while, I think it would be best if this was
installed in the aft 1/3 of the door, mirror image of what is shown. That
way if the door was being pushed back, the knife blade would not be pulled
out of the door sill notch.
Anyway, I am just a dumb ^*%^ accountant and not an engineer. I would
appreciate any comments before I try to fab a prototype of the RV10 Mark 1
Door Interlock.
Cheers
Les
#40643 - Happily distracted from f/g hell
________________________________________________________________________________
| From: | "Les Kearney" <kearney(at)shaw.ca> |
| Subject: | Door-I'm the guy - how about those seals? |
Jae
I used part # 1120A313 - (3/16 grip with a 3/8" bulb).
I used a Dremel with a small drum sander to even up the flanges for the
seals. Some places the f/g was hugely thick and others almost perfect.
I found that it was difficult to get an even line where I had to notch into
the flange due to thickness. After I had fitted the seals, I covered the
seal flange with packing tape, put in place and filled any gaps with
superfill. The result was a clean edge where the notch meets the edge of the
seal.
I hope that is clear, if not I will see if I took any pix.
Although fitting the doors with the seals in place was a lot of work but the
end result is that I have a consistent seal around the doors. Now the doors
open and close without a lot of effort. I can't image doing this, then
fitting seals, and then adjusting again due to the seal changing the
geometry.
Here is the single most important think I did to get the doors to close
easily. I found that the pressure of the seals on the bottom of the door
made closing hard. There is little leverage at the bottom of the door to
compress the seals. To fix, I pushed the bottom of the f/g door frame in
board about 1/8". This reduces the amount of compression on the door seal at
the bottom of the door made closing much, much easier.
I didn't final drill the door opening holes (#19 & #12) until after I
finished fitting the doors. This made adjusting the position of the door
frame very simple. (It easier to fill & move small #30 hole than #19 & # 12
holes).
In a couple of places I moved the door flange by building up the back side
and then removing material from the face.
None of this was hard, it was just time consuming. And I just love f/g dust.
Cheers
Les
#40643 - living in f/g hell
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Jae Chang
Sent: October-03-09 12:11 PM
Subject: Re: RV10-List: Door-I'm the guy - how about those seals?
Les, what has your experience been so far with the edge seals? I guess I
should order some of it to test myself. It seems like I can forsee a few
fitting issues.
The edge of my fiberglass door frames seem to vary from 1/8" up to 1/4".
The lower parts of the door frame are thinner and the upper parts, esp.
around the top forward corner and top aft corners have thicker edges.
Did you have any edge fitting issues?
Which Type 3 seals did you use again? Edge A B and C dimensions?
Thanks!
Jae
40533
Les Kearney wrote:
>
> Bill
>
> Many builders have used the McMaster Carr edge grip seals (see
> http://www.mcmaster.com/#1120a732/=3wg8ba (type 3 seals). I bought lots so
I
> could use some as "sacrificial seals" while I was doing the initial fit of
> my doors. That way I could ensure that the doors didn't become more
> difficult to close after the seals were installed. Apparently the door
> geometry can change after seals are installed so it is best to fit the
doors
> with them. Whatever seals you plan on using, I recommend that be on the
> doors when fitting.
>
> Using the above seals will require f/g work - Oh Joy!
>
> Cheers
>
> Les
> #409643 - Living in f/g hell
>
> -----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: October-03-09 10:06 AM
> To: rv10-list(at)matronics.com
> Subject: Re: RV10-List: Door-I'm the guy - how about those seals?
>
>
>
> Dave, I'm getting ready to re-search the list for seal information so I
> can finish off my doors. I know you've mentioned your preference for
> foam seals over the Van's bulb type. I know others have used other bulb
> type seals.
>
> What do you think the trade-offs are for the foam seal? Does it work
> well relative to rain?
>
> What exactly did you use?
>
> Thanks
> Bill "trying to figure out what to do next and hoping it doesn't involve
> sanding fiberglass" Watson
>
> Dave Saylor wrote:
>
>> John,
>>
>> Thanks so much for your account of the episode. I was starting to get
>> a little bored with my routine: I push on the back of each door just
>> before take-off. Now I know I'll stick with that checklist item for
good.
>>
>> What type of door seal do you have? I wrote a few days ago that I
>> think the Van's bulb seal does a disservice to being able to
>> effectively close the door. I have foam seals that IMO work much better.
>>
>> Another point is that if the pins are installed per the plans, the
>> bevels get installed with the long edge outboard. Presumably, that
>> ensures more engagement with the fuselage uprights since the long edge
>> of the pin is outboard, contacting metal. But that arrangement also
>> helps the pins miss the hole unless the door is pulled all the way in
>> during latching. When I re-rigged my doors I turned the bevel around
>> to face "angled edge out", so that the pins would be more likely to
>> engage. The bevel then helps pull the door in, even if the door isn't
>> quite closed. Since I also installed metal guide blocks at the same
>> time, I was sure I was getting a good, solid, metal-on-metal pin
>> engagement.
>>
>> You did a great job Flying The Plane. Even the other -10 that had the
>> tail strike seemed to land well enough. We should take away from this
>> that a lost door clearly doesn't have to result in an accident if we
>> remember to fly the plane.
>>
>> ******Shameless plug warning******
>>
>> Insurance pays (AirCrafters) well for door repairs, too, in case you
>> don't want to do it yourself--I never do MY own surgery ;-)
>>
>> Best Regards,
>>
>> Dave Saylor
>> AirCrafters LLC
>>
>>
>>
>> *
>>
>>
>> *
>>
>
>
>
________________________________________________________________________________
| From: | "Les Kearney" <kearney(at)shaw.ca> |
| Subject: | RV10 Mark 1 Door Interlock |
Hi
I am not sure if my post below didn't come through due to the size of the
attachment. I have shrunk the sketch so perhaps this will work now.
Cheers
Les
_____
From: Les Kearney [mailto:kearney(at)shaw.ca]
Sent: October-03-09 12:12 PM
Subject: RV10 Mark 1 Door Interlock
Hi
I am been fretting over the -10 door opening events ever since I first heard
about them. I don't think an unlatched door should be catastrophic nor do I
think we should rely solely on memory (doing a check) to be our first and
last line of defence. I have on a couple of occasions, left my Cherokee door
unlatched on takeoff. It was at worst a minor inconvenience and I have since
mastered the art of latching it in flight (safely).
All that being said, I have been trolling the archives looking for various
solutions. None seemed to fit my *must* requirements which are:
* Any interlock should be operable from the outside of the aircraft.
This is a huge safety issue - I don't want to be trapped in an a/c after an
accident.
* It should not operate if the doors are not aligned correctly for
proper latching (this would prevent misaligned doors from being appearing to
be closed when not)
* It should not make door operation more difficult (i.e. stiffer /
harder to latch / more steps)
* It should be easily installed
* It should be mechanically simple
A very nice to have requirement is that it should operate is that it should
automagically operate when the door is closed.
Attached is a side view sketch of a design that came about after I saw how
Steve Deniri integrated his billet handles into the -10 door. Basically it
involves a 1/8" "knife blade" piece of AL (steel?) that drop into a notch in
the door sill as the door is latched. There is a guide block embedded in the
door that would cause the blade to swing down the door is latched or swing
up as it is unlatched. For those who haven't seen Steve's system, he uses a
saddle which is pop rivettted to the door tubes to cause a lever to be moved
when the door tubes moved.
