Today's Message Index:
----------------------
1. 04:49 AM - F1069 Skins (terry doe)
2. 05:13 AM - Re: Heated Pitot Gretz mount (Tim Olson)
3. 06:48 AM - Re: Re: Lycoming Engines Copperstate visit (Deems Davis)
4. 07:05 AM - Re: Real time and cost to build? From a new subscriber (Chuck Jensen)
5. 12:06 PM - Re: Re: Lycoming Engines Copperstate visit (Tim Olson)
6. 04:17 PM - Re: wing build sequence questions (Deems Davis)
7. 04:26 PM - Re: wing build sequence questions (Sean Stephens)
8. 05:28 PM - Wing Tips (Larry Rosen)
9. 05:51 PM - Re: Wing Tips (Rick)
10. 05:51 PM - Re: wing build sequence questions (John Hasbrouck)
11. 07:52 PM - Re: Wing order + components (John Jessen)
12. 08:45 PM - Re: Wing order + components (Tim Olson)
13. 09:41 PM - Re: Wing order + components (John Jessen)
Message 1
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Can anyone tell me how they bent the roll in the F1069 fwd side skins
I've tried vans way but the skin thickness wont allow it to roll
Terry 40034
Message 2
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| Subject: | Re: Heated Pitot Gretz mount |
--> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
I just left an extra foot or so of aluminum tubing, with a service loop
in it, right near the mount. Then, after I decided to use it with
flare fittings to connect to the copper pitot tube, I pulled it out thru
the mount, flared it, and now I just have to connect the pitot and stuff
it back in. After hooking it all up, I'm undecided as to what is the
best way to do things....plastic tubing or aluminum. I don't really
see a problem either way, but I find it funny that I went and spent
the small amount of money on a 14' piece of aluminum tubing, when
I could have probably just bought a 25' roll of plastic locally for
cheap and ran that instead. Oh well, it all should work the same
anyway.
Tim
Tim Olson -- RV-10 #40170
DO NOT ARCHIVE
Larry Rosen wrote:
> --> RV10-List message posted by: Larry Rosen <LarryRosen@comcast.net>
>
> What do you do, just center the aluminum tubing in the mount, cut it
> long, and then trim to fit when you install the heated pitot tube?
>
> Larry Rosen
> N205EN (reserved)
>
> Tim Olson wrote:
>
>>
>>
>> 1. You can just install the pitot mount, but you really
>> wouldn't need the pitot itself until after the wing is
>> even closed up...as long as you mount it in an accessible place.
>> I like that 1st or 2nd bay from the tip.
>>
>
Message 3
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| Subject: | Re: RE: Lycoming Engines Copperstate visit |
--> RV10-List message posted by: Deems Davis <deemsdavis@cox.net>
The conversation that I had regarding the price took place with both the
ECI and the Rebuilder present, and while it was the rebuilder who was
'quoting the prices', and he made the usual ' I really shouldn't be
doing this, But... ' comment, the ECI guy just shrugged and during the
converstation gave no indication of any disagreement. When I asked the
specific question regarding Lycoming's recent price increase and the
other rebuiders following suit. The comment was made that ECI doesn't
follow a price to market strategy, that they price their products to
make a fair margin and then stick to it. To back this up, I got a price
sheet from the rebuilder for a rebuilt 540 with ECI Cyl's and a Lyc core
and Crank, for $28K. I think that 's considerably less than what I'll
get from the other guys that are sending quotes using Lyc parts. That
tends to reinforce for me that their pricing will continue to be
advantaged for the experimental market.
Deems Davis # 406
Wing Ribs
http://deemsrv10.com/
Tim Olson wrote:
> --> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
>
> I'm wondering...
>
> With the recent posts talking about the increased prices of Lycomings,
> do you think the price of the ECI Titan Kit engine will actually
> hold still if it's not going to be really delivered much until
> a year from now? It seems to me that the last time I heard estimated
> pricing was before OSH, and before all these others increased.
> Anybody have any really recent estimates from them?
