Today's Message Index:
----------------------
1. 12:02 AM - Re: Fuel level sender installation on QB Wings (ddddsp1@juno.com)
2. 12:43 AM - Re: Fuel level sender installation on QB Wings (Michael Wellenzohn)
3. 04:49 AM - Re: Re: Fuel level sender installation on QB Wings (Jay Rowe)
4. 04:55 AM - Re: Fuel level sender installation on QB Wings (Michael Wellenzohn)
5. 06:51 AM - Re: Fuel level sender installation on QB Wings (Jeff Carpenter)
6. 07:08 AM - Re: Re: Derburring Rib Flange Slots (Mike Lauritsen - Work)
7. 07:46 AM - IFR Training and Checkride in an RV-10 (Doerr, Ray R [NTK])
8. 08:05 AM - Re: IFR Training and Checkride in an RV-10 (DOUGPFLYRV@aol.com)
9. 08:08 AM - Re: Re: Derburring Rib Flange Slots (Jeff Carpenter)
10. 08:35 AM - Re: Re: Derburring Rib Flange Slots (Mike Lauritsen - Work)
11. 08:36 AM - Re: IFR Training and Checkride in an RV-10 (Tom Deutsch)
12. 08:40 AM - Re: IFR Training and Checkride in an RV-10 (Steve Stella)
13. 08:43 AM - Re: IFR Training and Checkride in an RV-10 (Jae Chang)
14. 09:02 AM - Re: IFR Training and Checkride in an RV-10 (Doerr, Ray R [NTK])
15. 09:15 AM - Re: Derburring Rib Flange Slots (arthurww)
16. 09:23 AM - Re: Re: Derburring Rib Flange Slots (Mike Lauritsen - Work)
17. 09:29 AM - Re: IFR Training and Checkride in an RV-10 (Tim Olson)
18. 09:31 AM - Re: IFR Training and Checkride in an RV-10 (Steve Stella)
19. 10:35 AM - Re: IFR Training and Checkride in an RV-10 (Vern W. Smith)
20. 11:06 AM - Re: Re: Derburring Rib Flange Slots (RV Builder (Michael Sausen))
21. 01:50 PM - Re: IFR Training and Checkride in an RV-10 (John Testement)
22. 02:37 PM - Re: Alumi-Grip (Byron Gillespie)
23. 04:14 PM - Re: IFR Training and Checkride in an RV-10 (ddddsp1@juno.com)
24. 04:47 PM - FW: IFR Training and Checkride in an RV-10 (Doerr, Ray R [NTK])
25. 09:11 PM - Re: IFR Training and Checkride in an RV-10 (David Maib)
Message 1
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| Subject: | Re: Fuel level sender installation on QB Wings |
Jay,
If you search the archives on this topic you will find several suggestio
ns. Larry Rosen tipped me off on how to get them set up. I did what yo
u did...........turn the float 90 degrees. Used an OHM meter to verify
I had complete travel on both senders..
Dean 40449
________________________________________________________________________
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<html><P>Jay,</P>
<P>If you search the archives on this topic you will find several sugges
tions. Larry Rosen tipped me off on how to get them set up.
I did what you did...........turn the float 90 degrees. Used
an OHM meter to verify I had complete travel on both senders..</P>
<P>Dean 40449</P>
<font face="Times-New-Roman" size="2"><br><br>______________________
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Message 2
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| Subject: | Re: Fuel level sender installation on QB Wings |
Guys, just to make sure I got that right. You are actually turning the float that
way that the circle surface points up, correct?
Cheers
Michael
--------
RV-10 builder (wings)
#511
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=87027#87027
Message 3
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| Subject: | Re: Fuel level sender installation on QB Wings |
Michael: That's correct. The float is postioned such that it's longest
dimension is now vertical. It gives you a little more than a half inch
clearance on each side of the float. You don't get quite as much "throw" on
the lever arm as you would if the float was horizontally postioned but I
plan to take that into consideration when I calibrate the fuel gauges. I
wish I had taken some pictures but I don't have that capability on my
gastroscope. Jay
----- Original Message -----
From: "Michael Wellenzohn" <michael@wellenzohn.net>
Sent: Friday, January 12, 2007 3:43 AM
Subject: RV10-List: Re: Fuel level sender installation on QB Wings
> <michael@wellenzohn.net>
>
> Guys, just to make sure I got that right. You are actually turning the
> float that way that the circle surface points up, correct?
>
> Cheers
> Michael
>
> --------
> RV-10 builder (wings)
> #511
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=87027#87027
>
>
> --
>
>
Message 4
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| Subject: | Re: Fuel level sender installation on QB Wings |
Thanks Jay,
I'll see how it works.
