Today's Message Index:
----------------------
1. 12:01 AM - Pneumatic squeezer (Michael Wellenzohn)
2. 12:36 AM - Re: Pneumatic squeezer (PJ Seipel)
3. 05:56 AM - Re: Pneumatic squeezer (LIKE2LOOP@aol.com)
4. 07:10 AM - Re: Pneumatic squeezer (Mike Lauritsen - Work)
5. 08:35 AM - Fuel Valve Extension (Conti, Rick)
6. 09:11 AM - Re: Fuel Valve Extension (Tim Olson)
7. 02:26 PM - fire supression (David McNeill)
8. 04:21 PM - Re: Aileron Pushrod Assemblies (McGANN, Ron)
9. 05:03 PM - Re: Performance numbers at highter alt. (Randy DeBauw)
10. 05:39 PM - Tank Baffle Orientation (Jeff Carpenter)
11. 06:04 PM - Off Field Landing (Robin Marks)
12. 06:10 PM - Re: Tank Baffle Orientation (Rick)
13. 06:14 PM - Re: Aileron Pushrod Assemblies (Rick)
14. 06:16 PM - Mag harness (Marcus Cooper)
15. 06:28 PM - Re: Off Field Landing (John W. Cox)
16. 06:35 PM - Re: Mag harness (Rob Kermanj)
17. 06:42 PM - Re: Mag harness (Marcus Cooper)
18. 07:00 PM - Re: Off Field Landing (David McNeill)
19. 07:14 PM - Re: Tank Baffle Orientation (Jesse Saint)
20. 07:39 PM - Re: Aileron Pushrod Assemblies (John Dunne)
21. 08:04 PM - [ Richard Dudley ] : New Email List Photo Share Available! (Email List Photo Shares)
22. 08:15 PM - Re: Mag harness (Tim Olson)
23. 09:54 PM - Re: Aileron Pushrod Assemblies (Eric Panning)
24. 10:19 PM - Re: Off Field Landing (Eric Panning)
25. 10:22 PM - Re: Performance numbers at highter alt. (Eric Panning)
26. 11:05 PM - Re: Off Field Landing (Ben Westfall)
Message 1
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| Subject: | Pneumatic squeezer |
--> RV10-List message posted by: "Michael Wellenzohn" <michael@wellenzohn.net>
Hello everybody, after having solved my priming issue I started to hit my
first rivets and it worked out pretty good. I still have one issue. I tried
to use the pneumatic squeezer to squeeze the rivets AD4-7 but it didn't
work. The squeezer didn't seem to have enough power although I set the
pressure to 8 bar. Anybody any idea why it's not working?
Michael Wellenzohn
#40511 (VS)
Zurich,Switzerland
michael@wellenzohn.net
www.wellenzohn.net
Message 2
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| Subject: | Re: Pneumatic squeezer |
--> RV10-List message posted by: PJ Seipel <seipel@seznam.cz>
You have the dies too close together, and the cam inside the squeezer
can't get over center. The squeezer develops all of its force in the
last 1/8" or so of travel. If you're using an adjustable set, back it
off some. If you're using washers, take one or two out.
PJ
RV-10 #40032
Michael Wellenzohn wrote:
> --> RV10-List message posted by: "Michael Wellenzohn" <michael@wellenzohn.net>
>
> Hello everybody, after having solved my priming issue I started to hit my
> first rivets and it worked out pretty good. I still have one issue. I tried
> to use the pneumatic squeezer to squeeze the rivets AD4-7 but it didn't
> work. The squeezer didn't seem to have enough power although I set the
> pressure to 8 bar. Anybody any idea why it's not working?
>
>
> Michael Wellenzohn
> #40511 (VS)
> Zurich,Switzerland
> michael@wellenzohn.net
> www.wellenzohn.net
>
>
>
>
>
>
>
>
Message 3
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| Subject: | Re: Pneumatic squeezer |
In a message dated 5/8/2006 3:02:28 AM Eastern Standard Time,
michael@wellenzohn.net writes:
The squeezer didn't seem to have enough power although I set the
pressure to 8 bar. Anybody any idea why it's not working?
The squeezer has its most power at the end of the stroke. If it hits the
rivet too soon, it wont compress. Try on a scrap piece and open the gap up
on the squezer... and make small incremental changes until it works,..... then
rivet away. I remember a few places where i set a bunch of rivets and then
reset the depth and re-squeezed to get the shop head to the right size... very
easy second hit, as the rivet is not able to move.