>
>
> Tim Olson -- RV-10 #40170
> DO NOT ARCHIVE
>
>
> Deems Davis wrote:
>
>> --> RV10-List message posted by: Deems Davis <deemsdavis@cox.net>
>>
>> Well: good news,bad news,
>> 1st the bad news, Jan wasn't @ Copperstate, They had a booth but the
>> girl in the booth said he was out of the country. The only person
>> available to ask questions to was an RV 7A Builder with an H6
>> installation who had his plane there (nice!) and has been working w/
>> Jan doing some recent testing (There's a recent blurb on the Egg
>> website). He really wasn't knowledgeable regarding any plans for a-10
>> installation. And neither was anybody else in the booth. It seems
>> their sweet spot is the 4cly Lyc 360 market and for that application
>> I think it's a good fit, it would also be a good fit for anybody that
>> had been thinking about the Continental for the RV-10. After thinking
>> on this some more, not withstanding the benefits of lower cost,
>> reliability(implied), smoothness, newer technology,Mogas etc. I'm
>> uncomfortable with a), a lesser rated HP (240-??). and b). in order
>> to get even that HP they have to spin the engine a lot faster than
>> they do for the 200 hp versions. Close to or @ redline. And then they
>> have to supercharge it. Seems that's pushing the envelope towards an
>> edge that hasn't been proved (in aircraft) yet. It may be that this
>> all proves to be non issues in the future, but I'm looking to get as
>> close to 200mph out of my 10 as I can (just ego). And going to a less
>> powerful platform, that's already pushed towards the upperend of it's
>> performance envelope, isn't where I think I want to be. I'll continue
>> to watch and listen to any developments, but won't be putting the
>> Subie in any critical path on my project plan. If theres an RV-10
>> program in the future @ Egg, then Jan is probably the only person who
>> knows about it. (And the looks of those tow mufflers hanging below
>> the cowl also turns me off)
>> Talked with a couple of other engine builders who were all quoting
>> prices and functions similar to what has been reported on this list.
>> They, are sending quotes and options via snail mail.
>> The good news, (depending on when you need your engine), I spoke with
>> the ECI/Titan folks and they are well into their 540 program and if
>> you can wait til next Sept for your engine, they will be ready with
>> all of the parts, They were partnered with an engine rebuilder from
>> SanAntinio Tx. who was in the booth next to them, and he indicated
>> that he expected the price to be just under 30k. His costs estimates
>> were derived from a combination of 1. what his cost are to build an
>> Titan 360 currently using ECI parts, and 2. What his cost are to
>> rebuild a 540 using the ECI cyl assemblies. That's all new
>> everything. with a stronger case, some improvements where the case
>> and crank mate. That will not include the roller tappet technology
>> that Lyc is now pushing. (heard a RUMOR that its not as rosy as hoped
>> for and the added complexity is taking a toll) I've got some
>> information and a CD that I will need to wade through over the next
>> few days in order to better compare apples to apples, but it
>> certainly sounds interesting, and while the timeline is a bit longer
>> than I'd like, As most projects seem to go that'll probably still end
>> up within my window.
>> I looked for an insurance underwriter or agent to ask Michaels
>> question to, but none were there.
>>
>> Deems Davis # 406
>> Wing Ribs
>> http://deemsrv10.com/
>>
>>
>>
>> Bill and Tami Britton wrote:
>>
>>> --> RV10-List message posted by: "Bill and Tami Britton"
>>> <william@gbta.net>
>>>
>>> Deems, get all the info you can get out of Jan at Copperstate and
>>> please
>>> report back. I've been interested in his engines since I first
>>> found out
>>> about them a couple years back. I was ready to buy one of his 2.5's
>>> when I
>>> was planning on a RV-7, but now that I'm building a -10 I really
>>> hope he can
>>> make the H-6 work. The only thing that still bugs me a little is
>>> the high
>>> RPM's on take off. I know the engines do that all the time in the
>>> cars, but
>>> it just sounds too high. Probably won't be a problem.
>>>
>>> Anyway, please report back if you have time.
