Today's Message Index:
----------------------
1. 12:32 AM - Re: Flap trailing edge (Chris , Susie McGough)
2. 06:32 AM - Re: Re: Static Wicks (RV Builder \(Michael Sausen\))
3. 06:32 AM - Re: Flap trailing edge (RV Builder \(Michael Sausen\))
4. 06:56 AM - Re: Flap trailing edge (owner-rv10-list-server@matronics.com)
5. 08:39 AM - Re: Static Wicks--need suggestionsStatic Wicks--need (Ed Wischmeyer)
6. 09:29 AM - Bonding Straps (John Kirkland)
7. 10:51 AM - Re: Bonding Straps (Tim Dawson-Townsend)
8. 12:24 PM - Re: N325HP (Brian Sponcil)
9. 01:09 PM - Re: Bonding Straps (John Jessen)
10. 01:22 PM - Re: Bonding Straps (Tim Dawson-Townsend)
11. 01:46 PM - Re: Bonding Straps (John Jessen)
12. 07:07 PM - Props (GenGrumpy@aol.com)
13. 08:26 PM - Re: Props (ddddsp1@juno.com)
14. 08:35 PM - Re: Props (GenGrumpy@aol.com)
15. 08:51 PM - Re: Props (Sean Stephens)
16. 08:57 PM - panel (David McNeill)
17. 09:17 PM - Re: Props (David McNeill)
Message 1
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| Subject: | Re: Flap trailing edge |
Flap trailing edgeWhile on our trip in the states I was lucky enough to work with
Ken K (engineer at Vans) and we built a Aileron and he showed me how to do
trailing edge...no proseal glue or anything.
He did it and perfectly straight.
So I used a large angle iron which you rest trailing edge on...put a weight on
each end and start anywhere you like and just back rivet.No proseal.
I did the elevators and rudder this way...dead straight and no messy proseal or
that extra weight.
No discussion needed took about 4 minutes each elevator!!
Done no dramas!!
Chris
RV6 Sold
RV10 cone
----- Original Message -----
From: McGANN, Ron
To: rv10-list@matronics.com
Sent: Thursday, September 08, 2005 10:31 AM
Subject: RV10-List: Flap trailing edge
G'day all,
Planning the assembly of the flap trailing edges.
I have used the angle iron back rivet method (with Proseal)on the rudder, elevators
and ailerons with great success. But the flaps are much longer and exceed
the length of my angle iron setup. Has any one uncovered any gotchas or experienced
any straightness issues with the flap TEs? I note that the plans call
for setting the TE before the bottom rivets are pulled. Is there any reason
for this?
Thanks in advance
Ron
Message 2
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| Subject: | Re: Static Wicks |
Don't look at me, I only give opinions. Ha! I blame it all on Tim Olson, he has
the web site.
what TDT said below
________________________________
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tim Dawson-Townsend
Subject: RE: RV10-List: Re: Static Wicks
Hey, don't look at Tim and I - we're not the ones who brought it up again!
TDT
40025
do not archive
________________________________
From: owner-rv10-list-server@matronics.com on behalf of John W. Cox
Subject: RE: RV10-List: Re: Static Wicks
--> RV10-List message posted by: "John W. Cox" <johnwcox@pacificnw.com>
Clearly few builders are using the archive feature, so here we go again.
Tim and TDT don't take offense.
First VAN did not build the RV-10 for other than DAY VFR. Probing into
this IFR subject creates unwanted side consequences. That said, P-static
dissipation and lightning charge release are two separate weather
events. Static wicks have everything to do with BOTH. With lightening
discharge, you absolutely need to understand the importance of having
bonding ground straps to transfer the amperage through (around) the
pivot points and hinges attached to the aluminum. Controls get fried
and lock up, fairings pop, smoke and burn.
Back to VAN'S philosophy, avoid the area and the phenomena... just stay
DAY VFR. I have been through both P-static and a direct hit from
lightening... Now you have a reason. That said, the plastic plane
owners at this weekend's barbeque talked long and hard about the value
of static wicks. No one says you have to listen or drink the Koolaid.