Michael
--------
RV-10 builder (wings)
#511
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=87047#87047
Message 5
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| Subject: | Re: Fuel level sender installation on QB Wings |
For what it's worth, Vans is working on Capacitance Senders for the
10... although last I checked they didn't have a ready date. I've
left the baffles off the tanks for now and moved on. Plenty to do
before I have to close them up.
Jeff Carpenter
40304
Fuse Inventory Complete
On Jan 11, 2007, at 2:20 PM, Jay Rowe wrote:
>
> Michael: I adjusted, readjusted, adjusted, readjusted, etc. and
> could never get good clearance---even had a old gastrocopy scope
> from work that gave me a very good picture of what was happening.
> Ended up rotating the float 90 degrees to get better clearance.
> Checked this with Van's and they said "no problem". Of course, I
> am only on the fuse now so it hasn't been "flight tested". Jay
> Rowe 40301
> ----- Original Message ----- From: "Michael Wellenzohn"
> <michael@wellenzohn.net>
> To: <rv10-list@matronics.com>
> Sent: Wednesday, January 10, 2007 4:55 PM
> Subject: RV10-List: Fuel level sender installation on QB Wings
>
>
>> <michael@wellenzohn.net>
>>
>> Hello,
>>
>> for those who chose QB wings do you know a "sophisticated" way to
>> proberly ajust the fuel level sender in the tank.
>> I feel like I would need to bend the lever by chance in a
>> direction and try if it clears the vent line. I use the multimeter
>> to measure the travel but I cant see what stops it to go all the
>> way up.
>>
>> Thanks
>> Michael
>>
>> www.wellenzohn.net
>>
>> --------
>> RV-10 builder (wings)
>> #511
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=86813#86813
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>> --
>>
>
>
Message 6
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| Subject: | Re: Derburring Rib Flange Slots |
If you guys want them, I can supply them. I found that both those and the
bristle disks will wear very quickly, thus I didn't think they were a good
value. But I am happy to stock anything that is in demand :) If you would
like them email me directly.
Thanks,
Mike
--
Mike Lauritsen
Cleaveland Aircraft Tool
515-432-6794
www.cleavelandtool.com
On 1/11/07, arthurww <arthur@cftech.co.uk> wrote:
>
>
> I think I may have found that magic tool...
> 3M (of course) do a 3mm thick unitized cut & polish wheel.
> Available in 3 diameters 38, 50 & 75mm.
> Tried one tonight in a right angle die grinder... seemed to work very well
> and quite quick.
> Regards
> Arthur
>
> --------
> #40641 EMP
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=86986#86986
>
>
Message 7
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| Subject: | IFR Training and Checkride in an RV-10 |
As of Jan 11, 2007, I have successfully pass my IFR checkride with Ron Albertson
(Awesome guy by the way).
I just wanted to let other builders of the RV-10 know that it is awesome to receive
your entire IRF training like I did in your own RV-10. And then be able
to find an examiner willing to do the checkride in an experimental airplane.
Ron had only one experience in an experimental prior to do the checkride in my
RV-10. He flew a Burt Rutan design and told the owner "Thanks" but that he
would never fly that again. Since that was his only experience with experimental,
I made it my duty to try and change his mind. So after we finished the checkride,
some of his comments were,
"Awesome IFR Panel", this was mainly because he liked the Dynon EFIS and EMS and
the dual Garmin 430's that he had 1,000 of hours flying behind.
"Wow", this was when I climbed out at 100 Knots and 1500 Ft/Min with full fuel.
"Very Stable IFR Platform", this was when he took the stick for unusual attitudes,
better known as "Instructor Fun Time".
After the checkride I was confident that I had changed the mind of this one very
highly qualified Professional on the point of Experimental Aircraft, specifically
the Van's RV-10.
The checkride consisted of:
File IFR to Topeka, KS Billard (KTOP) for the VOR 22 7 DME ARC. This was a non-precision
approach using the autopilot. I was not ready for this because, I
had thought he would have wanted this hand flown as I have practiced 10 times
before. Anyway the TruTrak DigiFlight II with GPSS worked awesome. It flew us
directly to the IAF (KUMGY) on the Arc, then the autopilot flew the Arc while
I monitored the distance from the VOR. Then at DMARCY, and Intermediate fix,
the autopilot cranked it 90 degrees to the left to fly the 25 degree radial
(Heading 205) to the station, then after crossing the VOR, it changed to the 214
degree radial directly to the runway. All I had to do during this time is
monitor the approach using the VOR driving the #1 CDI, while my #2 CDI was indicating
if I was on the arc/radial via the GPS.