Steve
Message 4
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| Subject: | Pneumatic squeezer |
The other replies are correct... The following table is a good starting
place. It says hand squeezer but applies to both hand and pneumatic.
If
the list won't pass the table it can be found here:
http://www.cleavelandtool.com/instructions/squeezer_setup_table.html
Table Shows Mathematically Derived Gap Between Squeezer Sets for Various
Rivet Sizes
-3 Rivet Length
-3.5 Rivet Length
-4 Rivet Length
-4.5 Rivet Length
-5 Rivet Length
-6 Rivet Length
-7 Rivet Length
3/32" Diameter Rivet
3/32"
1/8"
5/32"
3/16"
7/32"
9/32"
11/32"
1/8" Diameter Rivet
1/16"
3/32"
1/8"
5/32"
3/16"
1/4"
5/16"
The "Gap" referred to is the distance between the flat or cup sets when
the
handle is fully closed on the hand squeezer, and when the trigger is
fully
depressed on the pneumatic squeezer. These measurements are just a
place to
start and will vary with the exact material thickness, the flex of the
squeezer yoke, mounting pins, internal part loading, and compression of
the
sets in the yoke and ram. If you start with these measurements you can
measure the finished rivet with the rivet gauge, and adjust to fine
tune.
Mike Lauritsen
Cleaveland Aircraft Tool
2225 First St.
Boone, Iowa 50036
515-432-6794
mike@cleavelandtool.com
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Michael
Wellenzohn
Sent: Monday, May 08, 2006 1:57 AM
Subject: RV10-List: Pneumatic squeezer
--> RV10-List message posted by: "Michael Wellenzohn"
<michael@wellenzohn.net>
Hello everybody, after having solved my priming issue I started to hit
my
first rivets and it worked out pretty good. I still have one issue. I
tried
to use the pneumatic squeezer to squeeze the rivets AD4-7 but it didn't
work. The squeezer didn't seem to have enough power although I set the
pressure to 8 bar. Anybody any idea why it's not working?
Michael Wellenzohn
#40511 (VS)
Zurich,Switzerland
michael@wellenzohn.net
www.wellenzohn.net
=
=
=
=
Message 5
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| Subject: | Fuel Valve Extension |
--> RV10-List message posted by: "Conti, Rick" <rick.conti@boeing.com>
Tim Olsen,
I believe it was you who extended the fuel value stem to allow lowering
the unit. Can you provide some info on the extension?
Thank You
Rick Conti
Senior Engineering Manager
The Boeing Company
office: 703 - 414 - 6141
blackberry: 571 - 215 - 6134
Message 6
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| Subject: | Re: Fuel Valve Extension |
--> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
Well, I was one of the early ones, or maybe the first...not sure,
but it's gained a following... ;)
Everyone I know of who's doing this is using the Andair valve,
for which you can order a valve handle extension rod. You also
get a different valve handle and bezel kit for use with the
extension. In addition, depending on how you locate the
valve, you may want the coupler or universal joint, but
in my install I didn't use them. There are also a few
misc. fitting changes you can do to further make the whole
change, but that is on my site.
You may wish to check with Neal George for the extensions
if he has them in stock.
Home - 334-262-8993
Cell - 334-546-2033
neal@appaero.com
If not, you can get them from Andair
http://www.andair.co.uk/system/index.html directly. Don't bother
trying to call them as it's hard to get a hold of them. Just
place the order via the web, but it may take a few weeks
to get.
Tim
Tim Olson - RV-10 N104CD - Flying
do not archive
Conti, Rick wrote:
> --> RV10-List message posted by: "Conti, Rick" <rick.conti@boeing.com>
>
> Tim Olsen,
>
> I believe it was you who extended the fuel value stem to allow lowering
> the unit. Can you provide some info on the extension?
>
> Thank You
> Rick Conti
> Senior Engineering Manager
> The Boeing Company
> office: 703 - 414 - 6141
> blackberry: 571 - 215 - 6134
>
>
Message 7
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Cc: <claude.r.burgin@boeing.com>
Aileron Pushrod AssembliesHere is a picture of my system. lines will go
though the firewall and be split between the air intake and the top of
the engine; possibly a third line will go into the tunnel.