Flying into the phenomena in even an aluminum airplane makes as much
sense as wearing a colander on your head during days of convective
current or swinging a golf club on a hill. You need an effective path.
Study the issues.
The aircraft this weekend usually had 12 max some only had 5. Two or
Three on the upper most/aft most/ outboard most point on the vertical.
Two on each outermost side of the horizontal (including the elevator)
and two to three on each wing. More with winglets, but also on the
ailerons. This issue is to create an effective low resistance path to
discharge the aircraft capacitor back safely into the atmosphere...
nothing more. Most Plastic owners remove them for aesthetics during the
barbeque until they are flying cross-country - then just rethread them
on.
Simple rain water and flights into clouds in the northwest is enough to
create P-static. It affects ADF, VHF communications and unwanted L3
strike indications alike. The photograph posted earlier should be
enough to provoke your desire to study the subject more.
Nuff Said... back to my pointed cap and obsidian rod. I still have some
fools gold to create.
DO NOT ARCHIVE
John - KUAO
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tim
Dawson-Townsend
Subject: RE: RV10-List: Re: Static Wicks
--> RV10-List message posted by: "Tim Dawson-Townsend"
<Tdawson@Avidyne.com>
Just remember that static wicks don't really have much to do with
lightning protection. When a big a-- bolt of lightning comes through, a
little bit of carbon and plastic is not going to affect its progress.
Hopefully your EFIS, etc is lightning hardened and tested . . .
TDT
40025
--> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
THe link John is mentioning is this one:
http://www.myrv10.com/tips/staticwicks/staticwicks.html
I plan to put them on mine, although I haven't started yet and
need to really soon. You can see by the photo on the page
that it looks like this did some burning on the tail, and probably
across the bearings.
Tim
Tim Olson -- RV-10 #40170
Message 3
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| Subject: | Flap trailing edge |
But will they discharge p static correctly?
do not archive
________________________________
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Chris , Susie McGough
Subject: Re: RV10-List: Flap trailing edge
While on our trip in the states I was lucky enough to work with Ken K (engineer
at Vans) and we built a Aileron and he showed me how to do trailing edge...no
proseal glue or anything.
He did it and perfectly straight.
So I used a large angle iron which you rest trailing edge on...put a weight on
each end and start anywhere you like and just back rivet.No proseal.
I did the elevators and rudder this way...dead straight and no messy proseal or
that extra weight.
No discussion needed took about 4 minutes each elevator!!
Done no dramas!!
Chris
RV6 Sold
RV10 cone
----- Original Message -----
From: McGANN, Ron <mailto:ron.mcgann@baesystems.com>
To: rv10-list@matronics.com
Sent: Thursday, September 08, 2005 10:31 AM
Subject: RV10-List: Flap trailing edge
G'day all,
Planning the assembly of the flap trailing edges.
I have used the angle iron back rivet method (with Proseal)on the rudder,
elevators and ailerons with great success. But the flaps are much longer and
exceed the length of my angle iron setup. Has any one uncovered any gotchas
or experienced any straightness issues with the flap TEs? I note that the plans
call for setting the TE before the bottom rivets are pulled. Is there any
reason for this?
Thanks in advance
Ron
Message 4
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| Subject: | Flap trailing edge |
That's an issue with outboard and aft placement.
John - $00.02
________________________________
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of RV Builder
(Michael Sausen)
Subject: RE: RV10-List: Flap trailing edge
But will they discharge p static correctly?
do not archive
________________________________
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Chris , Susie
McGough
Subject: Re: RV10-List: Flap trailing edge
While on our trip in the states I was lucky enough to work with Ken K
(engineer at Vans) and we built a Aileron and he showed me how to do
trailing edge...no proseal glue or anything.
He did it and perfectly straight.
So I used a large angle iron which you rest trailing edge on...put a
weight on each end and start anywhere you like and just back rivet.No
proseal.
I did the elevators and rudder this way...dead straight and no messy
proseal or that extra weight.
No discussion needed took about 4 minutes each elevator!!
Done no dramas!!