>>>
>>> Bill Britton
>>> RV-10 #40137
>>> Elevators in progress
>>> ----- Original Message -----
>>> From: "Deems Davis" <deemsdavis@cox.net>
>>> To: <rv10-list@matronics.com>
>>> Sent: Thursday, October 06, 2005 3:35 PM
>>> Subject: Re: RV10-List: RE: Lycoming Engines
>>>
>>>
>>>
>>>
>>>> --> RV10-List message posted by: Deems Davis <deemsdavis@cox.net>
>>>>
>>>> This is making the Egg/Subie look more and more interesting to me. He'
>>>> going to be @ Copperstate this weekend, and I look forward to hearing
>>>> 1st hand about his plans for the RV-10 installation.
>>>> (I just saw on ANN an AD for Lyc 360 & 540 cranks, maybe this is
>>>> how Lyc
>>>> expects to pay for it)
>>>>
>>>> Deems Davis # 406
>>>> Wing Main Spar
>>>> http://deemsrv10.com/
>>>>
>>>> William Curtis wrote:
>>>>
>>>>
>>>>
>>>>> Yup, they raised the price of the 260HP IO-540 from $38,990 to
>>>>> $42,650, an over $3,600 increase. However they now have an
>>>>> offering of
>>>>> the 250HP O-540 for $37,500. Other than fuel injection, anyone know
>>>>> what else is different between these engines? It would seem you could
>>>>> get the O and add fuel injection for a lot less than $5,150 or FADEC
>>>>> for a little more. I think Ill be looking at the IO-540 clone from
>>>>> Aerosport. Maybe in these days of $5 avgas, they will reconsider the
>>>>> 210HP Continental IO-360.
>>>>>
>>>>>
>>>>>
>>>>>> Back to the engine question. I am getting close to ordering one and
>>>>>>
>>>>>
>>>>>
>>>>> noticed
>>>>>
>>>>>
>>>>>> that Vans prices went up considerably for the IO540. Does anyone
>>>>>> know
>>>>>>
>>>>>
>>>
>>> if
>>>
>>>
>>>>>> this has the new tapped technology?
>>>>>>
>>>>>
>>>>>
>>>>> William Curtis
>>>>> 40237 - wings
>>>>> http://wcurtis.nerv10.com/
>>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 4
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| Subject: | Real time and cost to build? From a new subscriber |
--> RV10-List message posted by: "Chuck Jensen" <cjensen@dts9000.com>
Yea, and on the first date, insinuate her with a 'bucking bar' instead
of a 'fern bar'. That should move the sorting-out process along.
Chuck
Do Not Archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tim Olson
Subject: Re: RV10-List: Real time and cost to build? From a new
subscriber
--> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
Pre-marriage screening for pilots.
"Hey, do you like airplanes?....How'd you like to go for
a flight in a small plane?"
Result:
"Yes, I love airplanes, cool, when can we go....I think we
should go see the mountains" = Marry the chick
"No, them things scare the crap out of me. Can't
we try shuffleboard instead?" = Ditch the witch
;)
Tim Olson -- RV-10 #40170
DO NOT ARCHIVE
Jesse Saint wrote:
> --> RV10-List message posted by: "Jesse Saint" <jesse@itecusa.org>
>
> Wait a second! That's a pretty sick to suggest choosing an airplane
over a
> wife. If you do start getting AIDS, then get rid of the source of the
> problem (the airplane) not the victim of the problem (the wife).
>
> Jesse Saint
> I-TEC, Inc.
> jesse@itecusa.org
> www.itecusa.org
> W: 352-465-4545
> C: 352-427-0285
> F: 815-377-3694
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Rick
> Sent: Saturday, October 08, 2005 12:27 PM
> To: rv10-list@matronics.com
> Subject: RE: RV10-List: Real time and cost to build? From a new
subscriber
>
> --> RV10-List message posted by: Rick <ricksked@earthlink.net>
>
> Randy forgot one last thing,
>
> Get a good divorce lawyer unless you are single or have a great spouse
that
> will totally understand and support you in the process. I highly
suggest
> reading Dan Checkoway's "The married dudes guide to aircraft
building". Link
> is pasted below. I thank my better half on a daily basis for
understanding
> this obsession, which it will become, trust me.