Message 8
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| Subject: | Aileron Pushrod Assemblies |
All,
For those yet to hit this point, response from Vans:
"Current DWG 39-5 (Rev 1) shows 1064 13 1/8 for hex rod and overall
length 14 7/8. F-1065 is hex rod: 20 1/2 and overall: 22 5/8.
There are no sleeves, just rod-end bearings and jam nuts.
If these lengths of pushrod are in your kit, I would expect DWG 39-5 to
show this. Check to see if you have revision 1."
I have rev 0 of the plans. Checked Vans website and there is no rev 1
in the "Service Information/Revisions" Section. Does anyone have a list
of the CURRENT drawings by any chance? I wonder how many other drawings
are out of date (a good chunk of Sections 26 and 29 I bet!)
Ron
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com]On Behalf Of Larry Rosen
Sent: Monday, 8 May 2006 10:31 AM
Subject: Re: RV10-List: Aileron Pushrod Assemblies
--> RV10-List message posted by: Larry Rosen <LarryRosen@comcast.net>
I actually got one rod 12 5/8" and one 13 1/16", so I called Vans. They
said they were changing to the longer rod and eliminating the sleeves.
Just put them together with out the sleeves.
Larry Rosen
#356
McGANN, Ron wrote:
>
> Howdy all,
>
> I was working the aileron pushrod assemblies yesterday. Figure 2 of
> 39-2 indicates an F-1064 length of 12 5/8". The supplied F-1064 in my
> kit is 13 1/16" (for both pushrods). Interestingly, the supplied
> F-1065 is 20 1/2", the same as called for in the plans.
>
> When the 30 1/16" F-1064s are used with the 1/2" pushrod sleeves, the
> total assembly length comes in at 15 1/2", well over the 14 7/8"
> called for in the plans. If the two pushrod sleeves are removed, the
> assembly can easily be adjusted to 14 7/8". Photos attached.
>
> Obvious solution is to trim the F-1064s to the correct length. But
> these are pre drilled and threaded and trimming will also remove some
> of the thread. I don't know whether there will be sufficient thread
> depth if trimmed. The other option is to halve the size of the
> sleeves, or exclude them all together.
>
> Pictures on other web sites (eg Tim O.'s) have the collars included.
> If the F-1064 length is maintained at 13 1/16", why are the collars
> required? Have others experienced this problem?
>
> as always, thanks in advance
>
> Ron
> 187 fuse.
>
>
=
=
=
=
Message 9
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| Subject: | Performance numbers at highter alt. |
The 198 mph number on my plane was before I found the rigging problem.
After running the numbers Ken Kruger recommended that I check the
rigging. On the way home from Oshkosh I found that the Ailerons were
3/8" of an inch down from the flaps. I must not of had the flaps all of
the way up when I set the Ailerons to match. I have not rerun the
flight test to get a more accurate number. Randy
________________________________
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Verizon
Sent: Thursday, May 04, 2006 11:17 AM
Subject: Re: RV10-List: Performance numbers at highter alt.
Randy;
I saw this report about props somewhere in my researching the RV-10 to
death. Seeing your plane was compared to Vic Syracuse and the company
plane, wondering if you could expand on this report, how valid is it?
Didn't see anything in the archives that covered if it did, please let
me know where to look as I find the 11mph loss of the MT prop on Vic's
plane compared to the 2 blade rather interesting.
Thanks!
Pascal
----- Original Message -----
From: Randy DeBauw <mailto:Randy@abros.com>
To: rv10-list@matronics.com
Sent: Sunday, April 30, 2006 10:35 AM
Subject: RV10-List: Performance numbers at highter alt.
10.500 alt
20.6 mp
2300 rpm
12.4 gph
136 ind
162 adj
159 gs
10,520 alt.
11,390 density alt Dynon
136kts ind
160 kts adj.
155 kts gs.
12.2 gph
62% power
13,500
13,610 adj dynon
11.3 gph
18.3 mp
2300 rpm
130 kts ind.
162 kts adj
12 gph
151 kts gs (headwind)
Randy N610RV
Message 10
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| Subject: | Tank Baffle Orientation |
--> RV10-List message posted by: Jeff Carpenter <jeff@westcottpress.com>
The lower flange of the tank baffle has two closely spaced holes at
the center that match up with two closely spaced holes on the bottom
of the tank skin. I've managed to assemble and drill the tank baffle
to the ribs, Attach Z's and skin with the two closely spaced holes of
the baffle facing up instead of down. This is the only asymmetrical
aspect of the baffle orientation that I can see.