Next up was the Missed approach back to the hold, where we did a couple of turns
and then back into KTOP for the ILS 13 using Vectors from Kansas City Center.
Center was extremely busy at this point and they forgot about me after the
last 90 degree intercept they gave me. After blowing through the localizer (communication
was none top, otherwise, I would have warned them) by 2 miles, they
apologized and asked if I wanted to be vector around again or would take a
hard left directly to the FAF. I told the hard left, and I crank it around, intercepted
the localizer about 1 mile from the FAF, had to loose 1000 ft and get
everything lined up. Examiner was pretty quiet at this time and minute later
I had everything lined up and flew the needles in the doughnut the rest of
the way down to minimums.
Now it was time to go missed and cancel IFR and go out and do maneuvers. We did
a couple of unusual attitudes, turns, climbs etc.
Last up was the non-precision GPS approach back into my home airport (K34). Ron
gave me vectors to final. This approach was flown with no Dynon EFIS, so I
had to use my mechanical AIS, ALT, VSI and TruTrak Turn Coorinator. This approached
ended by doing a circling to land at minimums. I hard a very smooth landing
and Ron commented that I did an A+ job, and that I knew the airplane well.
I guess anyone who has built there own airplane can definitely say that!
In summary, I was a 100 hour pilot when I started flying my RV-10 (First flight
May 26, 2006). I had logged a long cross country to Canada and Oshkosh in it
and then other numerous smaller ones. I had received about 44 hours of dual
from my CFII Andy Crabtree (Now building a RV-7) in my RV-10. I had 51 hours
of Actual/Simulated IFR at the time of this checkride. Now I am at the 300 hour
mark as a pilot and the plane has 212 on the Hobbs. This couldn't get any
better than this.
Sorry to be so wordy, but as you can tell, I was pumped!
Thank You
Ray Doerr
CDNI Principal Engineer
Sprint PCS
16020 West 113th Street
Lenexa, KS 66219
Mailstop KSLNXK0101
(913) 859-1414 (Office)
(913) 226-0106 (Pcs)
(913) 859-1234 (Fax)
Ray.R.Doerr@sprint.com
Message 8
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| Subject: | Re: IFR Training and Checkride in an RV-10 |
Congratulations Ray. Hope u have many years and thousands of hours of fun in
your 10.
Blue skies & tailwinds......at least part of the time.
Doug Preston
BHM
DO NOT ARCHIVE
Message 9
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| Subject: | Re: Derburring Rib Flange Slots |
Hi Mike,
While you're talking about stocking things... I was on the ezburr
(www.ezburr.com) website the other day and saw that they will custom
manufacture bits that drill and deburr in one step. I didn't delve
into it enough to determine the costs involved, but it seems to me
that it's something that you could pursue and offer to the builders
if the economies of scale work out.
Jeff Carpenter
40304
I was on the Burr Away
On Jan 12, 2007, at 7:08 AM, Mike Lauritsen - Work wrote:
> If you guys want them, I can supply them. I found that both those
> and the bristle disks will wear very quickly, thus I didn't think
> they were a good value. But I am happy to stock anything that is
> in demand :) If you would like them email me directly.
>
> Thanks,
> Mike
>
> --
> Mike Lauritsen
> Cleaveland Aircraft Tool
> 515-432-6794
> www.cleavelandtool.com
>
>
> On 1/11/07, arthurww <arthur@cftech.co.uk> wrote:
>
> I think I may have found that magic tool...
> 3M (of course) do a 3mm thick unitized cut & polish wheel.
> Available in 3 diameters 38, 50 & 75mm.
> Tried one tonight in a right angle die grinder... seemed to work
> very well
> and quite quick.
> Regards
> Arthur
>
> --------
> #40641 EMP
>
>
> Read this topic online here:
>
>
Message 10
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| Subject: | Re: Derburring Rib Flange Slots |
Checking into it. Stock they start at 3/8". These cutters were designed to
use in a milling machine or a very rigid application. I know that builders
have had mixed results, some swear by them, some swear at them. I am
willing to try it to see if there is a better solution out there. For those
that use them, do you still deburr the two sides that are between the parts
(inside of the skin, outside of the substructure)?
Mike
On 1/12/07, Jeff Carpenter <jeff@westcottpress.com> wrote:
>
> Hi Mike,
> While you're talking about stocking things... I was on the ezburr (
> www.ezburr.com) website the other day and saw that they will custom
> manufacture bits that drill and deburr in one step. I didn't delve into it
> enough to determine the costs involved, but it seems to me that it's
> something that you could pursue and offer to the builders if the economies
> of scale work out.