>
> http://www.rvproject.com/wife.html
>
> Rick S.
> 40185
> Fuselage
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
Message 5
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| Subject: | Re: RE: Lycoming Engines Copperstate visit |
--> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
Very very good job, Deems. You were definitely thorough in your
investigation. It's nice to hear that they aren't out to hose
anyone. Should be a great deal for future buyers.
Tim
Tim Olson -- RV-10 #40170
DO NOT ARCHIVE
Deems Davis wrote:
> --> RV10-List message posted by: Deems Davis <deemsdavis@cox.net>
>
> The conversation that I had regarding the price took place with both the
> ECI and the Rebuilder present, and while it was the rebuilder who was
> 'quoting the prices', and he made the usual ' I really shouldn't be
> doing this, But... ' comment, the ECI guy just shrugged and during the
> converstation gave no indication of any disagreement. When I asked the
> specific question regarding Lycoming's recent price increase and the
> other rebuiders following suit. The comment was made that ECI doesn't
> follow a price to market strategy, that they price their products to
> make a fair margin and then stick to it. To back this up, I got a price
> sheet from the rebuilder for a rebuilt 540 with ECI Cyl's and a Lyc core
> and Crank, for $28K. I think that 's considerably less than what I'll
> get from the other guys that are sending quotes using Lyc parts. That
> tends to reinforce for me that their pricing will continue to be
> advantaged for the experimental market.
>
> Deems Davis # 406
> Wing Ribs
> http://deemsrv10.com/
>
> Tim Olson wrote:
>
>> --> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
>>
>> I'm wondering...
>>
>> With the recent posts talking about the increased prices of Lycomings,
>> do you think the price of the ECI Titan Kit engine will actually
>> hold still if it's not going to be really delivered much until
>> a year from now? It seems to me that the last time I heard estimated
>> pricing was before OSH, and before all these others increased.
>> Anybody have any really recent estimates from them?
>>
>>
>> Tim Olson -- RV-10 #40170
>> DO NOT ARCHIVE
>>
>>
>> Deems Davis wrote:
>>
>>> --> RV10-List message posted by: Deems Davis <deemsdavis@cox.net>
>>>
>>> Well: good news,bad news,
>>> 1st the bad news, Jan wasn't @ Copperstate, They had a booth but the
>>> girl in the booth said he was out of the country. The only person
>>> available to ask questions to was an RV 7A Builder with an H6
>>> installation who had his plane there (nice!) and has been working w/
>>> Jan doing some recent testing (There's a recent blurb on the Egg
>>> website). He really wasn't knowledgeable regarding any plans for a-10
>>> installation. And neither was anybody else in the booth. It seems
>>> their sweet spot is the 4cly Lyc 360 market and for that application
>>> I think it's a good fit, it would also be a good fit for anybody that
>>> had been thinking about the Continental for the RV-10. After thinking
>>> on this some more, not withstanding the benefits of lower cost,
>>> reliability(implied), smoothness, newer technology,Mogas etc. I'm
>>> uncomfortable with a), a lesser rated HP (240-??). and b). in order
>>> to get even that HP they have to spin the engine a lot faster than
>>> they do for the 200 hp versions. Close to or @ redline. And then they
>>> have to supercharge it. Seems that's pushing the envelope towards an
>>> edge that hasn't been proved (in aircraft) yet. It may be that this
>>> all proves to be non issues in the future, but I'm looking to get as
>>> close to 200mph out of my 10 as I can (just ego). And going to a less
>>> powerful platform, that's already pushed towards the upperend of it's
>>> performance envelope, isn't where I think I want to be. I'll continue
>>> to watch and listen to any developments, but won't be putting the
>>> Subie in any critical path on my project plan. If theres an RV-10
>>> program in the future @ Egg, then Jan is probably the only person who
>>> knows about it. (And the looks of those tow mufflers hanging below
>>> the cowl also turns me off)
>>> Talked with a couple of other engine builders who were all quoting
>>> prices and functions similar to what has been reported on this list.