It seems that the solution is to drill out the 2nd holes and put in
an extra rivet. Does anyone see a problem with this?
Jeff Carpenter
40304
N410CF
Message 11
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| Subject: | Off Field Landing |
Does anyone have information about an off field landing of an RV-10 in
the west about 2 weeks ago? I heard from a local pilot that a -10 that
had recently visited SBP (San Luis Obispo) then later in the week made a
forced landing due to engine failure. The local pilot had strong
feelings that the failure was related to fuel vapor lock.
I am sorry for the sketchy information but it would be of benefit to
learn the particulars.
Robin
RV-6A 300 hours
RV-10 Tail Feathers
Message 12
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| Subject: | Re: Tank Baffle Orientation |
--> RV10-List message posted by: Rick <ricksked@earthlink.net>
Jeff,
That extra hole determines the top of the baffle, look at your skins and you will
see that there are two holes close to each other on one side of the skin about
midway and not the other side of the skin. Make sure you get the baffle in
the right orientation or you will match drill an extra hole where you don't need
one....ask me how I know.
Rick S.
40185
Fuse/finishing
Message 13
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| Subject: | Aileron Pushrod Assemblies |
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resend the email using Plain Text formatting.
HOTMAIL is notorious for only including an HTML section
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Message 14
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--> RV10-List message posted by: "Marcus Cooper" <coop85@bellsouth.net>
This is probably going to fall under the "stupid question" category, but I
have a Slick Magneto and the wiring harness came separately. There doesn't
seem to be any key or marking showing what direction it should be mounted,
although it could be I just can't see it due to the proximity to the
firewall. My obvious choice was to put the "LH" label on the outside. Any
other suggestions.
Thanks,
Marcus
Fuselage going to the hanger soon, wiring almost complete
Message 15
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| Subject: | Off Field Landing |
James Rore (N728DD), Albert Cook (N329BC), Leroy Williams (N231LD), Ed
McGinty (N770BD), Mark Christiansen (N104ML), Doug Petersen (N410DP), or
Randy DeBauw (N610RV) would be the seven logicals on the West Coast
(from the builder names in my database). Sounds like Randy is fine.
Mark are you out there?
John - KUAO
Do not Archive
________________________________
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Robin Marks
Sent: Monday, May 08, 2006 6:03 PM
Subject: RV10-List: Off Field Landing
Does anyone have information about an off field landing of an RV-10 in
the west about 2 weeks ago? I heard from a local pilot that a -10 that
had recently visited SBP (San Luis Obispo) then later in the week made a
forced landing due to engine failure. The local pilot had strong
feelings that the failure was related to fuel vapor lock.
I am sorry for the sketchy information but it would be of benefit to
learn the particulars.
Robin
RV-6A 300 hours
RV-10 Tail Feathers
Message 16
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--> RV10-List message posted by: "Rob Kermanj" <flysrv10@gmail.com>
I believe that there is only one way that the harness will fit the
back of the mags. Look carefully and you might be able to match the
screw pattern and back of the mag with the aid of a mirror.
Do not archive.
On 5/8/06, Marcus Cooper <coop85@bellsouth.net> wrote:
> --> RV10-List message posted by: "Marcus Cooper" <coop85@bellsouth.net>
>
> This is probably going to fall under the "stupid question" category, but I
> have a Slick Magneto and the wiring harness came separately. There doesn't
> seem to be any key or marking showing what direction it should be mounted,
> although it could be I just can't see it due to the proximity to the
> firewall. My obvious choice was to put the "LH" label on the outside. Any
> other suggestions.
>
> Thanks,
> Marcus
> Fuselage going to the hanger soon, wiring almost complete
>
>
Message 17
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--> RV10-List message posted by: "Marcus Cooper" <coop85@bellsouth.net>
Thanks, I figured it would be something like that but the screw pattern
SEEMED symmetrical. I'll take a closer look.
Marcus
Do not archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Rob Kermanj
Sent: Monday, May 08, 2006 9:34 PM
Subject: Re: RV10-List: Mag harness
--> RV10-List message posted by: "Rob Kermanj" <flysrv10@gmail.com>
I believe that there is only one way that the harness will fit the
back of the mags. Look carefully and you might be able to match the
screw pattern and back of the mag with the aid of a mirror.