My thought is that the if the receiving slot in the door sill is just a
little oversized as compared to the knife blade, the should be little or no
more extra effort required to latch / unlatch the door.
I would also ensure that the blade could not be forced down into the
receiving slot if the door was open too far for the door pins to engage the
door locks. This just a matter of alignment and positioning.
The receiving block would be attached to the inside of the door using
threaded screws. I would think that if the receiving block was made of
sandwiched 1/4" thick AL, fabrication wouldn't be too difficult.
After noodling the sketch for a while, I think it would be best if this was
installed in the aft 1/3 of the door, mirror image of what is shown. That
way if the door was being pushed back, the knife blade would not be pulled
out of the door sill notch.
Anyway, I am just a dumb ^*%^ accountant and not an engineer. I would
appreciate any comments before I try to fab a prototype of the RV10 Mark 1
Door Interlock.
Cheers
Les
#40643 - Happily distracted from f/g hell
________________________________________________________________________________
| From: | "David McNeill" <dlm46007(at)cox.net> |
| Subject: | RV10 Mark 1 Door Interlock |
This is similar to what Mike and I were discussing this morning. Except that
the vertical piece would also be a beveled pin of the same material and the
rear pin and vertical pin would be driven on a cam where the vertical pin
would precede the rear pin slightly so that the vertical pin would pull in
the rear portion of the door and the cam would also allow greater
penetration of the rear vertical piece. failure of the vertical piece to
insert would prevent closing the handle but closing it would ensure that
both rear pins are inserted. People still do the same thing. Both inside and
outside there is but one handle action to open/close the door. This said I
will still close and check the doors.
_____
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Les Kearney
Sent: Saturday, October 03, 2009 11:12 AM
Subject: RV10-List: RV10 Mark 1 Door Interlock
Hi
I am been fretting over the -10 door opening events ever since I first heard
about them. I don't think an unlatched door should be catastrophic nor do I
think we should rely solely on memory (doing a check) to be our first and
last line of defence. I have on a couple of occasions, left my Cherokee door
unlatched on takeoff. It was at worst a minor inconvenience and I have since
mastered the art of latching it in flight (safely).
All that being said, I have been trolling the archives looking for various
solutions. None seemed to fit my *must* requirements which are:
* Any interlock should be operable from the outside of the aircraft.
This is a huge safety issue - I don't want to be trapped in an a/c after an
accident.
* It should not operate if the doors are not aligned correctly for
proper latching (this would prevent misaligned doors from being appearing to
be closed when not)
* It should not make door operation more difficult (i.e. stiffer /
harder to latch / more steps)
* It should be easily installed
* It should be mechanically simple
A very nice to have requirement is that it should operate is that it should
automagically operate when the door is closed.
Attached is a side view sketch of a design that came about after I saw how
Steve Deniri integrated his billet handles into the -10 door. Basically it
involves a 1/8" "knife blade" piece of AL (steel?) that drop into a notch in
the door sill as the door is latched. There is a guide block embedded in the
door that would cause the blade to swing down the door is latched or swing
up as it is unlatched. For those who haven't seen Steve's system, he uses a
saddle which is pop rivettted to the door tubes to cause a lever to be moved
when the door tubes moved.
My thought is that the if the receiving slot in the door sill is just a
little oversized as compared to the knife blade, the should be little or no
more extra effort required to latch / unlatch the door.
I would also ensure that the blade could not be forced down into the
receiving slot if the door was open too far for the door pins to engage the
door locks. This just a matter of alignment and positioning.
The receiving block would be attached to the inside of the door using
threaded screws. I would think that if the receiving block was made of
sandwiched 1/4" thick AL, fabrication wouldn't be too difficult.
After noodling the sketch for a while, I think it would be best if this was
installed in the aft 1/3 of the door, mirror image of what is shown. That
way if the door was being pushed back, the knife blade would not be pulled
out of the door sill notch.
Anyway, I am just a dumb ^*%^ accountant and not an engineer. I would
appreciate any comments before I try to fab a prototype of the RV10 Mark 1
Door Interlock.
Cheers
Les
#40643 - Happily distracted from f/g hell
________________________________________________________________________________
| From: | "RV Builder (Michael Sausen)" <rvbuilder(at)sausen.net> |
| Subject: | Door-I'm the guy - how about those seals? |
I'll second pretty much everything that Les said as I'm sure would Deems, Rick,
etc. It's not a trivial task to switch to the edge seals but, IMHO, the end
result is much better than the factory setup. I spent probably an additional
20 hours getting the edge sanded down and built back up in the right spots to
get a good fit and I still have some of the extra pressure to overcome as Les
describes on the bottom of the door. Without the seals my doors drop into place
and lock with no effort. With the seals on, well, I need to work on that.
:) Once I get my doors back from Abby I'll probably look closer at that again
and try and reduce some of the pressure.
One other thing I did was to slice the little barb off from the inside of the
seal. This greatly improved the fit on the door frame. For anyone that thinks
venturing from the plans method is straight forward, think again. When it's
all said and done I probably have at least 130 hours into my doors from beginning
to end. These types of mods probably contributed about 40 hours to it.
Michael
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com [mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Les Kearney
Sent: Saturday, October 03, 2009 2:09 PM
Subject: RE: RV10-List: Door-I'm the guy - how about those seals?
Jae
I used part # 1120A313 - (3/16 grip with a 3/8" bulb).
I used a Dremel with a small drum sander to even up the flanges for the
seals. Some places the f/g was hugely thick and others almost perfect.
I found that it was difficult to get an even line where I had to notch into
the flange due to thickness. After I had fitted the seals, I covered the
seal flange with packing tape, put in place and filled any gaps with
superfill. The result was a clean edge where the notch meets the edge of the
seal.
I hope that is clear, if not I will see if I took any pix.
Although fitting the doors with the seals in place was a lot of work but the
end result is that I have a consistent seal around the doors. Now the doors
open and close without a lot of effort. I can't image doing this, then
fitting seals, and then adjusting again due to the seal changing the
geometry.
Here is the single most important think I did to get the doors to close
easily. I found that the pressure of the seals on the bottom of the door
made closing hard. There is little leverage at the bottom of the door to
compress the seals. To fix, I pushed the bottom of the f/g door frame in
board about 1/8". This reduces the amount of compression on the door seal at
the bottom of the door made closing much, much easier.
I didn't final drill the door opening holes (#19 & #12) until after I
finished fitting the doors. This made adjusting the position of the door
frame very simple. (It easier to fill & move small #30 hole than #19 & # 12
holes).
In a couple of places I moved the door flange by building up the back side
and then removing material from the face.
None of this was hard, it was just time consuming. And I just love f/g dust.
Cheers
Les
#40643 - living in f/g hell
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Jae Chang
Sent: October-03-09 12:11 PM
Subject: Re: RV10-List: Door-I'm the guy - how about those seals?
Les, what has your experience been so far with the edge seals? I guess I
should order some of it to test myself. It seems like I can forsee a few
fitting issues.
The edge of my fiberglass door frames seem to vary from 1/8" up to 1/4".
The lower parts of the door frame are thinner and the upper parts, esp.
around the top forward corner and top aft corners have thicker edges.
Did you have any edge fitting issues?
Which Type 3 seals did you use again? Edge A B and C dimensions?
Thanks!