>>> They, are sending quotes and options via snail mail.
>>> The good news, (depending on when you need your engine), I spoke with
>>> the ECI/Titan folks and they are well into their 540 program and if
>>> you can wait til next Sept for your engine, they will be ready with
>>> all of the parts, They were partnered with an engine rebuilder from
>>> SanAntinio Tx. who was in the booth next to them, and he indicated
>>> that he expected the price to be just under 30k. His costs estimates
>>> were derived from a combination of 1. what his cost are to build an
>>> Titan 360 currently using ECI parts, and 2. What his cost are to
>>> rebuild a 540 using the ECI cyl assemblies. That's all new
>>> everything. with a stronger case, some improvements where the case
>>> and crank mate. That will not include the roller tappet technology
>>> that Lyc is now pushing. (heard a RUMOR that its not as rosy as hoped
>>> for and the added complexity is taking a toll) I've got some
>>> information and a CD that I will need to wade through over the next
>>> few days in order to better compare apples to apples, but it
>>> certainly sounds interesting, and while the timeline is a bit longer
>>> than I'd like, As most projects seem to go that'll probably still end
>>> up within my window.
>>> I looked for an insurance underwriter or agent to ask Michaels
>>> question to, but none were there.
>>>
>>> Deems Davis # 406
>>> Wing Ribs
>>> http://deemsrv10.com/
>>>
>>>
>>>
>>> Bill and Tami Britton wrote:
>>>
>>>> --> RV10-List message posted by: "Bill and Tami Britton"
>>>> <william@gbta.net>
>>>>
>>>> Deems, get all the info you can get out of Jan at Copperstate and
>>>> please
>>>> report back. I've been interested in his engines since I first
>>>> found out
>>>> about them a couple years back. I was ready to buy one of his 2.5's
>>>> when I
>>>> was planning on a RV-7, but now that I'm building a -10 I really
>>>> hope he can
>>>> make the H-6 work. The only thing that still bugs me a little is
>>>> the high
>>>> RPM's on take off. I know the engines do that all the time in the
>>>> cars, but
>>>> it just sounds too high. Probably won't be a problem.
>>>>
>>>> Anyway, please report back if you have time.
>>>>
>>>> Bill Britton
>>>> RV-10 #40137
>>>> Elevators in progress
>>>> ----- Original Message -----
>>>> From: "Deems Davis" <deemsdavis@cox.net>
>>>> To: <rv10-list@matronics.com>
>>>> Sent: Thursday, October 06, 2005 3:35 PM
>>>> Subject: Re: RV10-List: RE: Lycoming Engines
>>>>
>>>>
>>>>
>>>>
>>>>> --> RV10-List message posted by: Deems Davis <deemsdavis@cox.net>
>>>>>
>>>>> This is making the Egg/Subie look more and more interesting to me. He'
>>>>> going to be @ Copperstate this weekend, and I look forward to hearing
>>>>> 1st hand about his plans for the RV-10 installation.
>>>>> (I just saw on ANN an AD for Lyc 360 & 540 cranks, maybe this is
>>>>> how Lyc
>>>>> expects to pay for it)
>>>>>
>>>>> Deems Davis # 406
>>>>> Wing Main Spar
>>>>> http://deemsrv10.com/
>>>>>
>>>>> William Curtis wrote:
>>>>>
>>>>>
>>>>>
>>>>>> Yup, they raised the price of the 260HP IO-540 from $38,990 to
>>>>>> $42,650, an over $3,600 increase. However they now have an
>>>>>> offering of
>>>>>> the 250HP O-540 for $37,500. Other than fuel injection, anyone know
>>>>>> what else is different between these engines? It would seem you could
>>>>>> get the O and add fuel injection for a lot less than $5,150 or FADEC
>>>>>> for a little more. I think Ill be looking at the IO-540 clone from
>>>>>> Aerosport. Maybe in these days of $5 avgas, they will reconsider the
>>>>>> 210HP Continental IO-360.