Do not archive.
On 5/8/06, Marcus Cooper <coop85@bellsouth.net> wrote:
> --> RV10-List message posted by: "Marcus Cooper" <coop85@bellsouth.net>
>
> This is probably going to fall under the "stupid question" category, but I
> have a Slick Magneto and the wiring harness came separately. There
doesn't
> seem to be any key or marking showing what direction it should be mounted,
> although it could be I just can't see it due to the proximity to the
> firewall. My obvious choice was to put the "LH" label on the outside.
Any
> other suggestions.
>
> Thanks,
> Marcus
> Fuselage going to the hanger soon, wiring almost complete
>
>
Message 18
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| Subject: | Re: Off Field Landing |
I just ran the NTSB stats for the last two months. About 25
accidents/incidents for homebuilts but no RV10s.
----- Original Message -----
From: John W. Cox
To: rv10-list@matronics.com
Sent: Monday, May 08, 2006 6:27 PM
Subject: RE: RV10-List: Off Field Landing
James Rore (N728DD), Albert Cook (N329BC), Leroy Williams (N231LD), Ed
McGinty (N770BD), Mark Christiansen (N104ML), Doug Petersen (N410DP), or
Randy DeBauw (N610RV) would be the seven logicals on the West Coast
(from the builder names in my database). Sounds like Randy is fine.
Mark are you out there?
John - KUAO
Do not Archive
-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Robin Marks
Sent: Monday, May 08, 2006 6:03 PM
To: rv10-list@matronics.com
Subject: RV10-List: Off Field Landing
Does anyone have information about an off field landing of an RV-10 in
the west about 2 weeks ago? I heard from a local pilot that a -10 that
had recently visited SBP (San Luis Obispo) then later in the week made a
forced landing due to engine failure. The local pilot had strong
feelings that the failure was related to fuel vapor lock.
I am sorry for the sketchy information but it would be of benefit to
learn the particulars.
Robin
RV-6A 300 hours
RV-10 Tail Feathers
Message 19
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| Subject: | Tank Baffle Orientation |
--> RV10-List message posted by: "Jesse Saint" <jesse@itecusa.org>
We put it in wrong to start with, but then realized the error and flipped
it, drilled the extra hole in the side that didn't need it, and riveted it
correctly as it should have been. The plans don't say anything about that
orientation and I couldn't see any difference, but just to be safe, we
riveted it the way it should have been based on the holes and now have an
extra rivet on the other side.
Do not archive.
Jesse Saint
I-TEC, Inc.
jesse@itecusa.org
www.itecusa.org
352-465-4545
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Jeff Carpenter
Sent: Monday, May 08, 2006 7:37 PM
Subject: RV10-List: Tank Baffle Orientation
--> RV10-List message posted by: Jeff Carpenter <jeff@westcottpress.com>
The lower flange of the tank baffle has two closely spaced holes at
the center that match up with two closely spaced holes on the bottom
of the tank skin. I've managed to assemble and drill the tank baffle
to the ribs, Attach Z's and skin with the two closely spaced holes of
the baffle facing up instead of down. This is the only asymmetrical
aspect of the baffle orientation that I can see.
It seems that the solution is to drill out the 2nd holes and put in
an extra rivet. Does anyone see a problem with this?
Jeff Carpenter
40304
N410CF
--
--
Message 20
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| Subject: | Re: Aileron Pushrod Assemblies |
RE: RV10-List: Aileron Pushrod AssembliesRon,
My plans are marked 39-5 Rev 1.
As for sections 26 thru 29 revs as per the Vans web listing.
John
40315
----- Original Message -----
From: McGANN, Ron
To: rv10-list@matronics.com
Sent: Tuesday, May 09, 2006 9:19 AM
Subject: RE: RV10-List: Aileron Pushrod Assemblies
All,
For those yet to hit this point, response from Vans:
"Current DWG 39-5 (Rev 1) shows 1064 13 1/8 for hex rod and overall
length 14 7/8. F-1065 is hex rod: 20 1/2 and overall: 22 5/8.
There are no sleeves, just rod-end bearings and jam nuts.
If these lengths of pushrod are in your kit, I would expect DWG 39-5
to show this. Check to see if you have revision 1."
I have rev 0 of the plans. Checked Vans website and there is no rev 1
in the "Service Information/Revisions" Section. Does anyone have a list
of the CURRENT drawings by any chance? I wonder how many other drawings
are out of date (a good chunk of Sections 26 and 29 I bet!)