>
> Jeff Carpenter
> 40304
>
> I was on the Burr Away
> On Jan 12, 2007, at 7:08 AM, Mike Lauritsen - Work wrote:
>
> If you guys want them, I can supply them. I found that both those and the
> bristle disks will wear very quickly, thus I didn't think they were a good
> value. But I am happy to stock anything that is in demand :) If you would
> like them email me directly.
>
> Thanks,
> Mike
>
> --
> Mike Lauritsen
> Cleaveland Aircraft Tool
> 515-432-6794
> www.cleavelandtool.com
>
>
> On 1/11/07, arthurww <arthur@cftech.co.uk> wrote:
> >
> >
> > I think I may have found that magic tool...
> > 3M (of course) do a 3mm thick unitized cut & polish wheel.
> > Available in 3 diameters 38, 50 & 75mm.
> > Tried one tonight in a right angle die grinder... seemed to work very
> > well
> > and quite quick.
> > Regards
> > Arthur
> >
> > --------
> > #40641 EMP
> >
> >
> >
> >
> > Read this topic online here:
> >
> >
> >
> >
>
> *
> href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List
> href="http://forums.matronics.com">http://forums.matronics.com
> *
>
>
> *
>
>
> *
>
>
--
Mike Lauritsen
Cleaveland Aircraft Tool
515-432-6794
www.cleavelandtool.com
Message 11
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| Subject: | IFR Training and Checkride in an RV-10 |
Ray, you are to be commended for your efforts! It is quite a feat to
become IFR rated with only 300 hours. (even though I have flown with you
and know you are a good pilot) I look forward to having you teach me to
fly my 10 IFR. Enjoy the rating and let's keep each other current!
Tom Deutsch,
Office 913 451-1222
Fax 913 451-6493
Cell 913 908-7752
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Doerr, Ray R
[NTK]
Sent: Friday, January 12, 2007 9:41 AM
Subject: RV10-List: IFR Training and Checkride in an RV-10
<Ray.R.Doerr@sprint.com>
As of Jan 11, 2007, I have successfully pass my IFR checkride
with Ron Albertson (Awesome guy by the way).
I just wanted to let other builders of the RV-10 know that it is
awesome to receive your entire IRF training like I did in your own
RV-10. And then be able to find an examiner willing to do the checkride
in an experimental airplane. Ron had only one experience in an
experimental prior to do the checkride in my RV-10. He flew a Burt
Rutan design and told the owner "Thanks" but that he would never fly
that again. Since that was his only experience with experimental, I
made it my duty to try and change his mind. So after we finished the
checkride, some of his comments were,
"Awesome IFR Panel", this was mainly because he liked the Dynon EFIS and
EMS and the dual Garmin 430's that he had 1,000 of hours flying behind.
"Wow", this was when I climbed out at 100 Knots and 1500 Ft/Min with
full fuel.
"Very Stable IFR Platform", this was when he took the stick for unusual
attitudes, better known as "Instructor Fun Time".
After the checkride I was confident that I had changed the mind
of this one very highly qualified Professional on the point of
Experimental Aircraft, specifically the Van's RV-10.
The checkride consisted of:
File IFR to Topeka, KS Billard (KTOP) for the VOR 22 7 DME ARC. This
was a non-precision approach using the autopilot. I was not ready for
this because, I had thought he would have wanted this hand flown as I
have practiced 10 times before. Anyway the TruTrak DigiFlight II with
GPSS worked awesome. It flew us directly to the IAF (KUMGY) on the Arc,
then the autopilot flew the Arc while I monitored the distance from the
VOR. Then at DMARCY, and Intermediate fix, the autopilot cranked it 90
degrees to the left to fly the 25 degree radial (Heading 205) to the
station, then after crossing the VOR, it changed to the 214 degree
radial directly to the runway. All I had to do during this time is
monitor the approach using the VOR driving the #1 CDI, while my #2 CDI
was indicating if I was on the arc/radial via the GPS.
Next up was the Missed approach back to the hold, where we did a couple
of turns and then back into KTOP for the ILS 13 using Vectors from
Kansas City Center. Center was extremely busy at this point and they
forgot about me after the last 90 degree intercept they gave me. After
blowing through the localizer (communication was none top, otherwise, I
would have warned them) by 2 miles, they apologized and asked if I
wanted to be vector around again or would take a hard left directly to
the FAF. I told the hard left, and I crank it around, intercepted the
localizer about 1 mile from the FAF, had to loose 1000 ft and get
everything lined up. Examiner was pretty quiet at this time and minute
later I had everything lined up and flew the needles in the doughnut the
rest of the way down to minimums.
Now it was time to go missed and cancel IFR and go out and do maneuvers.
We did a couple of unusual attitudes, turns, climbs etc.