Jae
40533
Les Kearney wrote:
>
> Bill
>
> Many builders have used the McMaster Carr edge grip seals (see
> http://www.mcmaster.com/#1120a732/=3wg8ba (type 3 seals). I bought lots so
I
> could use some as "sacrificial seals" while I was doing the initial fit of
> my doors. That way I could ensure that the doors didn't become more
> difficult to close after the seals were installed. Apparently the door
> geometry can change after seals are installed so it is best to fit the
doors
> with them. Whatever seals you plan on using, I recommend that be on the
> doors when fitting.
>
> Using the above seals will require f/g work - Oh Joy!
>
> Cheers
>
> Les
> #409643 - Living in f/g hell
>
> -----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: October-03-09 10:06 AM
> To: rv10-list(at)matronics.com
> Subject: Re: RV10-List: Door-I'm the guy - how about those seals?
>
>
>
> Dave, I'm getting ready to re-search the list for seal information so I
> can finish off my doors. I know you've mentioned your preference for
> foam seals over the Van's bulb type. I know others have used other bulb
> type seals.
>
> What do you think the trade-offs are for the foam seal? Does it work
> well relative to rain?
>
> What exactly did you use?
>
> Thanks
> Bill "trying to figure out what to do next and hoping it doesn't involve
> sanding fiberglass" Watson
>
> Dave Saylor wrote:
>
>> John,
>>
>> Thanks so much for your account of the episode. I was starting to get
>> a little bored with my routine: I push on the back of each door just
>> before take-off. Now I know I'll stick with that checklist item for
good.
>>
>> What type of door seal do you have? I wrote a few days ago that I
>> think the Van's bulb seal does a disservice to being able to
>> effectively close the door. I have foam seals that IMO work much better.
>>
>> Another point is that if the pins are installed per the plans, the
>> bevels get installed with the long edge outboard. Presumably, that
>> ensures more engagement with the fuselage uprights since the long edge
>> of the pin is outboard, contacting metal. But that arrangement also
>> helps the pins miss the hole unless the door is pulled all the way in
>> during latching. When I re-rigged my doors I turned the bevel around
>> to face "angled edge out", so that the pins would be more likely to
>> engage. The bevel then helps pull the door in, even if the door isn't
>> quite closed. Since I also installed metal guide blocks at the same
>> time, I was sure I was getting a good, solid, metal-on-metal pin
>> engagement.
>>
>> You did a great job Flying The Plane. Even the other -10 that had the
>> tail strike seemed to land well enough. We should take away from this
>> that a lost door clearly doesn't have to result in an accident if we
>> remember to fly the plane.
>>
>> ******Shameless plug warning******
>>
>> Insurance pays (AirCrafters) well for door repairs, too, in case you
>> don't want to do it yourself--I never do MY own surgery ;-)
>>
>> Best Regards,
>>
>> Dave Saylor
>> AirCrafters LLC
>>
>>
>>
>> *
>>
>>
>> *
>>
>
>
>
________________________________________________________________________________
| Subject: | Re: Copperstate RV10 nest |
| From: | "woxofswa" <woxof(at)aol.com> |
Don,
No worries. I am borrowing from my employer, SWA and its umpteenth and last chili
cookoffs that it has every year. (this year was thirty something).
For Copperstate, next year will be the third and last.
My only struggle will be that blessed year and beyond when I have to get both "RV's"
there.
Regardless of my participation, I hope it becomes an annual tradition that lasts
as long as the show itself does.
--------
Myron Nelson
Mesa, AZ
Emp completed, legacy build fuse in progress
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=266321#266321
________________________________________________________________________________
| Subject: | Re: RV10 Mark 1 Door Interlock |
| From: | "Strasnuts" <sean(at)braunandco.com> |
I'm receiving my finish kit next week and will look over the door latches. I have
flown in RV-10's and I've seen all of the discussions. I am building my plane
in my father's machine shop. Maybe I will try something different. If anyone
has good ideas for the latch before bonding the doors, I'm listening.
Could you put the latch more in the middle of the door and machine a new part on
the inside that could move a third pin through the bottom of the door?
--------
Cust. #40936
RV-10 SB Fuselage
N801VR reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=266330#266330
________________________________________________________________________________
| From: | "Les Kearney" <kearney(at)shaw.ca> |
| Subject: | RV10 Mark 1 Door Interlock |
David
I thought about a cam but couldn't see how to make it work because of the
interference with the long tubes in the door. I am interested in seeing what
you have in mind; I am always looking to borrow better ideas.
Cheers
Les
_____
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of David McNeill
Sent: October-03-09 2:27 PM
Subject: RE: RV10-List: RV10 Mark 1 Door Interlock
This is similar to what Mike and I were discussing this morning. Except that
the vertical piece would also be a beveled pin of the same material and the
rear pin and vertical pin would be driven on a cam where the vertical pin
would precede the rear pin slightly so that the vertical pin would pull in
the rear portion of the door and the cam would also allow greater
penetration of the rear vertical piece. failure of the vertical piece to
insert would prevent closing the handle but closing it would ensure that
both rear pins are inserted. People still do the same thing. Both inside and
outside there is but one handle action to open/close the door. This said I
will still close and check the doors.
_____
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Les Kearney
Sent: Saturday, October 03, 2009 11:12 AM
Subject: RV10-List: RV10 Mark 1 Door Interlock
Hi
I am been fretting over the -10 door opening events ever since I first heard
about them. I don't think an unlatched door should be catastrophic nor do I
think we should rely solely on memory (doing a check) to be our first and
last line of defence. I have on a couple of occasions, left my Cherokee door
unlatched on takeoff. It was at worst a minor inconvenience and I have since
mastered the art of latching it in flight (safely).
All that being said, I have been trolling the archives looking for various
solutions. None seemed to fit my *must* requirements which are:
* Any interlock should be operable from the outside of the aircraft.
This is a huge safety issue - I don't want to be trapped in an a/c after an
accident.
* It should not operate if the doors are not aligned correctly for
proper latching (this would prevent misaligned doors from being appearing to
be closed when not)
* It should not make door operation more difficult (i.e. stiffer /
harder to latch / more steps)
* It should be easily installed
* It should be mechanically simple
A very nice to have requirement is that it should operate is that it should
automagically operate when the door is closed.
Attached is a side view sketch of a design that came about after I saw how
Steve Deniri integrated his billet handles into the -10 door. Basically it
involves a 1/8" "knife blade" piece of AL (steel?) that drop into a notch in
the door sill as the door is latched. There is a guide block embedded in the
door that would cause the blade to swing down the door is latched or swing
up as it is unlatched. For those who haven't seen Steve's system, he uses a
saddle which is pop rivettted to the door tubes to cause a lever to be moved
when the door tubes moved.
My thought is that the if the receiving slot in the door sill is just a
little oversized as compared to the knife blade, the should be little or no
more extra effort required to latch / unlatch the door.
I would also ensure that the blade could not be forced down into the
receiving slot if the door was open too far for the door pins to engage the
door locks. This just a matter of alignment and positioning.
The receiving block would be attached to the inside of the door using
threaded screws. I would think that if the receiving block was made of
sandwiched 1/4" thick AL, fabrication wouldn't be too difficult.
After noodling the sketch for a while, I think it would be best if this was
installed in the aft 1/3 of the door, mirror image of what is shown. That
way if the door was being pushed back, the knife blade would not be pulled
out of the door sill notch.
Anyway, I am just a dumb ^*%^ accountant and not an engineer. I would
appreciate any comments before I try to fab a prototype of the RV10 Mark 1
Door Interlock.