Ron
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com]On Behalf Of Larry Rosen
Sent: Monday, 8 May 2006 10:31 AM
To: rv10-list@matronics.com
Subject: Re: RV10-List: Aileron Pushrod Assemblies
--> RV10-List message posted by: Larry Rosen <LarryRosen@comcast.net>
I actually got one rod 12 5/8" and one 13 1/16", so I called Vans.
They
said they were changing to the longer rod and eliminating the sleeves.
Just put them together with out the sleeves.
Larry Rosen
#356
McGANN, Ron wrote:
>
> Howdy all,
>
> I was working the aileron pushrod assemblies yesterday. Figure 2 of
> 39-2 indicates an F-1064 length of 12 5/8". The supplied F-1064 in
my
> kit is 13 1/16" (for both pushrods). Interestingly, the supplied
> F-1065 is 20 1/2", the same as called for in the plans.
>
> When the 30 1/16" F-1064s are used with the 1/2" pushrod sleeves,
the
> total assembly length comes in at 15 1/2", well over the 14 7/8"
> called for in the plans. If the two pushrod sleeves are removed,
the
> assembly can easily be adjusted to 14 7/8". Photos attached.
>
> Obvious solution is to trim the F-1064s to the correct length. But
> these are pre drilled and threaded and trimming will also remove
some
> of the thread. I don't know whether there will be sufficient thread
> depth if trimmed. The other option is to halve the size of the
> sleeves, or exclude them all together.
>
> Pictures on other web sites (eg Tim O.'s) have the collars included.
> If the F-1064 length is maintained at 13 1/16", why are the collars
> required? Have others experienced this problem?
>
> as always, thanks in advance
>
> Ron
> 187 fuse.
>
>
>
>
>
>
>
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Message 21
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| Subject: | [ Richard Dudley ] : New Email List Photo Share Available! |
--> RV10-List message posted by: Email List Photo Shares <pictures@matronics.com>
A new Email List Photo Share is available:
Poster: Richard Dudley <rhdudley1@bellsouth.net>
Lists: AeroElectric-List,RV3-List,RV4-List,RV6-List,RV7-List,RV8-List,RV9-List,RV10-List,RV-List
Subject: Groundpower jack
http://www.matronics.com/photoshare/rhdudley1@bellsouth.net.05.08.2006/index.html
o Main Photo Share Index
http://www.matronics.com/photoshare
o Submitting a Photo Share
If you wish to submit a Photo Share of your own, please include the
following information along with your email message and files:
1) Email List or Lists that they are related to:
2) Your Full Name:
3) Your Email Address:
4) One line Subject description:
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6) One-line Description of each photo or file:
Email the information above and your files and photos to:
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Message 22
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--> RV10-List message posted by: Tim Olson <Tim@MyRV10.com>
Marcus,
Rob's right, there's definitely only one way that will properly fit.
Other orientations look close, but none will be just right except
for the one. It is definitely very hard to see from the angles you're
able to get to look.
Tim Olson - RV-10 N104CD - Flying
do not archive
Marcus Cooper wrote:
> --> RV10-List message posted by: "Marcus Cooper" <coop85@bellsouth.net>
>
> Thanks, I figured it would be something like that but the screw pattern
> SEEMED symmetrical. I'll take a closer look.
>
> Marcus
> Do not archive
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Rob Kermanj
> Sent: Monday, May 08, 2006 9:34 PM
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: Mag harness
>
> --> RV10-List message posted by: "Rob Kermanj" <flysrv10@gmail.com>
>
> I believe that there is only one way that the harness will fit the
> back of the mags. Look carefully and you might be able to match the
> screw pattern and back of the mag with the aid of a mirror.
>
> Do not archive.
>
> On 5/8/06, Marcus Cooper <coop85@bellsouth.net> wrote:
>> --> RV10-List message posted by: "Marcus Cooper" <coop85@bellsouth.net>
>>
>> This is probably going to fall under the "stupid question" category, but I
>> have a Slick Magneto and the wiring harness came separately. There
> doesn't
>> seem to be any key or marking showing what direction it should be mounted,
>> although it could be I just can't see it due to the proximity to the
>> firewall. My obvious choice was to put the "LH" label on the outside.
> Any
>> other suggestions.