Chris
RV6 Sold
RV10 cone
----- Original Message -----
From: McGANN, Ron <mailto:ron.mcgann@baesystems.com>
To: rv10-list@matronics.com
Sent: Thursday, September 08, 2005 10:31 AM
Subject: RV10-List: Flap trailing edge
G'day all,
Planning the assembly of the flap trailing edges.
I have used the angle iron back rivet method (with Proseal)on
the rudder, elevators and ailerons with great success. But the flaps
are much longer and exceed the length of my angle iron setup. Has any
one uncovered any gotchas or experienced any straightness issues with
the flap TEs? I note that the plans call for setting the TE before the
bottom rivets are pulled. Is there any reason for this?
Thanks in advance
Ron
Message 5
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| Subject: | Re: Static Wicks--need suggestionsStatic Wicks--need |
--> RV10-List message posted by: Ed Wischmeyer <edwisch@cableone.net>
Nope, not spending nearly enough time on the -10. Writing articles,
physical therapy, taking a few classes, and looking for a new job.
(resume is on line).
However, the stabilizer *is* finished. Elevator is almost ready to
rivet.
Ed
Message 6
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--> RV10-List message posted by: "John Kirkland" <jskirkland@webpipe.net>
While I don't plan to deliberately penetrate convective activity, I have
seen lightning in the air nearby to my plane while trying my best to
circumnavigate by a wide berth. Lightning does whatever it wants to. These
bolts were seen far from the rain shafts, and also in clear air that didn't
have dust stirred up from the ground in it. Haven't had a strike in an
aircraft yet, and don't plan to seek one out. But I am going to be ready.
Since we are all pilots and are all currently flying something (aren't
we???), go look at it. Walk around the ramp and look at certificated
factory-built planes. Poke your head in FBO hangers, with permission. Look
at the lessons learned from 100 years of aviation progress. We aren't
reinventing the wheel here. The RV-10 is a high performance aircraft per the
FARs (another favorite dead horse we beat here), so don't bother looking at
Cessna 150s for bonding straps or static wicks. Look at the high end stuff.
The hinge setup on a Vans RV-10 for the empennage is just like a Cessna 182,
only the brackets and bearings are on opposite surfaces. So on the bearing
rod reinforcement plates, at the hole that is either just above or below the
BIG hole in the middle, drill it out from #30 to #21 for a #8 machine screw,
locate a K1000-08 nutplate there, drill two #40 holes to mount the nutplate.
That's one end of the bonding strap. Other end is on the AN3 bolt that goes
thru the hinge and bracket. Call Aircraft Spruce and get some 3/8" ground
strap, a #10 lug crimp terminal for 10-12 awg (yellow) (AN3 bolt end), a #8
lug crimp terminal in yellow. Make it about 3 or 4 inches long. If you need
to see one, go visit the local airport and see how what you are flying now
was built.
I tried to offer this as a kit to Vans, with parts list and plans markups,
but as Brother Cox mentioned, Vans position is DAY VFR only.
As for static wicks, Dayton Granger is an expert in both lightening
protection and static discharge, I don't think their recommendation is too
far off the mark. They do this for a living.
I've got pics of how I built mine, I guess I have to sacrifice building time
and spend time on the computer uploading them because you guys haven't ever
been out to an airport before.
Do not archive
Nobody searches it anyway
Message 7
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--> RV10-List message posted by: "Tim Dawson-Townsend" <Tdawson@Avidyne.com>
It's harder to observe in some places. Out here in Massachusetts, because some
of the components they make static discharger out of are "cancer-causing", aircraft
registered within the state are not allowed to operate with dischargers.
Transient aircraft are exempt, I think.
TDT
40025
do not archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com]On Behalf Of John Kirkland
Subject: RV10-List: Bonding Straps
--> RV10-List message posted by: "John Kirkland" <jskirkland@webpipe.net>
While I don't plan to deliberately penetrate convective activity, I have
seen lightning in the air nearby to my plane while trying my best to
circumnavigate by a wide berth. Lightning does whatever it wants to. These
bolts were seen far from the rain shafts, and also in clear air that didn't
have dust stirred up from the ground in it. Haven't had a strike in an
aircraft yet, and don't plan to seek one out. But I am going to be ready.