Last up was the non-precision GPS approach back into my home airport
(K34). Ron gave me vectors to final. This approach was flown with no
Dynon EFIS, so I had to use my mechanical AIS, ALT, VSI and TruTrak Turn
Coorinator. This approached ended by doing a circling to land at
minimums. I hard a very smooth landing and Ron commented that I did an
A+ job, and that I knew the airplane well. I guess anyone who has built
there own airplane can definitely say that!
In summary, I was a 100 hour pilot when I started flying my RV-10 (First
flight May 26, 2006). I had logged a long cross country to Canada and
Oshkosh in it and then other numerous smaller ones. I had received
about 44 hours of dual from my CFII Andy Crabtree (Now building a RV-7)
in my RV-10. I had 51 hours of Actual/Simulated IFR at the time of this
checkride. Now I am at the 300 hour mark as a pilot and the plane has
212 on the Hobbs. This couldn't get any better than this.
Sorry to be so wordy, but as you can tell, I was pumped!
Thank You
Ray Doerr
CDNI Principal Engineer
Sprint PCS
16020 West 113th Street
Lenexa, KS 66219
Mailstop KSLNXK0101
(913) 859-1414 (Office)
(913) 226-0106 (Pcs)
(913) 859-1234 (Fax)
Ray.R.Doerr@sprint.com
Message 12
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| Subject: | IFR Training and Checkride in an RV-10 |
Ray,
Congrats on your check ride. It's nice to see that a low time pilot
shouldn't have a problem flying the RV-10. I have about 70 hours right now
and should have at least 100 or more by the time I finish the kit (I just
started). Enjoy the RV experience (I'm jealous!).
Steve
#40654 Emp.
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Doerr, Ray R
[NTK]
Sent: Friday, January 12, 2007 10:41 AM
Subject: RV10-List: IFR Training and Checkride in an RV-10
<Ray.R.Doerr@sprint.com>
As of Jan 11, 2007, I have successfully pass my IFR checkride with
Ron Albertson (Awesome guy by the way).
I just wanted to let other builders of the RV-10 know that it is
awesome to receive your entire IRF training like I did in your own RV-10.
And then be able to find an examiner willing to do the checkride in an
experimental airplane. Ron had only one experience in an experimental prior
to do the checkride in my RV-10. He flew a Burt Rutan design and told the
owner "Thanks" but that he would never fly that again. Since that was his
only experience with experimental, I made it my duty to try and change his
mind. So after we finished the checkride, some of his comments were,
"Awesome IFR Panel", this was mainly because he liked the Dynon EFIS and EMS
and the dual Garmin 430's that he had 1,000 of hours flying behind.
"Wow", this was when I climbed out at 100 Knots and 1500 Ft/Min with full
fuel.
"Very Stable IFR Platform", this was when he took the stick for unusual
attitudes, better known as "Instructor Fun Time".
After the checkride I was confident that I had changed the mind of
this one very highly qualified Professional on the point of Experimental
Aircraft, specifically the Van's RV-10.
The checkride consisted of:
File IFR to Topeka, KS Billard (KTOP) for the VOR 22 7 DME ARC. This was a
non-precision approach using the autopilot. I was not ready for this
because, I had thought he would have wanted this hand flown as I have
practiced 10 times before. Anyway the TruTrak DigiFlight II with GPSS
worked awesome. It flew us directly to the IAF (KUMGY) on the Arc, then the
autopilot flew the Arc while I monitored the distance from the VOR. Then at
DMARCY, and Intermediate fix, the autopilot cranked it 90 degrees to the
left to fly the 25 degree radial (Heading 205) to the station, then after
crossing the VOR, it changed to the 214 degree radial directly to the
runway. All I had to do during this time is monitor the approach using the
VOR driving the #1 CDI, while my #2 CDI was indicating if I was on the
arc/radial via the GPS.
Next up was the Missed approach back to the hold, where we did a couple of
turns and then back into KTOP for the ILS 13 using Vectors from Kansas City
Center. Center was extremely busy at this point and they forgot about me
after the last 90 degree intercept they gave me. After blowing through the
localizer (communication was none top, otherwise, I would have warned them)
by 2 miles, they apologized and asked if I wanted to be vector around again
or would take a hard left directly to the FAF. I told the hard left, and I
crank it around, intercepted the localizer about 1 mile from the FAF, had to
loose 1000 ft and get everything lined up. Examiner was pretty quiet at
this time and minute later I had everything lined up and flew the needles in
the doughnut the rest of the way down to minimums.
Now it was time to go missed and cancel IFR and go out and do maneuvers. We
did a couple of unusual attitudes, turns, climbs etc.
Last up was the non-precision GPS approach back into my home airport (K34).