>>
>> Thanks,
>> Marcus
>> Fuselage going to the hanger soon, wiring almost complete
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
Message 23
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| Subject: | Aileron Pushrod Assemblies |
--> RV10-List message posted by: Eric Panning <ericmpmail-rv10@yahoo.com>
The next "challenge" you will find is when aileron
pushrods get installed onto the wing. I suspect that
everyone without a teardrop shaped aperture on the
rear spar will be doing some grinding soon... The
point of the "drop" goes a little into the hinge
itself. You can mount it up and see the clearance
issue right away with the retangular hole that came
stock from Van's. Randy had to widen. I will on kit
40150. Factory plane also has this cut out to a tear
drop shape to prevent rubbing/binding. I snapped a pic
of this awhile ago on the factory plane.
Not sure why this is not a revision from Van's.
Perhaps it has changed on kits beyond mine? I pointed
it out here about 2-3 months ago when I was worried
about the range of travel for autopilots and worked
with Randy to get the numbers for his.
Make sure you have full range of travel without any
rubbing or binding. To check full range to need wings
linked or measure angles. There is only one hard stop
for travel per wing (together they are full stops)
Eric
--- Rick <ricksked@earthlink.net> wrote:
---------------------------------
--> RV10-List message posted by: Rick Ron,
I love when you get to the next step the day before
me!!! :) My 1064 rods are 13-1/8" if I went off the
plans I would have had to cut them to 12-5/8" and use
bushings. Thanks to your post...I don't have to make
the bushings or cut the rods!!!! Thanks Mate!!! This
time you saved me!!
One more Shrimp on the Barbie I owe ya!!
Rick S.
40185
Fuse/Finishing
Message 24
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| Subject: | Re: Off Field Landing |
--> RV10-List message posted by: Eric Panning <ericmpmail-rv10@yahoo.com>
Might not have been reported.
Even if it did not happen, or was not fuel system
related it is worth mentioning that it is shaping up
to be a hot summer.
As was discussed earlier - autofuel has higher vapor
pressure but even 100LL can run into problems. High
alt, high temp (+ a hot tunnel) can contribute. I
believe the Eggenfellner crowd discovered one weakness
of pumps is they will not pump vapor... One of the
reasons I'm considering a return line to the tank (New
ECi systems requires this). More flow of "cool" fuel
and an outlet for vapor.
Perhaps someone has or could build a table of fuel
temp, altitude and risk of vapor lock? anyone measure
fuel temps at the pump or ? I think the conclusion of
the Egg crowd was to minimize any obstructions before
the pump inlet (as this is usually at an even lower
pressure). They also added a bypass line to the fuel
rail to allow some fuel (or vapor) to bypass the
regulator. Weakness of an auto regulator is it will
hold vapor just as well as fuel at line pressure....
Car's solved this problem years ago - they put the
high pressure pump in the gas tank and also use a
check valve to maintain line pressure. This keeps line
pressurized even with high vapor pressure winter mix
in hot climates.
Petersen (sp?) has a number of STC's for GA auto fuel
and some systems don't qualify as the stock system is
judged marginal with 100LL. My cherokee 180 fits this
description. I recall if vapor lock is suspected the
recovery is to apply > 75% power, full rich, with cowl
vents open, etc. and level flight or decent as able,
etc. Idea is to get more "cool" fuel from the tank to
an engine set up for a configuration that has max air
cooling. Pulling power might makes things worse as
line pressure drops. Stock RV-10 config is low
pressure to the engine pump with a back up electric
(in a hot tunnel for some people)
There is a fuel temp where safe flight is not possible
- it would be good for the RV-10 crowd to work out
what that is and make sure there is a comfortable
margin.
Eric (40150)
--- David McNeill <dlm46007@cox.net> wrote:
> I just ran the NTSB stats for the last two months.
> About 25 accidents/incidents for homebuilts but no
> RV10s.
> ----- Original Message -----
> From: John W. Cox
> To: rv10-list@matronics.com
> Sent: Monday, May 08, 2006 6:27 PM
> Subject: RE: RV10-List: Off Field Landing
>
>
> James Rore (N728DD), Albert Cook (N329BC), Leroy
> Williams (N231LD), Ed McGinty (N770BD), Mark
> Christiansen (N104ML), Doug Petersen (N410DP), or
> Randy DeBauw (N610RV) would be the seven logicals on
> the West Coast (from the builder names in my
> database). Sounds like Randy is fine. Mark are you
> out there?