Cheers
Les
#40643 - Happily distracted from f/g hell
________________________________________________________________________________
| From: | "Rene" <rene(at)felker.com> |
| Subject: | Door-I'm the guy - how about those seals? |
Here is what I used.....I think they work great....I am not that picky
thou...
http://www.rvtraining.com/html/atp/rv10_door_seals.html
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 Les Kearney
Sent: Saturday, October 03, 2009 1:09 PM
Subject: RE: RV10-List: Door-I'm the guy - how about those seals?
Jae
I used part # 1120A313 - (3/16 grip with a 3/8" bulb).
I used a Dremel with a small drum sander to even up the flanges for the
seals. Some places the f/g was hugely thick and others almost perfect.
I found that it was difficult to get an even line where I had to notch into
the flange due to thickness. After I had fitted the seals, I covered the
seal flange with packing tape, put in place and filled any gaps with
superfill. The result was a clean edge where the notch meets the edge of the
seal.
I hope that is clear, if not I will see if I took any pix.
Although fitting the doors with the seals in place was a lot of work but the
end result is that I have a consistent seal around the doors. Now the doors
open and close without a lot of effort. I can't image doing this, then
fitting seals, and then adjusting again due to the seal changing the
geometry.
Here is the single most important think I did to get the doors to close
easily. I found that the pressure of the seals on the bottom of the door
made closing hard. There is little leverage at the bottom of the door to
compress the seals. To fix, I pushed the bottom of the f/g door frame in
board about 1/8". This reduces the amount of compression on the door seal at
the bottom of the door made closing much, much easier.
I didn't final drill the door opening holes (#19 & #12) until after I
finished fitting the doors. This made adjusting the position of the door
frame very simple. (It easier to fill & move small #30 hole than #19 & # 12
holes).
In a couple of places I moved the door flange by building up the back side
and then removing material from the face.
None of this was hard, it was just time consuming. And I just love f/g dust.
Cheers
Les
#40643 - living in f/g hell
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Jae Chang
Sent: October-03-09 12:11 PM
Subject: Re: RV10-List: Door-I'm the guy - how about those seals?
Les, what has your experience been so far with the edge seals? I guess I
should order some of it to test myself. It seems like I can forsee a few
fitting issues.
The edge of my fiberglass door frames seem to vary from 1/8" up to 1/4".
The lower parts of the door frame are thinner and the upper parts, esp.
around the top forward corner and top aft corners have thicker edges.
Did you have any edge fitting issues?
Which Type 3 seals did you use again? Edge A B and C dimensions?
Thanks!
Jae
40533
Les Kearney wrote:
>
> Bill
>
> Many builders have used the McMaster Carr edge grip seals (see
> http://www.mcmaster.com/#1120a732/=3wg8ba (type 3 seals). I bought lots so
I
> could use some as "sacrificial seals" while I was doing the initial fit of
> my doors. That way I could ensure that the doors didn't become more
> difficult to close after the seals were installed. Apparently the door
> geometry can change after seals are installed so it is best to fit the
doors
> with them. Whatever seals you plan on using, I recommend that be on the
> doors when fitting.
>
> Using the above seals will require f/g work - Oh Joy!
>
> Cheers
>
> Les
> #409643 - Living in f/g hell
>
> -----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: October-03-09 10:06 AM
> To: rv10-list(at)matronics.com
> Subject: Re: RV10-List: Door-I'm the guy - how about those seals?
>
>
>
> Dave, I'm getting ready to re-search the list for seal information so I
> can finish off my doors. I know you've mentioned your preference for
> foam seals over the Van's bulb type. I know others have used other bulb
> type seals.
>
> What do you think the trade-offs are for the foam seal? Does it work
> well relative to rain?
>
> What exactly did you use?
>
> Thanks
> Bill "trying to figure out what to do next and hoping it doesn't involve
> sanding fiberglass" Watson
>
> Dave Saylor wrote:
>
>> John,
>>
>> Thanks so much for your account of the episode. I was starting to get
>> a little bored with my routine: I push on the back of each door just
>> before take-off. Now I know I'll stick with that checklist item for
good.
>>
>> What type of door seal do you have? I wrote a few days ago that I
>> think the Van's bulb seal does a disservice to being able to
>> effectively close the door. I have foam seals that IMO work much better.
>>
>> Another point is that if the pins are installed per the plans, the
>> bevels get installed with the long edge outboard. Presumably, that
>> ensures more engagement with the fuselage uprights since the long edge
>> of the pin is outboard, contacting metal. But that arrangement also
>> helps the pins miss the hole unless the door is pulled all the way in
>> during latching. When I re-rigged my doors I turned the bevel around
>> to face "angled edge out", so that the pins would be more likely to
>> engage. The bevel then helps pull the door in, even if the door isn't
>> quite closed. Since I also installed metal guide blocks at the same
>> time, I was sure I was getting a good, solid, metal-on-metal pin
>> engagement.
>>
>> You did a great job Flying The Plane. Even the other -10 that had the
>> tail strike seemed to land well enough. We should take away from this
>> that a lost door clearly doesn't have to result in an accident if we
>> remember to fly the plane.
>>
>> ******Shameless plug warning******
>>
>> Insurance pays (AirCrafters) well for door repairs, too, in case you
>> don't want to do it yourself--I never do MY own surgery ;-)
>>
>> Best Regards,
>>
>> Dave Saylor
>> AirCrafters LLC
>>
>>
>>
>> *
>>
>>
>> *
>>
>
>
>
________________________________________________________________________________
| Subject: | Re: RV10 Mark 1 Door Interlock |
| From: | "Bob Turner" <bobturner(at)alum.rpi.edu> |
Someone else has already suggested this, but I've thought about it and like it:
You can get 90% of the way to a better latch by simply removing the racks from
the handle mechanism, and substituting longer ones (about an inch longer). They
should be so long that the 'door open' position of the inside handle is now
nearly full aft, or maybe even more. What this does is gives you much more pin
engagement - over an inch, instead of 1/4", of solid pin thru the door frame.
This may be enough to hold the door even if one pin "missed" and is outside the
door.
Thoughts?
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=266334#266334
________________________________________________________________________________
| From: | John Gonzalez <indigoonlatigo(at)msn.com> |
Easy question:
Is it posible without too much effort to mount the engine without using the
taperred cylindrical bolt substitutes?
Getting ready to rent an engine hoist and can see not being able o get the
engine mounted unless I have these in my bag of tricks.
Thanks
John G.
________________________________________________________________________________
| From: | "David McNeill" <dlm46007(at)cox.net> |
| Subject: | RV10 Mark 1 Door Interlock |
I haven't discussed with the engineer yet but first glance suggests that
because the low placement of the rear pin that a twin gear/cam would be
required near the aft end; this would require locating the door penetration
pin higher in the rear door frame. I do agree that whatever solution that is
to be implemented, it must remain a single motion lever (3 pin, fore,aft,
down) to open the door whether inside or out. Also its apparent that any
change will necessitate a large 4" by 4"? access panel attached to the door
by screws for installation and adjustment
_____
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Les Kearney
Sent: Saturday, October 03, 2009 3:58 PM
Subject: RE: RV10-List: RV10 Mark 1 Door Interlock
David
I thought about a cam but couldn't see how to make it work because of the
interference with the long tubes in the door. I am interested in seeing what
you have in mind; I am always looking to borrow better ideas.