Ron gave me vectors to final. This approach was flown with no Dynon EFIS,
so I had to use my mechanical AIS, ALT, VSI and TruTrak Turn Coorinator.
This approached ended by doing a circling to land at minimums. I hard a
very smooth landing and Ron commented that I did an A+ job, and that I knew
the airplane well. I guess anyone who has built there own airplane can
definitely say that!
In summary, I was a 100 hour pilot when I started flying my RV-10 (First
flight May 26, 2006). I had logged a long cross country to Canada and
Oshkosh in it and then other numerous smaller ones. I had received about 44
hours of dual from my CFII Andy Crabtree (Now building a RV-7) in my RV-10.
I had 51 hours of Actual/Simulated IFR at the time of this checkride. Now I
am at the 300 hour mark as a pilot and the plane has 212 on the Hobbs. This
couldn't get any better than this.
Sorry to be so wordy, but as you can tell, I was pumped!
Thank You
Ray Doerr
CDNI Principal Engineer
Sprint PCS
16020 West 113th Street
Lenexa, KS 66219
Mailstop KSLNXK0101
(913) 859-1414 (Office)
(913) 226-0106 (Pcs)
(913) 859-1234 (Fax)
Ray.R.Doerr@sprint.com
Message 13
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| Subject: | IFR Training and Checkride in an RV-10 |
Ray... Congratulations on the new rating. That is an oustanding achievement and
a great report. Especially so, since that is exactly what my plan has been. I
was " this close to buying a 182 a year ago so I could then pursue my IFR
rating.
Instead, I jumped into the unkown of building an experimental. In a few years,
I
hope to get that instrument rating in my own -10 just like you have!
Jae
http://www.jline.com/rv10
Do not archive
--> <Ray.R.Doerr@sprint.com>
In summary, I was a 100 hour pilot when I started flying my RV-10 (First flight
May 26, 2006). I had logged a long cross country to Canada and Oshkosh in it
and then other numerous smaller ones. I had received about 44 hours of dual
from my CFII Andy Crabtree (Now building a RV-7) in my RV-10. I had 51 hours of
Actual/Simulated IFR at the time of this checkride. Now I am at the 300 hour
mark as a pilot and the plane has 212 on the Hobbs. This couldn't get any
better than this.
Sorry to be so wordy, but as you can tell, I was pumped!
Message 14
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| Subject: | IFR Training and Checkride in an RV-10 |
It is not a hard airplane to fly, it is just fast and everything happen faster,
and you need to be ready for that. The big issue with being a low time private
pilot (No IFR Ticket) is going to be with getting any insurance or reasonable
insurance. This fact makes no sense when you have RV-7's and 8's as fast
as the RV-10 and more unstable to fly. But then the hull value on a RV-10 is
going to be much higher. I can say I had to have a friend (Tom Deutsch on this
list) help me change the minds of the underwriters at AIG to ensure me on my
RV-10.
Thank You
Ray Doerr
40250 (N519RV Flying 212 Hrs)
-----Original Message-----
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Steve Stella
Sent: Friday, January 12, 2007 10:41 AM
Subject: RE: RV10-List: IFR Training and Checkride in an RV-10
Ray,
Congrats on your check ride. It's nice to see that a low time pilot
shouldn't have a problem flying the RV-10. I have about 70 hours right now
and should have at least 100 or more by the time I finish the kit (I just
started). Enjoy the RV experience (I'm jealous!).
Steve
#40654 Emp.
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Doerr, Ray R
[NTK]
Sent: Friday, January 12, 2007 10:41 AM
Subject: RV10-List: IFR Training and Checkride in an RV-10
<Ray.R.Doerr@sprint.com>
As of Jan 11, 2007, I have successfully pass my IFR checkride with
Ron Albertson (Awesome guy by the way).
I just wanted to let other builders of the RV-10 know that it is
awesome to receive your entire IRF training like I did in your own RV-10.
And then be able to find an examiner willing to do the checkride in an
experimental airplane. Ron had only one experience in an experimental prior
to do the checkride in my RV-10. He flew a Burt Rutan design and told the
owner "Thanks" but that he would never fly that again. Since that was his
only experience with experimental, I made it my duty to try and change his
mind. So after we finished the checkride, some of his comments were,
"Awesome IFR Panel", this was mainly because he liked the Dynon EFIS and EMS
and the dual Garmin 430's that he had 1,000 of hours flying behind.
"Wow", this was when I climbed out at 100 Knots and 1500 Ft/Min with full
fuel.
"Very Stable IFR Platform", this was when he took the stick for unusual
attitudes, better known as "Instructor Fun Time".
After the checkride I was confident that I had changed the mind of
this one very highly qualified Professional on the point of Experimental
Aircraft, specifically the Van's RV-10.