>>>>>>
>>>>>>
>>>>>>
>>>>>>> Back to the engine question. I am getting close to ordering one and
>>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>> noticed
>>>>>>
>>>>>>
>>>>>>> that Vans prices went up considerably for the IO540. Does anyone
>>>>>>> know
>>>>>>>
>>>>>>
>>>>>>
>>>>
>>>> if
>>>>
>>>>
>>>>>>> this has the new tapped technology?
>>>>>>>
>>>>>>
>>>>>>
>>>>>>
>>>>>> William Curtis
>>>>>> 40237 - wings
>>>>>> http://wcurtis.nerv10.com/
>>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
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Message 6
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| Subject: | Re: wing build sequence questions |
--> RV10-List message posted by: Deems Davis <deemsdavis@cox.net>
Sean, if I recall correct, you skipped ahead in the wings section and
worked on the tanks, outboard LE and flaps and ailerons, before doing
the ribs and skins. My 'shop' i somewhat limited in size (15'x15') The
size and weight of these spars coupled with the vision of how much room
these will take up when coupled to the skins, makes me think I want to
get all of the other wing assemblies complete 1st and then do the ribs
and skins just before integrating the other components, then I can move
the whole wing assembly to storage when starting on the fuse.
1. Have you encountered any gotcha's in this approach?
2. I also recall a discussion that when you do get to doing the ribs and
skins, that this was a good place (wings, ribs & skins) to apply the
ream,dimple, deburr, cleco and rivet sequence rather than the double
cleco and match drill as per plans, anybody verify that this saved some
time?
Thanks as always
Deems Davis # 406
Wing Ribs / Other?
http://deemsrv10.com/
Message 7
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| Subject: | Re: wing build sequence questions |
--> RV10-List message posted by: Sean Stephens <schmoboy@cox.net>
Yes, I did the main spar section, then skipped ahead and did all the
control surfaces, leading edge, and tanks before doing the main ribs and
top skin.
This allowed me to have ample workspace available without cluttering the
space up with the main wing structure. I am now into the main ribs and
rear spar sections and I am glad I did the other sections first. I have
run into no issues doing it this way and I would recommend it to anyone
that has a small workspace. (I'm doing construction in one side of a two
car garage.)
-Sean #40303 (tanks done!!! working on rear spar)
Deems Davis wrote:
> --> RV10-List message posted by: Deems Davis <deemsdavis@cox.net>
>
>
> Sean, if I recall correct, you skipped ahead in the wings section and
> worked on the tanks, outboard LE and flaps and ailerons, before doing
> the ribs and skins. My 'shop' i somewhat limited in size (15'x15') The
> size and weight of these spars coupled with the vision of how much
> room these will take up when coupled to the skins, makes me think I
> want to get all of the other wing assemblies complete 1st and then do
> the ribs and skins just before integrating the other components, then
> I can move the whole wing assembly to storage when starting on the fuse.
> 1. Have you encountered any gotcha's in this approach?
>
> 2. I also recall a discussion that when you do get to doing the ribs
> and skins, that this was a good place (wings, ribs & skins) to apply
> the ream,dimple, deburr, cleco and rivet sequence rather than the
> double cleco and match drill as per plans, anybody verify that this
> saved some time?
>
> Thanks as always
>
> Deems Davis # 406
> Wing Ribs / Other?
> http://deemsrv10.com/
>
>
Message 8
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|
--> RV10-List message posted by: Larry Rosen <LarryRosen@comcast.net>
Started working on the wing tips tonight. Got to love that fiberglass
work. NOT. And just think I could be building a Lancair. ;-)
Larry Rosen
40356
and covered with fiberglass dust
do not archive
Message 9
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--> RV10-List message posted by: Rick <ricksked@earthlink.net>
Larry,
I totally agree with you, I found that the liquid glove products and a log sleeve
shirt help a lot. I work outside on a temp bench to keep the dust out of the
shop. Use the liquid glove on your hands and your arms under the shirt.
Rick S.