Since we are all pilots and are all currently flying something (aren't
we???), go look at it. Walk around the ramp and look at certificated
factory-built planes. Poke your head in FBO hangers, with permission. Look
at the lessons learned from 100 years of aviation progress. We aren't
reinventing the wheel here. The RV-10 is a high performance aircraft per the
FARs (another favorite dead horse we beat here), so don't bother looking at
Cessna 150s for bonding straps or static wicks. Look at the high end stuff.
The hinge setup on a Vans RV-10 for the empennage is just like a Cessna 182,
only the brackets and bearings are on opposite surfaces. So on the bearing
rod reinforcement plates, at the hole that is either just above or below the
BIG hole in the middle, drill it out from #30 to #21 for a #8 machine screw,
locate a K1000-08 nutplate there, drill two #40 holes to mount the nutplate.
That's one end of the bonding strap. Other end is on the AN3 bolt that goes
thru the hinge and bracket. Call Aircraft Spruce and get some 3/8" ground
strap, a #10 lug crimp terminal for 10-12 awg (yellow) (AN3 bolt end), a #8
lug crimp terminal in yellow. Make it about 3 or 4 inches long. If you need
to see one, go visit the local airport and see how what you are flying now
was built.
I tried to offer this as a kit to Vans, with parts list and plans markups,
but as Brother Cox mentioned, Vans position is DAY VFR only.
As for static wicks, Dayton Granger is an expert in both lightening
protection and static discharge, I don't think their recommendation is too
far off the mark. They do this for a living.
I've got pics of how I built mine, I guess I have to sacrifice building time
and spend time on the computer uploading them because you guys haven't ever
been out to an airport before.
Do not archive
Nobody searches it anyway
Message 8
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Yeah, I'm curious about that too. Is the prop on 325HP the same as they sell for
the Velocity? Or is it one of their "standard" 3 bladed props? $2000 is WAY
cheaper than an adjustable hartzell but I wonder about the performance hit (if
any).
As an aside, I really liked the aerocomposite props I saw at OSH, however I didn't
much like the $13k sticker price. Our airport (KIOW) has sand & gravel all
over the place so a composite prop would seemingly last a bit longer than the
aluminum varieties.
-Brian
Iowa City, IA
----- Original Message -----
From: RV Builder (Michael Sausen)
To: rv10-list@matronics.com
Sent: Wednesday, September 07, 2005 7:33 AM
Subject: RE: RV10-List: N325HP
Something to keep in mind, the Catto props are fixed pitch.
Michael
do not archive
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Brian
Sent: Tuesday, September 06, 2005 7:45 PM
To: rv10-list@matronics.com
Subject: Re: RV10-List: N325HP
Congrats on a beautiful project.
"Three bladed props for the 540 engines will run from $1850 up to $2350."
Got that from cattoprops.com...now that definitely warrants some performance
numbers!
Message 9
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--> RV10-List message posted by: "John Jessen" <jjessen@rcn.com>
What? I must be mis-interpreting what you wrote. My 182 and 206 had static
whiskers and they were registered, hangered and maintained in MA.
John Jessen
#40328 HS
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tim
Dawson-Townsend
Subject: RE: RV10-List: Bonding Straps
--> RV10-List message posted by: "Tim Dawson-Townsend"
--> <Tdawson@Avidyne.com>
It's harder to observe in some places. Out here in Massachusetts, because
some of the components they make static discharger out of are
"cancer-causing", aircraft registered within the state are not allowed to
operate with dischargers. Transient aircraft are exempt, I think.
TDT
40025
do not archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com]On Behalf Of John Kirkland
Subject: RV10-List: Bonding Straps
--> RV10-List message posted by: "John Kirkland"
--> <jskirkland@webpipe.net>
While I don't plan to deliberately penetrate convective activity, I have
seen lightning in the air nearby to my plane while trying my best to
circumnavigate by a wide berth. Lightning does whatever it wants to. These
bolts were seen far from the rain shafts, and also in clear air that didn't
have dust stirred up from the ground in it. Haven't had a strike in an
aircraft yet, and don't plan to seek one out. But I am going to be ready.