Cheers
Les
_____
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of David McNeill
Sent: October-03-09 2:27 PM
Subject: RE: RV10-List: RV10 Mark 1 Door Interlock
This is similar to what Mike and I were discussing this morning. Except that
the vertical piece would also be a beveled pin of the same material and the
rear pin and vertical pin would be driven on a cam where the vertical pin
would precede the rear pin slightly so that the vertical pin would pull in
the rear portion of the door and the cam would also allow greater
penetration of the rear vertical piece. failure of the vertical piece to
insert would prevent closing the handle but closing it would ensure that
both rear pins are inserted. People still do the same thing. Both inside and
outside there is but one handle action to open/close the door. This said I
will still close and check the doors.
_____
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Les Kearney
Sent: Saturday, October 03, 2009 11:12 AM
Subject: RV10-List: RV10 Mark 1 Door Interlock
Hi
I am been fretting over the -10 door opening events ever since I first heard
about them. I don't think an unlatched door should be catastrophic nor do I
think we should rely solely on memory (doing a check) to be our first and
last line of defence. I have on a couple of occasions, left my Cherokee door
unlatched on takeoff. It was at worst a minor inconvenience and I have since
mastered the art of latching it in flight (safely).
All that being said, I have been trolling the archives looking for various
solutions. None seemed to fit my *must* requirements which are:
* Any interlock should be operable from the outside of the aircraft.
This is a huge safety issue - I don't want to be trapped in an a/c after an
accident.
* It should not operate if the doors are not aligned correctly for
proper latching (this would prevent misaligned doors from being appearing to
be closed when not)
* It should not make door operation more difficult (i.e. stiffer /
harder to latch / more steps)
* It should be easily installed
* It should be mechanically simple
A very nice to have requirement is that it should operate is that it should
automagically operate when the door is closed.
Attached is a side view sketch of a design that came about after I saw how
Steve Deniri integrated his billet handles into the -10 door. Basically it
involves a 1/8" "knife blade" piece of AL (steel?) that drop into a notch in
the door sill as the door is latched. There is a guide block embedded in the
door that would cause the blade to swing down the door is latched or swing
up as it is unlatched. For those who haven't seen Steve's system, he uses a
saddle which is pop rivettted to the door tubes to cause a lever to be moved
when the door tubes moved.
My thought is that the if the receiving slot in the door sill is just a
little oversized as compared to the knife blade, the should be little or no
more extra effort required to latch / unlatch the door.
I would also ensure that the blade could not be forced down into the
receiving slot if the door was open too far for the door pins to engage the
door locks. This just a matter of alignment and positioning.
The receiving block would be attached to the inside of the door using
threaded screws. I would think that if the receiving block was made of
sandwiched 1/4" thick AL, fabrication wouldn't be too difficult.
After noodling the sketch for a while, I think it would be best if this was
installed in the aft 1/3 of the door, mirror image of what is shown. That
way if the door was being pushed back, the knife blade would not be pulled
out of the door sill notch.
Anyway, I am just a dumb ^*%^ accountant and not an engineer. I would
appreciate any comments before I try to fab a prototype of the RV10 Mark 1
Door Interlock.
Cheers
Les
#40643 - Happily distracted from f/g hell
http://www.matronics.com/Navigator?RV10-List
http://forums.matronics.com
http://www.matronics.com/contribution
________________________________________________________________________________
| From: | "Lew Gallagher" <lewgall(at)charter.net> |
| Subject: | Re: Mounting engine |
Hey John,
Our engine aligned very easily just using the final bolts. I use an
engine leveler between the hoist and the engine to get the angle just
right. I did find that typically three of the four went in with no
problem, the the fourth took some jiggling. Eventually we found which
three made the fourth easier. With the engine leveler set, and the
pattern followed, we can put it on and take it off with ease.
Later, - Lew
----- Original Message -----
From: John Gonzalez
To: RV 10 group
Sent: Saturday, October 03, 2009 7:46 PM
Subject: RV10-List: Mounting engine
Easy question:
Is it posible without too much effort to mount the engine without
using the taperred cylindrical bolt substitutes?
Getting ready to rent an engine hoist and can see not being able o get
the engine mounted unless I have these in my bag of tricks.
Thanks
John G.
________________________________________________________________________________
| Subject: | RV10 Mark 1 Door Interlock |
| From: | "Bobby J. Hughes" <bhughes(at)qnsi.net> |
Here's a link to something similar. The vertical pin would need latch
inside the fiberglass door frame. The cam \ gears would need to be
offset inward.
http://www.express-builder.com/forum/messages/2/80.html?1138244699 Pics
at the bottom of page.
Bobby Hughes
________________________________
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of David McNeill
Sent: Saturday, October 03, 2009 2:27 PM
Subject: RE: RV10-List: RV10 Mark 1 Door Interlock
This is similar to what Mike and I were discussing this morning. Except
that the vertical piece would also be a beveled pin of the same material
and the rear pin and vertical pin would be driven on a cam where the
vertical pin would precede the rear pin slightly so that the vertical
pin would pull in the rear portion of the door and the cam would also
allow greater penetration of the rear vertical piece. failure of the
vertical piece to insert would prevent closing the handle but closing it
would ensure that both rear pins are inserted. People still do the same
thing. Both inside and outside there is but one handle action to
open/close the door. This said I will still close and check the doors.
________________________________
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Les Kearney
Sent: Saturday, October 03, 2009 11:12 AM
Subject: RV10-List: RV10 Mark 1 Door Interlock
Hi
I am been fretting over the -10 door opening events ever since I first
heard about them. I don't think an unlatched door should be catastrophic
nor do I think we should rely solely on memory (doing a check) to be our
first and last line of defence. I have on a couple of occasions, left my
Cherokee door unlatched on takeoff. It was at worst a minor
inconvenience and I have since mastered the art of latching it in flight
(safely).
All that being said, I have been trolling the archives looking for
various solutions. None seemed to fit my *must* requirements which are:
* Any interlock should be operable from the outside of the
aircraft. This is a huge safety issue - I don't want to be trapped in an
a/c after an accident.
* It should not operate if the doors are not aligned correctly for
proper latching (this would prevent misaligned doors from being
appearing to be closed when not)
* It should not make door operation more difficult (i.e. stiffer /
harder to latch / more steps)
* It should be easily installed
* It should be mechanically simple
A very nice to have requirement is that it should operate is that it
should automagically operate when the door is closed.
Attached is a side view sketch of a design that came about after I saw
how Steve Deniri integrated his billet handles into the -10 door.
Basically it involves a 1/8" "knife blade" piece of AL (steel?) that
drop into a notch in the door sill as the door is latched. There is a
guide block embedded in the door that would cause the blade to swing
down the door is latched or swing up as it is unlatched. For those who
haven't seen Steve's system, he uses a saddle which is pop rivettted to
the door tubes to cause a lever to be moved when the door tubes moved.
My thought is that the if the receiving slot in the door sill is just a
little oversized as compared to the knife blade, the should be little or
no more extra effort required to latch / unlatch the door.
I would also ensure that the blade could not be forced down into the
receiving slot if the door was open too far for the door pins to engage
the door locks. This just a matter of alignment and positioning.
The receiving block would be attached to the inside of the door using
threaded screws. I would think that if the receiving block was made of
sandwiched 1/4" thick AL, fabrication wouldn't be too difficult.
After noodling the sketch for a while, I think it would be best if this
was installed in the aft 1/3 of the door, mirror image of what is shown.