The checkride consisted of:
File IFR to Topeka, KS Billard (KTOP) for the VOR 22 7 DME ARC. This was a
non-precision approach using the autopilot. I was not ready for this
because, I had thought he would have wanted this hand flown as I have
practiced 10 times before. Anyway the TruTrak DigiFlight II with GPSS
worked awesome. It flew us directly to the IAF (KUMGY) on the Arc, then the
autopilot flew the Arc while I monitored the distance from the VOR. Then at
DMARCY, and Intermediate fix, the autopilot cranked it 90 degrees to the
left to fly the 25 degree radial (Heading 205) to the station, then after
crossing the VOR, it changed to the 214 degree radial directly to the
runway. All I had to do during this time is monitor the approach using the
VOR driving the #1 CDI, while my #2 CDI was indicating if I was on the
arc/radial via the GPS.
Next up was the Missed approach back to the hold, where we did a couple of
turns and then back into KTOP for the ILS 13 using Vectors from Kansas City
Center. Center was extremely busy at this point and they forgot about me
after the last 90 degree intercept they gave me. After blowing through the
localizer (communication was none top, otherwise, I would have warned them)
by 2 miles, they apologized and asked if I wanted to be vector around again
or would take a hard left directly to the FAF. I told the hard left, and I
crank it around, intercepted the localizer about 1 mile from the FAF, had to
loose 1000 ft and get everything lined up. Examiner was pretty quiet at
this time and minute later I had everything lined up and flew the needles in
the doughnut the rest of the way down to minimums.
Now it was time to go missed and cancel IFR and go out and do maneuvers. We
did a couple of unusual attitudes, turns, climbs etc.
Last up was the non-precision GPS approach back into my home airport (K34).
Ron gave me vectors to final. This approach was flown with no Dynon EFIS,
so I had to use my mechanical AIS, ALT, VSI and TruTrak Turn Coorinator.
This approached ended by doing a circling to land at minimums. I hard a
very smooth landing and Ron commented that I did an A+ job, and that I knew
the airplane well. I guess anyone who has built there own airplane can
definitely say that!
In summary, I was a 100 hour pilot when I started flying my RV-10 (First
flight May 26, 2006). I had logged a long cross country to Canada and
Oshkosh in it and then other numerous smaller ones. I had received about 44
hours of dual from my CFII Andy Crabtree (Now building a RV-7) in my RV-10.
I had 51 hours of Actual/Simulated IFR at the time of this checkride. Now I
am at the 300 hour mark as a pilot and the plane has 212 on the Hobbs. This
couldn't get any better than this.
Sorry to be so wordy, but as you can tell, I was pumped!
Thank You
Ray Doerr
CDNI Principal Engineer
Sprint PCS
16020 West 113th Street
Lenexa, KS 66219
Mailstop KSLNXK0101
(913) 859-1414 (Office)
(913) 226-0106 (Pcs)
(913) 859-1234 (Fax)
Ray.R.Doerr@sprint.com
Message 15
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| Subject: | Re: Derburring Rib Flange Slots |
Ok Mike but they are cheap aren't they?
Especially if you live in the UK. [Wink]
--------
#40641 EMP
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=87097#87097
Message 16
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| Subject: | Re: Derburring Rib Flange Slots |
Sorry, I though we were talking about a 3M product ;-)
On 1/12/07, arthurww <arthur@cftech.co.uk> wrote:
>
>
> Ok Mike but they are cheap aren't they?
> Especially if you live in the UK. [Wink]
>
> --------
> #40641 EMP
>
>
Message 17
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| Subject: | Re: IFR Training and Checkride in an RV-10 |
Congratulations Ray, you've made a very good and important step
and your long-term safety by improved flying skills is a
great thing! As you by now I'm sure are well aware, there's
a lot going on during IFR flight, and the RV-10 makes a great
plane with it's stability assisting you, not detracting from
your ability to keep control. Now for the next 200 hours, you
can spend your time putting those skills to work and going
places!
Tim Olson - RV-10 N104CD - Flying
do not archive
Doerr, Ray R [NTK] wrote:
>
> As of Jan 11, 2007, I have successfully pass my IFR checkride with Ron Albertson
(Awesome guy by the way).
> I just wanted to let other builders of the RV-10 know that it is awesome to
receive your entire IRF training like I did in your own RV-10. And then be able
to find an examiner willing to do the checkride in an experimental airplane.