Since we are all pilots and are all currently flying something (aren't
we???), go look at it. Walk around the ramp and look at certificated
factory-built planes. Poke your head in FBO hangers, with permission. Look
at the lessons learned from 100 years of aviation progress. We aren't
reinventing the wheel here. The RV-10 is a high performance aircraft per the
FARs (another favorite dead horse we beat here), so don't bother looking at
Cessna 150s for bonding straps or static wicks. Look at the high end stuff.
The hinge setup on a Vans RV-10 for the empennage is just like a Cessna 182,
only the brackets and bearings are on opposite surfaces. So on the bearing
rod reinforcement plates, at the hole that is either just above or below the
BIG hole in the middle, drill it out from #30 to #21 for a #8 machine screw,
locate a K1000-08 nutplate there, drill two #40 holes to mount the nutplate.
That's one end of the bonding strap. Other end is on the AN3 bolt that goes
thru the hinge and bracket. Call Aircraft Spruce and get some 3/8" ground
strap, a #10 lug crimp terminal for 10-12 awg (yellow) (AN3 bolt end), a #8
lug crimp terminal in yellow. Make it about 3 or 4 inches long. If you need
to see one, go visit the local airport and see how what you are flying now
was built.
I tried to offer this as a kit to Vans, with parts list and plans markups,
but as Brother Cox mentioned, Vans position is DAY VFR only.
As for static wicks, Dayton Granger is an expert in both lightening
protection and static discharge, I don't think their recommendation is too
far off the mark. They do this for a living.
I've got pics of how I built mine, I guess I have to sacrifice building time
and spend time on the computer uploading them because you guys haven't ever
been out to an airport before.
Do not archive
Nobody searches it anyway
Message 10
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|
--> RV10-List message posted by: "Tim Dawson-Townsend" <Tdawson@Avidyne.com>
he he
<* remove tongue from cheek *>
TDT
do not archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com]On Behalf Of John Jessen
Subject: RE: RV10-List: Bonding Straps
--> RV10-List message posted by: "John Jessen" <jjessen@rcn.com>
What? I must be mis-interpreting what you wrote. My 182 and 206 had static
whiskers and they were registered, hangered and maintained in MA.
John Jessen
#40328 HS
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tim
Dawson-Townsend
Subject: RE: RV10-List: Bonding Straps
--> RV10-List message posted by: "Tim Dawson-Townsend"
--> <Tdawson@Avidyne.com>
It's harder to observe in some places. Out here in Massachusetts, because
some of the components they make static discharger out of are
"cancer-causing", aircraft registered within the state are not allowed to
operate with dischargers. Transient aircraft are exempt, I think.
TDT
40025
do not archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com]On Behalf Of John Kirkland
Subject: RV10-List: Bonding Straps
--> RV10-List message posted by: "John Kirkland"
--> <jskirkland@webpipe.net>
While I don't plan to deliberately penetrate convective activity, I have
seen lightning in the air nearby to my plane while trying my best to
circumnavigate by a wide berth. Lightning does whatever it wants to. These
bolts were seen far from the rain shafts, and also in clear air that didn't
have dust stirred up from the ground in it. Haven't had a strike in an
aircraft yet, and don't plan to seek one out. But I am going to be ready.
Since we are all pilots and are all currently flying something (aren't
we???), go look at it. Walk around the ramp and look at certificated
factory-built planes. Poke your head in FBO hangers, with permission. Look
at the lessons learned from 100 years of aviation progress. We aren't
reinventing the wheel here. The RV-10 is a high performance aircraft per the
FARs (another favorite dead horse we beat here), so don't bother looking at
Cessna 150s for bonding straps or static wicks. Look at the high end stuff.