That way if the door was being pushed back, the knife blade would not be
pulled out of the door sill notch.
Anyway, I am just a dumb ^*%^ accountant and not an engineer. I would
appreciate any comments before I try to fab a prototype of the RV10 Mark
1 Door Interlock.
Cheers
Les
#40643 - Happily distracted from f/g hell
________________________________________________________________________________
| Subject: | Re: Mounting engine |
| From: | Kelly McMullen <apilot2(at)gmail.com> |
I don't know what they rent for, but these days they go for about $130
at Pep Boys, etc.
On Sat, Oct 3, 2009 at 4:46 PM, John Gonzalez wrote:
> Easy question:
> Is it posible without too much effort to mount the engine without using the
> taperred cylindrical bolt substitutes?
> Getting ready to rent an engine hoist and can see not being able o get the
> engine mounted unless I have these in my bag of tricks.
> Thanks
> John G.
>
>
________________________________________________________________________________
| From: | "Pascal" <rv10builder(at)verizon.net> |
| Subject: | Re: Copperstate RV10 nest |
Since Don is too busy I'll go in his place.. Well I was actually going
anyway. We should be arriving at around 5pm on Friday the 23rd, try to
figure out where to camp and be around until 13:30ish on Saturday. If anyone
will be at the campground let me know so I can hook up with you on Friday.
Look forward to meeting everyone there.
Pascal
--------------------------------------------------
From: "woxofswa" <woxof(at)aol.com>
Sent: Saturday, October 03, 2009 2:18 PM
Subject: RV10-List: Re: Copperstate RV10 nest
>
> Don,
>
> No worries. I am borrowing from my employer, SWA and its umpteenth and
> last chili cookoffs that it has every year. (this year was thirty
> something).
>
> For Copperstate, next year will be the third and last.
>
> My only struggle will be that blessed year and beyond when I have to get
> both "RV's" there.
>
> Regardless of my participation, I hope it becomes an annual tradition that
> lasts as long as the show itself does.
>
> --------
> Myron Nelson
> Mesa, AZ
> Emp completed, legacy build fuse in progress
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=266321#266321
>
>
>
________________________________________________________________________________
| Subject: | Re: RV10 Mark 1 Door Interlock |
| From: | "Robin Marks" <robin1(at)mrmoisture.com> |
I have always thought a round geared crank style door lock that would
allow for extending pins an unlimited length into the door frame and
fuselage completely eliminating the concerns related to the door pins
barely engaging. Not that dissimilar to a bank vault which has locking
pins extending in all directions. My concept would require a cranking
motion to both engage and disengage the door pins. I have a multi geared
version of this concept in my mind but it seems like most things in
aviation are best left as simple as possible.
In this concept the rotating knob can be located in a number of
different locations on the door. The handle can be as simple as an old
VW window crank or as premium as a milled stainless steel disk with
spring loaded self retracting crank handle. I do not know if this is an
appropriate mechanism for door latching or if it has some negative
implications in the event of an emergency extraction.
For those that are still concerned about three pins holding the door in
place I have a deluxe model in mind. J
Robin
________________________________________________________________________________
| From: | "Wayne Edgerton" <wayne.e(at)grandecom.net> |
| Subject: | Door-I'm the guy. |
John,
I use my door for cracking open for cooling on hot days while taxing.
You get plenty of air flow through just one door. I wedge my hand in
behind the door handle to able to old it tight enough. It works fine
that way.
Wayne Edgerton
N602WT
Subject: Re: Door-I'm the guy.
From: "johngoodman" <johngoodman(at)earthlink.net>
> I never allow a passenger to close the door.
It's a sad day when a pilot cannot allow a passenger to close his
own door. I guess
cracking the door open during long taxis on hot days is out.
The door design is flawed and needs to be changed.
John
--------
#40572 QB Fuselage, wings finished. Finish Kit progressing. Engine
& Panel
delivery soon.
N711JG reserved
________________________________________________________________________________
| Subject: | Re: Door-I'm the guy. |
| From: | "jayb" <jaybrinkmeyer(at)yahoo.com> |
Photos?
Thanks,
Jay
rebrunk42(at)gmail.com wrote:
> I put a plastic door pull near the aft part of the door by the aft pin
> to insure a firm and solid closure.
>
> 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 Oct 2, 2009, at 7:10 PM, ricksked(at)embarqmail.com wrote
> --
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=266372#266372
________________________________________________________________________________
| Subject: | Re: RV10 Mark 1 Door Interlock |
| From: | "tsts4" <tsts4(at)verizon.net> |
Along similar lines, how about a small bell crank attached to one of the rods to
extend/retract a vertical pin? Just food for thought.
--------
Todd Stovall
728TT (reserved)
RV-10 Empacone, Wings
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=266377#266377
________________________________________________________________________________
| Subject: | Re: RV10 Mark 1 Door Interlock |
| From: | "Bobby J. Hughes" <bhughes(at)qnsi.net> |
A bell crank should provide an inward offset that would keep the
vertical pin throw short. The vertical pin would mate into an aluminum
guide like the ones some of us are using. The guide would be place
inward of the lower fiberglass door frame and bolted to the aluminum.
This should allow for easy retrofit and small alignment adjustments. A
small cover \ access plate would be needed to cover the bell crank gears
in the door shell and hide the vertical pin. Something like a large
rudder cable fairing would work for the plate.
Bobby
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of tsts4
Sent: Sunday, October 04, 2009 7:18 AM
Subject: RV10-List: Re: RV10 Mark 1 Door Interlock
Along similar lines, how about a small bell crank attached to one of the
rods to extend/retract a vertical pin? Just food for thought.
--------
Todd Stovall
728TT (reserved)
RV-10 Empacone, Wings
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=266377#266377
________________________________________________________________________________
| From: | Bill Mauledriver Watson <MauleDriver(at)nc.rr.com> |
| Subject: | Re: Mounting engine |
I used the final mounting bolts. Very easy. Just don't try it with
the prop on it.
I used the 2 ton harbor freight hoist for <130$ on sale plus the load
leveler. Their smaller hoist would work too. You know you have the
right setup when you get this kind of warning (see photo). I too would
suggest buying one if feasible. The HF hoist folds up to take very
little horizontal space. It's great for mounting/demounting the prop
and avoiding another rental.
I left the engine suspended (with safeties) for about 6 months at one
point. That appeared to damage the jack and had to replace it for a few
more $$$. So rentals can make sense.
Bill "dreaming of evenly spaced cu's from horizon to horizon" Watson
Kelly McMullen wrote:
>
> I don't know what they rent for, but these days they go for about $130
> at Pep Boys, etc.
>
> On Sat, Oct 3, 2009 at 4:46 PM, John Gonzalez wrote:
>
>> Easy question:
>> Is it posible without too much effort to mount the engine without using the
>> taperred cylindrical bolt substitutes?
>> Getting ready to rent an engine hoist and can see not being able o get the
>> engine mounted unless I have these in my bag of tricks.
>> Thanks
>> John G.
>>
>>
>>
>>
>
>
>
________________________________________________________________________________
| Subject: | Re: RV10 Mark 1 Door Interlock |
| From: | "Strasnuts" <sean(at)braunandco.com> |
Robin, I knew you were going to pipe in with something cool.
The Citation, being pressurized, has 12 pins that engage into the outer door structure.
It has the bellcrank style with all of the pushrods coming from the
center of the door. The pins are pointed at the ends and the holes in the outer
structure are adjustable.