40185
Fuselage
do not archive
Message 10
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| Subject: | Re: wing build sequence questions |
--> RV10-List message posted by: "John Hasbrouck" <jhasbrouck@woh.rr.com>
I second Sean's response. I'm cramped for workspace also and finished the
tanks, leading edges, ailerons, flaps, torque tubes and aileron pushrods
before the main wing. Now top skins are on both wings and I'm comtemplating
the necessary wiring before closing. No gotchas at all with this route.
Did discover some missing parts, however, that weren't on my inventory list
but are in the plans. Minor stuff, but no more than an annoyance since I
didn't need them to move ahead.
John Hasbrouck
#40264
Message 11
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| Subject: | Wing order + components |
--> RV10-List message posted by: "John Jessen" <jjessen@rcn.com>
I don't think I've ever seen a pitot that far out. Is there a reason why
they are in closer? I don't have a clue what that reason might be, given
that it's there to be pressurized. You just don't want to block it.
John Jessen
40328 HS
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Jesse Saint
Subject: RE: RV10-List: Wing order + components
--> RV10-List message posted by: "Jesse Saint" <jesse@itecusa.org>
Nice work. We added the Gretz mount after the wing was finished which was a
fair bit more work. We also just added a heated pitot to replace the Dynon
AOA pitot. Fortunately we were able to fish the heated pitot power wire
through the AOA pitot tube which was not needed anymore. Wiring that thing
up and hooking up the pitot line was a lot of work with the wing closed up
and on the plane.
All this to say, everybody should decide what pitot they are going with
before they finish their wings so they can do something like you did and
make it fairly easy to remove and replace if there is a problem. I really
like Tim's idea of putting it further out the wing where it can be accessed
from the open wingtip. It is a pain working around the aileron controls to
get a the pitot to replace it.
Jesse Saint
I-TEC, Inc.
jesse@itecusa.org
www.itecusa.org
W: 352-465-4545
C: 352-427-0285
F: 815-377-3694
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Rick
Subject: Re: RV10-List: Wing order + components
The Grezt mount is a great product, mine came out perfectly and you get an
appreciation for what it is like to have to lay out a few rivet holes with a
ruler. Heres a shot of mine with Jon Johanson heated pitot.
Rick S.
40185
Fuselage
Message 12
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| Subject: | Re: Wing order + components |
--> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
John,
It's not uncommon, just not what you normally see on some
RV's. You mainly want a non-turbulent, un-inhibited airflow.
Here's a photo of my old plane:
http://www.redcedarlake.net/sundowner/pics/midsize/N2251L0437.html
Certified, and right out at the tip.
Also, consider when you see some jets...a pole off the nose, or
off the side of the fuselage up front by the canopy. It just
needs a good view.
I don't know why they would choose to go in further, but I can
tell you that I'm not comfortable with the tie-down bracket being
only inches away from the standard pitot location...to easy to
get a rope hung on it. Also, it is harder to get the line
run to the pitot because the aileron pushrod runs through that
area. In previous queries for info, Warren Gretz and others
said it should be just fine out there.
Tim
Tim Olson -- RV-10 #40170
DO NOT ARCHIVE
John Jessen wrote:
> --> RV10-List message posted by: "John Jessen" <jjessen@rcn.com>
>
> I don't think I've ever seen a pitot that far out. Is there a reason why
> they are in closer? I don't have a clue what that reason might be, given
> that it's there to be pressurized. You just don't want to block it.
>
> John Jessen
> 40328 HS
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Jesse Saint
> Sent: Saturday, October 08, 2005 10:08 AM
> To: rv10-list@matronics.com
> Subject: RE: RV10-List: Wing order + components
>
> --> RV10-List message posted by: "Jesse Saint" <jesse@itecusa.org>
>
> Nice work. We added the Gretz mount after the wing was finished which was a
> fair bit more work. We also just added a heated pitot to replace the Dynon
> AOA pitot. Fortunately we were able to fish the heated pitot power wire
> through the AOA pitot tube which was not needed anymore. Wiring that thing
> up and hooking up the pitot line was a lot of work with the wing closed up
> and on the plane.
>
> All this to say, everybody should decide what pitot they are going with
> before they finish their wings so they can do something like you did and
> make it fairly easy to remove and replace if there is a problem. I really
> like Tim's idea of putting it further out the wing where it can be accessed
> from the open wingtip. It is a pain working around the aileron controls to
> get a the pitot to replace it.