The hinge setup on a Vans RV-10 for the empennage is just like a Cessna 182,
only the brackets and bearings are on opposite surfaces. So on the bearing
rod reinforcement plates, at the hole that is either just above or below the
BIG hole in the middle, drill it out from #30 to #21 for a #8 machine screw,
locate a K1000-08 nutplate there, drill two #40 holes to mount the nutplate.
That's one end of the bonding strap. Other end is on the AN3 bolt that goes
thru the hinge and bracket. Call Aircraft Spruce and get some 3/8" ground
strap, a #10 lug crimp terminal for 10-12 awg (yellow) (AN3 bolt end), a #8
lug crimp terminal in yellow. Make it about 3 or 4 inches long. If you need
to see one, go visit the local airport and see how what you are flying now
was built.
I tried to offer this as a kit to Vans, with parts list and plans markups,
but as Brother Cox mentioned, Vans position is DAY VFR only.
As for static wicks, Dayton Granger is an expert in both lightening
protection and static discharge, I don't think their recommendation is too
far off the mark. They do this for a living.
I've got pics of how I built mine, I guess I have to sacrifice building time
and spend time on the computer uploading them because you guys haven't ever
been out to an airport before.
Do not archive
Nobody searches it anyway
Message 11
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--> RV10-List message posted by: "John Jessen" <jjessen@rcn.com>
Grrrrrr
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tim
Dawson-Townsend
Subject: RE: RV10-List: Bonding Straps
--> RV10-List message posted by: "Tim Dawson-Townsend"
--> <Tdawson@Avidyne.com>
he he
<* remove tongue from cheek *>
TDT
do not archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com]On Behalf Of John Jessen
Subject: RE: RV10-List: Bonding Straps
--> RV10-List message posted by: "John Jessen" <jjessen@rcn.com>
What? I must be mis-interpreting what you wrote. My 182 and 206 had static
whiskers and they were registered, hangered and maintained in MA.
John Jessen
#40328 HS
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tim
Dawson-Townsend
Subject: RE: RV10-List: Bonding Straps
--> RV10-List message posted by: "Tim Dawson-Townsend"
--> <Tdawson@Avidyne.com>
It's harder to observe in some places. Out here in Massachusetts, because
some of the components they make static discharger out of are
"cancer-causing", aircraft registered within the state are not allowed to
operate with dischargers. Transient aircraft are exempt, I think.
TDT
40025
do not archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com]On Behalf Of John Kirkland
Subject: RV10-List: Bonding Straps
--> RV10-List message posted by: "John Kirkland"
--> <jskirkland@webpipe.net>
While I don't plan to deliberately penetrate convective activity, I have
seen lightning in the air nearby to my plane while trying my best to
circumnavigate by a wide berth. Lightning does whatever it wants to. These
bolts were seen far from the rain shafts, and also in clear air that didn't
have dust stirred up from the ground in it. Haven't had a strike in an
aircraft yet, and don't plan to seek one out. But I am going to be ready.
Since we are all pilots and are all currently flying something (aren't
we???), go look at it. Walk around the ramp and look at certificated
factory-built planes. Poke your head in FBO hangers, with permission. Look
at the lessons learned from 100 years of aviation progress. We aren't
reinventing the wheel here. The RV-10 is a high performance aircraft per the
FARs (another favorite dead horse we beat here), so don't bother looking at
Cessna 150s for bonding straps or static wicks. Look at the high end stuff.
The hinge setup on a Vans RV-10 for the empennage is just like a Cessna 182,
only the brackets and bearings are on opposite surfaces. So on the bearing
rod reinforcement plates, at the hole that is either just above or below the
BIG hole in the middle, drill it out from #30 to #21 for a #8 machine screw,
locate a K1000-08 nutplate there, drill two #40 holes to mount the nutplate.
That's one end of the bonding strap. Other end is on the AN3 bolt that goes
thru the hinge and bracket. Call Aircraft Spruce and get some 3/8" ground
strap, a #10 lug crimp terminal for 10-12 awg (yellow) (AN3 bolt end), a #8
lug crimp terminal in yellow. Make it about 3 or 4 inches long. If you need
to see one, go visit the local airport and see how what you are flying now
was built.