If you made the pins slanted they could pull the door tight against the seal.
--------
Cust. #40936
RV-10 SB Fuselage
N801VR reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=266402#266402
________________________________________________________________________________
| Subject: | rudder pedal position |
| From: | "Strasnuts" <sean(at)braunandco.com> |
I'm wondering which position to install my rudder pedals. I am 5'10". Anyone
out there no the height limits for fore and aft positions?
--------
Cust. #40936
RV-10 SB Fuselage
N801VR reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=266408#266408
________________________________________________________________________________
| Subject: | Re: Door-I'm the guy |
| From: | "Masys, Daniel R" <dan.masys(at)Vanderbilt.Edu> |
>Subject: RV10-List: Re: Door-I'm the guy.
>From: "johngoodman" <johngoodman(at)earthlink.net>
>
>It's a sad day when a pilot cannot allow a passenger to close his own
door. I guess
>cracking the door open during long taxis on hot days is out.
>The door design is flawed and needs to be changed.
>John
I always close the passenger's door on my RV-10, either from the inside
or outside, but realized that it is just part of the flight safety
routines developed over 39 years of flying in a variety of GA airplanes.
The first airplanes I ever owned were a Cessna 172 and then a 182, and I
didn't let passengers close those doors either (usually because they
would slam them too hard, and then I wouldn't be sure the locking
mechanism had gone over center unless I felt it myself). I don't know
any Beech or Cirrus drivers who let their passengers close the doors
without assistance either. Passengers, especially new ones, seem to
actually like the care and attention the pilot pays to the door they are
sitting next to.
With respect to the -10 doors, two observations:
1. I added a Stanley screen door pull at the lower rear corner of each
door (from the aviation aisle at Home Depot) and it works great to pull
the rear part of the door in during latching. Have the standard magnetic
proximity switches from Vans and two indicator lights on the panel, with
the pins set so that if they are as little as 3/16 inch from full closed
position the red lights come on.
2. The door seals do tend to deform the doors, so I always store the
plane (even though it is hangared) with the doors latched. Over the
course of the last couple of years flying the -10 I have noticed that
temperature affects the stiffness and bend of the doors, so regardless
of the type of seals there is no 'final' fitting that you do and then
are done worrying about the doors. If you've closed them once, you've
closed them once and they may not feel exactly the same the next time.
Just my $0.02. YMMV.
-Dan Masys
RV-10 N104LD 260 hrs.
RV-12 N124LD Empennage and tailcone done :)
________________________________________________________________________________
| Subject: | Re: rudder pedal position |
| From: | "AirMike" <Mikeabel(at)Pacbell.net> |
I am 5'10" and the forward position seems to work out fine for me. My seat cushion
sits about 1" aft of being even with the vertical face of the footwell. Unless
you are a very short pilot I would be hard pressed to see why you would use
the aft position. Even then you could use a spacer of wood or aluminum to extend
the pedals aft.
--------
OSH '10 or Bust
Q/B Kit - phase 1
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=266413#266413
________________________________________________________________________________
| From: | Tim Olson <Tim(at)MyRV10.com> |
| Subject: | Re: rudder pedal position |
You gonna let anyone under 5'6" or so be on the pedals? If not, I'd
go forward and reap the cg loading and rear seat space benefits. But,
if you may want anyone 5'6" or less to fly it, I'd seriously look at
going with the aft location. I just know that 5'2-4" won't work with
the forward position very well.
Tim
On Oct 4, 2009, at 11:20 AM, "Strasnuts" wrote:
>
> I'm wondering which position to install my rudder pedals. I am
> 5'10". Anyone out there no the height limits for fore and aft
> positions?
>
> --------
> Cust. #40936
> RV-10 SB Fuselage
> N801VR reserved
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=266408#266408
>
>
________________________________________________________________________________
| From: | Tim Olson <Tim(at)MyRV10.com> |
| Subject: | Re: rudder pedal position |
http://www.myrv10.com/N104CD/upgrades/20090503/index.html
Yep, that's what I had to do for the little woman.
Tim
On Oct 4, 2009, at 11:39 AM, "AirMike" wrote:
>
> I am 5'10" and the forward position seems to work out fine for me.
> My seat cushion sits about 1" aft of being even with the vertical
> face of the footwell. Unless you are a very short pilot I would be
> hard pressed to see why you would use the aft position. Even then
> you could use a spacer of wood or aluminum to extend the pedals aft.
>
> --------
> OSH '10 or Bust
> Q/B Kit - phase 1
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=266413#266413
>
>
________________________________________________________________________________
| From: | Jae Chang <jc-matronics_rv10(at)jline.com> |
| Subject: | Re: Door-I'm the guy - how about those seals? |
Thanks Les for that description.
I suspected there would be more work involved than just cutting and
slipping on the seal, but there is definitely more work than even I had
hoped. It's not entirely surprising, though, just from looking at my own
door frame and realizing just how little uniformity there is.
Jae
>
________________________________________________________________________________
| From: | "Les Kearney" <kearney(at)shaw.ca> |
| Subject: | Door-I'm the guy - how about those seals? |
Jae
It is a bit of work. For me, what was time consuming was figuring out what
to do, doing it and then realizing I had to correct something as my
assumptions were wrong. I can't believe doing as per plans would be any
easier.
Moving the door frame inboard was a key factor in making the doors easy to
close. Using white grease on the door mechanism also removed a great deal of
closing resistance when operating the mechanism.
Cheers
Les
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Jae Chang
Sent: October-04-09 11:33 AM
Subject: Re: RV10-List: Door-I'm the guy - how about those seals?
Thanks Les for that description.
I suspected there would be more work involved than just cutting and
slipping on the seal, but there is definitely more work than even I had
hoped. It's not entirely surprising, though, just from looking at my own
door frame and realizing just how little uniformity there is.
Jae
>
________________________________________________________________________________
| Subject: | Re: rudder pedal position |
| From: | "Strasnuts" <sean(at)braunandco.com> |
Thanks,
My little woman is 5'6" . If she can't fit I will have her wear her hooker boots.
--------
Cust. #40936
RV-10 SB Fuselage
N801VR reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=266433#266433
________________________________________________________________________________
| From: | Tim Olson <Tim(at)MyRV10.com> |
| Subject: | Re: rudder pedal position |
Did she get those so you could get your G900 dream panel this year? ;)
Tim
On Oct 4, 2009, at 1:39 PM, "Strasnuts" wrote:
>
> Thanks,
>
> My little woman is 5'6" . If she can't fit I will have her wear her
> hooker boots.
>
> --------
> Cust. #40936
> RV-10 SB Fuselage
> N801VR reserved
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=266433#266433
>
>
________________________________________________________________________________
| From: | Thomas G Koelzer <thomas(at)koelzer.us> |
| Subject: | Re: rudder pedal position |
My woman is 5'2 but we call them 'Ho-Ho' shoes. They will work.
Cowboy
RV-10
#40950 Tailcone
N516TK
Sent from my iPhone
On Oct 4, 2009, at 8:39 PM, "Strasnuts" wrote:
>
> Thanks,
>
> My little woman is 5'6" . If she can't fit I will have her wear her
> hooker boots.
>
> --------
> Cust. #40936
> RV-10 SB Fuselage
> N801VR reserved
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=266433#266433
>
>
________________________________________________________________________________
| Subject: | Re: RV10 Mark 1 Door Interlock |
| From: | "Robin Marks" <robin1(at)mrmoisture.com> |
Thanks Sean,
Not too many comments on the practicality (and simplicity) of
this design. Does anyone see any glairing problems or issues with this
concept? It seems (to me) like a simpler package than the standard vans
unit or the aftermarket door handles.