>
>
>
> John - KUAO
>
> Do not Archive
>
>
>
>
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On
> Behalf Of Robin Marks
> Sent: Monday, May 08, 2006 6:03 PM
> To: rv10-list@matronics.com
> Subject: RV10-List: Off Field Landing
>
>
>
> Does anyone have information about an off field
> landing of an RV-10 in the west about 2 weeks ago? I
> heard from a local pilot that a -10 that had
> recently visited SBP (San Luis Obispo) then later in
> the week made a forced landing due to engine
> failure. The local pilot had strong feelings that
> the failure was related to fuel vapor lock.
>
> I am sorry for the sketchy information but it
> would be of benefit to learn the particulars.
>
>
>
> Robin
>
> RV-6A 300 hours
>
> RV-10 Tail Feathers
>
>
>
Message 25
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| Subject: | Performance numbers at highter alt. |
--> RV10-List message posted by: Eric Panning <ericmpmail-rv10@yahoo.com>
I thought at one point the RV-10 was going to have a
negative flap position for better cruise speeds. Does
anyone recall this as well? is full up zero or
slightly negative?
Eric
--- Randy DeBauw <Randy@abros.com> wrote:
> The 198 mph number on my plane was before I found
> the rigging problem.
> After running the numbers Ken Kruger recommended
> that I check the
> rigging. On the way home from Oshkosh I found that
> the Ailerons were
> 3/8" of an inch down from the flaps. I must not of
> had the flaps all of
> the way up when I set the Ailerons to match. I have
> not rerun the
> flight test to get a more accurate number. Randy
>
>
>
> ________________________________
>
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On
> Behalf Of Verizon
> Sent: Thursday, May 04, 2006 11:17 AM
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: Performance numbers at
> highter alt.
>
>
>
> Randy;
>
> I saw this report about props somewhere in my
> researching the RV-10 to
> death. Seeing your plane was compared to Vic
> Syracuse and the company
> plane, wondering if you could expand on this report,
> how valid is it?
>
> Didn't see anything in the archives that covered if
> it did, please let
> me know where to look as I find the 11mph loss of
> the MT prop on Vic's
> plane compared to the 2 blade rather interesting.
>
> Thanks!
>
> Pascal
>
> ----- Original Message -----
>
> From: Randy DeBauw <mailto:Randy@abros.com>
>
> To: rv10-list@matronics.com
>
> Sent: Sunday, April 30, 2006 10:35 AM
>
> Subject: RV10-List: Performance numbers at highter
> alt.
>
>
>
> 10.500 alt
>
> 20.6 mp
>
> 2300 rpm
>
> 12.4 gph
>
> 136 ind
>
> 162 adj
>
> 159 gs
>
>
>
> 10,520 alt.
>
> 11,390 density alt Dynon
>
> 136kts ind
>
> 160 kts adj.
>
> 155 kts gs.
>
> 12.2 gph
>
> 62% power
>
>
>
> 13,500
>
> 13,610 adj dynon
>
> 11.3 gph
>
> 18.3 mp
>
> 2300 rpm
>
> 130 kts ind.
>
> 162 kts adj
>
> 12 gph
>
> 151 kts gs (headwind)
>
>
>
> Randy N610RV
>
>
>
>
>
>
>
>
Message 26
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| Subject: | Off Field Landing |
When I test flew the 10 on April 21st and ordered my kit the guys at Van's
had just heard about it. Whoever's plane it was called to order a new gear
leg. Apparently that was the only part "tweaked" in the incident. I think
they said it was one that was built by a guy in California and then sold?
Tough to say if I have the story right cause I was still grinning from ear
to ear after the "launch" off the runway in 410RV.
Ben Westfall
#40579 VS ready for rivets.
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Robin Marks
Sent: Monday, May 08, 2006 6:03 PM
Subject: RV10-List: Off Field Landing
Does anyone have information about an off field landing of an RV-10 in the
west about 2 weeks ago? I heard from a local pilot that a -10 that had
recently visited SBP (San Luis Obispo) then later in the week made a forced
landing due to engine failure. The local pilot had strong feelings that the
failure was related to fuel vapor lock.
I am sorry for the sketchy information but it would be of benefit to learn
the particulars.
Robin
RV-6A 300 hours
RV-10 Tail Feathers
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