>
> Jesse Saint
> I-TEC, Inc.
> jesse@itecusa.org
> www.itecusa.org
> W: 352-465-4545
> C: 352-427-0285
> F: 815-377-3694
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Rick
> Sent: Saturday, October 08, 2005 12:36 PM
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: Wing order + components
>
> The Grezt mount is a great product, mine came out perfectly and you get an
> appreciation for what it is like to have to lay out a few rivet holes with a
> ruler. Heres a shot of mine with Jon Johanson heated pitot.
>
> Rick S.
> 40185
> Fuselage
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
Message 13
| INDEX | Back to Main INDEX |
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| Subject: | Wing order + components |
--> RV10-List message posted by: "John Jessen" <jjessen@rcn.com>
Tim, I agree, but the planes I've flown all seem to have it more towards the
wing root (Katana's, 172, 182, 206, Cherokees) and it got me wondering if
there could be any placement issue other than getting a good look at the
onrushing air. Could there be an icing issue? If it's out in the freezing
wet breeze, it's going to be in a position to ice up no matter where it is
located, I would think. I really cannot think of a reason why one should
not put it out near the wing tip.
Thanks,
do not archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Tim Olson
Subject: Re: RV10-List: Wing order + components
--> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
John,
It's not uncommon, just not what you normally see on some RV's. You mainly
want a non-turbulent, un-inhibited airflow.
Here's a photo of my old plane:
http://www.redcedarlake.net/sundowner/pics/midsize/N2251L0437.html
Certified, and right out at the tip.
Also, consider when you see some jets...a pole off the nose, or off the side
of the fuselage up front by the canopy. It just needs a good view.
I don't know why they would choose to go in further, but I can tell you that
I'm not comfortable with the tie-down bracket being only inches away from
the standard pitot location...to easy to get a rope hung on it. Also, it is
harder to get the line run to the pitot because the aileron pushrod runs
through that area. In previous queries for info, Warren Gretz and others
said it should be just fine out there.
Tim
Tim Olson -- RV-10 #40170
DO NOT ARCHIVE
John Jessen wrote:
> --> RV10-List message posted by: "John Jessen" <jjessen@rcn.com>
>
> I don't think I've ever seen a pitot that far out. Is there a reason
> why they are in closer? I don't have a clue what that reason might be,
given
> that it's there to be pressurized. You just don't want to block it.
>
> John Jessen
> 40328 HS
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Jesse Saint
> Sent: Saturday, October 08, 2005 10:08 AM
> To: rv10-list@matronics.com
> Subject: RE: RV10-List: Wing order + components
>
> --> RV10-List message posted by: "Jesse Saint" <jesse@itecusa.org>
>
> Nice work. We added the Gretz mount after the wing was finished which
> was a fair bit more work. We also just added a heated pitot to
> replace the Dynon AOA pitot. Fortunately we were able to fish the
> heated pitot power wire through the AOA pitot tube which was not
> needed anymore. Wiring that thing up and hooking up the pitot line
> was a lot of work with the wing closed up and on the plane.
>
> All this to say, everybody should decide what pitot they are going
> with before they finish their wings so they can do something like you
> did and make it fairly easy to remove and replace if there is a
> problem. I really like Tim's idea of putting it further out the wing
> where it can be accessed from the open wingtip. It is a pain working
> around the aileron controls to get a the pitot to replace it.
>
> Jesse Saint
> I-TEC, Inc.
> jesse@itecusa.org
> www.itecusa.org
> W: 352-465-4545
> C: 352-427-0285
> F: 815-377-3694
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Rick
> Sent: Saturday, October 08, 2005 12:36 PM
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: Wing order + components
>
> The Grezt mount is a great product, mine came out perfectly and you
> get an appreciation for what it is like to have to lay out a few rivet
> holes with a ruler. Heres a shot of mine with Jon Johanson heated pitot.
>
> Rick S.
> 40185
> Fuselage
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
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