Robin
-----Original Message-----
From: owner-rv10-list-server(at)matronics.com
[mailto:owner-rv10-list-server(at)matronics.com] On Behalf Of Strasnuts
Sent: Sunday, October 04, 2009 9:03 AM
Subject: RV10-List: Re: RV10 Mark 1 Door Interlock
Robin, I knew you were going to pipe in with something cool.
The Citation, being pressurized, has 12 pins that engage into the outer
door structure. It has the bellcrank style with all of the pushrods
coming from the center of the door. The pins are pointed at the ends and
the holes in the outer structure are adjustable.
If you made the pins slanted they could pull the door tight against the
seal.
--------
Cust. #40936
RV-10 SB Fuselage
N801VR reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=266402#266402
Checked by AVG - www.avg.com
10/04/09 06:20:00
________________________________________________________________________________
| Subject: | Re: Door-I'm the guy - how about those seals? |
| From: | Dave Saylor <dave.saylor.aircrafters(at)gmail.com> |
Bill,
What do you think the trade-offs are for the foam seal? Does it work well
> relative to rain?
>
> What exactly did you use?
>
>
I can't recall leaving the plane out in heavy rain for very long, but we've
flown through some pretty heavy downpours and done lots of washings. I
can't remember seeing any water inside...that feels like I'm overstating,
but I certainly don't have any leaks worth trying to fix.
The downside to the foam seals is that they look a little tacky, especially
on the bottom edge where I built them out using a couple layers. I think
Les may have built out his fuselage edges to come closer to the door, which
would improve that area by a ton.
I was looking at the way the doors close yesterday. I could post a video if
someone wants it. The doors just come right down to within about an inch of
closing, and it just takes a very slight effort to pull in and latch. It's
all because of the seal, which since it takes a set, doesn't interfere with
the door closing. It's just not part of the equation.
I have the McMaster P/N at work, along with some pictures. I'll send those
out on Monday.
Dave Saylor
AirCrafters LLC
140 Aviation Way
Watsonville, CA 95076
831-722-9141 Shop
831-750-0284 Cell
________________________________________________________________________________
| Subject: | A new builder on the block |
| From: | "MikeInIrving" <mike.strube(at)gmail.com> |
Team Ten,
My tail kit is on the way, I've discovered Matronics, life is good.
Mike Strube
MikeInIrving
Irving, Texas
mike.strube at gmail.com
--------
Mike Strube
Irving, Tx
mike.strube at gmail.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=266475#266475
________________________________________________________________________________
| Subject: | Re: A new builder on the block |
| From: | "Jim" <jim(at)CombsFive.Com> |
Sir Mike,
Welcome aboard. It's a great airplane and the
forum is excellent!
What is your builder number? We are
always wanting to know how many of these
machines are in the
construction pipe line.
Jim Combs (N312F - 120 Hours)
--------------------------------------------------------------------------------------------------------------------
Team Ten,
My tail kit is on
the way, I've discovered Matronics, life is good.
Mike
Strube
MikeInIrving
Irving, Texas
mike.strube at
gmail.com
--------
Mike Strube
Irving, Tx
mike.strube at gmail.com
Read this topic
online here:
http://forums.matronics.com/viewtopic.php?p=266475#266475
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________________________________________________________________________________
| From: | Don McDonald <building_partner(at)yahoo.com> |
| Subject: | Re: RV10 Mark 1 Door Interlock |
Robin, I'll take two of the deluxe models!!!!!!!!!!--- My wife and I
laughed our selves silly... thanks.
Don and Kim McDonald
--- On Sat, 10/3/09, Robin Marks wrote:
From: Robin Marks <robin1(at)mrmoisture.com>
Subject: RE: RV10-List: Re: RV10 Mark 1 Door Interlock
Date: Saturday, October 3, 2009, 7:06 PM
I have always thought a round geared crank style door lock that would allow
for extending pins an unlimited length into the door- frame and fuselage
completely eliminating the concerns related to the door pins barely engagi
ng. Not that dissimilar to a bank vault which has locking pins extending in
all directions. My concept would require a cranking motion to both engage
and disengage the door pins. I have a multi geared version of this concept
in my mind but it seems like most things in aviation are best left as simpl
e as possible.
In this concept the rotating knob can be located in a number of different l
ocations on the door. The handle can be as simple as an old VW window crank
or as premium as a milled stainless steel disk with spring loaded self ret
racting crank handle. I do not know if this is an appropriate mechanism for
door latching or if it has some negative implications in the event of an e
mergency extraction.
-
-
For those that are still concerned about three pins holding the door in pla
ce I have a deluxe model in mind. J
-
Robin=0A=0A=0A
________________________________________________________________________________
| From: | "woxofswa" <woxof(at)aol.com> |
As I was riveting my QB wing skin, my well meaning neighbor helped me buck some
rivets. When I do it myself I keep rags on the lower inside skin in case the
bucking bar gets dropped, but unfortunately, the rags didn't get moved enough
and sure enough, we ended up with a couple of skin "pimples" on the upper outer
skin surface.
Is there a prescribed way to deal with said pimples?
--------
Myron Nelson
Mesa, AZ
Emp completed, legacy build fuse in progress
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=266508#266508
________________________________________________________________________________
| Subject: | Re: skin pimples |
| From: | ricksked(at)embarqmail.com |
Tell the neighbor thanks but no thanks..... Pop them back in with a body hammer
and fill them prior to paint....
------Original Message------
From: woxofswa
Sender: owner-rv10-list-server(at)matronics.com
ReplyTo: Rv
Sent: Oct 4, 2009 7:00 PM
Subject: RV10-List: skin pimples
As I was riveting my QB wing skin, my well meaning neighbor helped me buck some
rivets. When I do it myself I keep rags on the lower inside skin in case the
bucking bar gets dropped, but unfortunately, the rags didn't get moved enough
and sure enough, we ended up with a couple of skin "pimples" on the upper outer
skin surface.
Is there a prescribed way to deal with said pimples?
--------
Myron Nelson
Mesa, AZ
Emp completed, legacy build fuse in progress
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=266508#266508
Sent via BlackBerry by AT&T
________________________________________________________________________________
| Subject: | Re: skin pimples |
| From: | "Strasnuts" <sean(at)braunandco.com> |
I'm sure there are better methods but I got every little bump and wave out of my
skins by pushing the other end of a sharpie against the aluminum. Use the edge
of the back of the marker (not a fine point). It is just soft enough plastic
to work with the aluminum. Don't hammer on the skin unless you back it up
with a lead shot bag or similar. If you back up the skin with something hard
you will thin the aluminum and oil-can it. I think most people just make sure
it is an innee and not an outee and fill it in before painting with filler.
--------
Cust. #40936
RV-10 SB Fuselage
N801VR reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=266513#266513
________________________________________________________________________________
| From: | John Gonzalez <indigoonlatigo(at)msn.com> |
| Subject: | Same basement, different project...how time flies |
Was looking through some photographs and thought to myself=2C who knew I wo
uld be building planes in my basement.
Bill Watson=2C how do you like that first pic?
Endless Cu's in a line=2C how about endless gliders on an assembly line.
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September 28, 2009 - October 04, 2009
RV10-Archive.digest.vol-fc