I tried to offer this as a kit to Vans, with parts list and plans markups,
but as Brother Cox mentioned, Vans position is DAY VFR only.
As for static wicks, Dayton Granger is an expert in both lightening
protection and static discharge, I don't think their recommendation is too
far off the mark. They do this for a living.
I've got pics of how I built mine, I guess I have to sacrifice building time
and spend time on the computer uploading them because you guys haven't ever
been out to an airport before.
Do not archive
Nobody searches it anyway
Message 12
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For those who might be interested in having a custom built prop, I'm having a
3 bladed c/s prop built by Johnny Downs of Millennium Propellers in
Lancaster, TX., tel 469-231-6225, for considerably cheaper than either Hartzel,
McCaulley or MT.
I am not soliciting for Johnny, but he has been in the prop business for
years.
He has an FAA action pending, but you need to talk to him about it.
Cheers - John #40404
Message 13
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What is CONSIDERABLY cheaper? $2000, $3000?
What is CONSIDERABLY cheaper? $2000, $3000?
Message 14
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I suggest that you contact Mr. Downs for a quote for you. Let's just say
that compared to what the 3 manufactures quoted me at Osh for their new ones, I
could probably buy 2 of his.
He makes his experimental props with either new or overhauled Hartzel
components.
Mine will be a 6 year or 2,000 hr hub.
In a message dated 9/8/2005 10:27:52 PM Central Standard Time,
ddddsp1@juno.com writes:
What is CONSIDERABLY cheaper? $2000, $3000?
Message 15
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--> RV10-List message posted by: Sean Stephens <schmoboy@cox.net>
I can't seem to find any contact info on the web for a Mr. Downs that
does propellers.
Can you point us in the right direction?
Thanks,
Sean #40303
GenGrumpy@aol.com wrote:
> I suggest that you contact Mr. Downs for a quote for you. Let's just
> say that compared to what the 3 manufactures quoted me at Osh for
> their new ones, I could probably buy 2 of his.
>
> He makes his experimental props with either new or overhauled Hartzel
> components.
>
> Mine will be a 6 year or 2,000 hr hub.
>
> In a message dated 9/8/2005 10:27:52 PM Central Standard Time,
> ddddsp1@juno.com writes:
>
> What is CONSIDERABLY cheaper? $2000, $3000?
>
Message 16
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Just got a picture of my newly cut panel. Trutrak Digiflite II VSGV arrived last
week, SL30 and G327 two weeks ago. Chelton Sport arrives Monday. The only delayed
item is the GRT EIS 6000. Will take a picture when I get it wired on the
bench. Too hot here in the hangar (110f) to work on the airframe. Do not archive.
Message 17
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--> RV10-List message posted by: "David McNeill" <dlm46007@cox.net>
IIRC Van's price for a new prop is about $5500. Each of us will have at
least 100K in the 10 when finished. I am having difficulty understanding the
desire to buy a prop that has an unknown history. I read the accident
reports for experimentals and a very significant percentage of the accidents
are not related to the airframe/construction but propulsion.
alternative engines/alternative props and unapproved engine/prop
combination. My only request is please don't increase the insurance rates
for the rest of us.
----- Original Message -----
From: "Sean Stephens" <schmoboy@cox.net>
Subject: Re: RV10-List: Props
> --> RV10-List message posted by: Sean Stephens <schmoboy@cox.net>
>
> I can't seem to find any contact info on the web for a Mr. Downs that does
> propellers.
>
> Can you point us in the right direction?
>
> Thanks,
>
> Sean #40303
>
> GenGrumpy@aol.com wrote:
>> I suggest that you contact Mr. Downs for a quote for you. Let's just say
>> that compared to what the 3 manufactures quoted me at Osh for their new
>> ones, I could probably buy 2 of his.
>> He makes his experimental props with either new or overhauled Hartzel
>> components.
>> Mine will be a 6 year or 2,000 hr hub. In a message dated 9/8/2005
>> 10:27:52 PM Central Standard Time, ddddsp1@juno.com writes:
>>
>> What is CONSIDERABLY cheaper? $2000, $3000?
>
>
>
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