Ron had only one experience in an experimental prior to do the checkride in
my RV-10. He flew a Burt Rutan design and told the owner "Thanks" but that he
would never fly that again. Since that was his only experience with experimental,
I made it my duty to try and change his mind. So after we finished the
checkride, some of his comments were,
>
> "Awesome IFR Panel", this was mainly because he liked the Dynon EFIS and EMS
and the dual Garmin 430's that he had 1,000 of hours flying behind.
>
> "Wow", this was when I climbed out at 100 Knots and 1500 Ft/Min with full fuel.
>
> "Very Stable IFR Platform", this was when he took the stick for unusual attitudes,
better known as "Instructor Fun Time".
>
> After the checkride I was confident that I had changed the mind of this one
very highly qualified Professional on the point of Experimental Aircraft, specifically
the Van's RV-10.
>
> The checkride consisted of:
>
> File IFR to Topeka, KS Billard (KTOP) for the VOR 22 7 DME ARC. This was a non-precision
approach using the autopilot. I was not ready for this because,
I had thought he would have wanted this hand flown as I have practiced 10 times
before. Anyway the TruTrak DigiFlight II with GPSS worked awesome. It flew
us directly to the IAF (KUMGY) on the Arc, then the autopilot flew the Arc while
I monitored the distance from the VOR. Then at DMARCY, and Intermediate fix,
the autopilot cranked it 90 degrees to the left to fly the 25 degree radial
(Heading 205) to the station, then after crossing the VOR, it changed to the
214 degree radial directly to the runway. All I had to do during this time is
monitor the approach using the VOR driving the #1 CDI, while my #2 CDI was indicating
if I was on the arc/radial via the GPS.
>
> Next up was the Missed approach back to the hold, where we did a couple of turns
and then back into KTOP for the ILS 13 using Vectors from Kansas City Center.
Center was extremely busy at this point and they forgot about me after the
last 90 degree intercept they gave me. After blowing through the localizer
(communication was none top, otherwise, I would have warned them) by 2 miles,
they apologized and asked if I wanted to be vector around again or would take
a hard left directly to the FAF. I told the hard left, and I crank it around,
intercepted the localizer about 1 mile from the FAF, had to loose 1000 ft and
get everything lined up. Examiner was pretty quiet at this time and minute later
I had everything lined up and flew the needles in the doughnut the rest of
the way down to minimums.
>
> Now it was time to go missed and cancel IFR and go out and do maneuvers. We
did a couple of unusual attitudes, turns, climbs etc.
>
> Last up was the non-precision GPS approach back into my home airport (K34).
Ron gave me vectors to final. This approach was flown with no Dynon EFIS, so
I had to use my mechanical AIS, ALT, VSI and TruTrak Turn Coorinator. This approached
ended by doing a circling to land at minimums. I hard a very smooth
landing and Ron commented that I did an A+ job, and that I knew the airplane well.
I guess anyone who has built there own airplane can definitely say that!
>
> In summary, I was a 100 hour pilot when I started flying my RV-10 (First flight
May 26, 2006). I had logged a long cross country to Canada and Oshkosh in
it and then other numerous smaller ones. I had received about 44 hours of dual
from my CFII Andy Crabtree (Now building a RV-7) in my RV-10. I had 51 hours
of Actual/Simulated IFR at the time of this checkride. Now I am at the 300
hour mark as a pilot and the plane has 212 on the Hobbs. This couldn't get any
better than this.
>
> Sorry to be so wordy, but as you can tell, I was pumped!
>
>
>
>
> Thank You
> Ray Doerr
> CDNI Principal Engineer
> Sprint PCS
> 16020 West 113th Street
> Lenexa, KS 66219
> Mailstop KSLNXK0101
> (913) 859-1414 (Office)
> (913) 226-0106 (Pcs)
> (913) 859-1234 (Fax)
> Ray.R.Doerr@sprint.com
>
>
>
>
>
>
>
Message 18
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| Subject: | IFR Training and Checkride in an RV-10 |
Well it won't be easy to accumulate a lot of hours while I'm building but
hopefully I will be able to free up enough time for some flying and some
transition training when I get closer to completion.
Steve
40654 Emp.
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Doerr, Ray R
[NTK]
Sent: Friday, January 12, 2007 12:02 PM
Subject: RE: RV10-List: IFR Training and Checkride in an RV-10
<Ray.R.Doerr@sprint.com>
It is not a hard airplane to fly, it is just fast and everything
happen faster, and you need to be ready for that. The big issue with being
a low time private pilot (No IFR Ticket) is going to be with getting any
insurance or reasonable insurance. This fact makes no sense when you have
RV-7's and 8's as fast as the RV-10 and more unstable to fly. But then the
hull value on a RV-10 is going to be much higher. I can say I had to have a
friend (Tom Deutsch on this list) help me change the minds of the
underwriters at AIG to ensure me on my RV-10.
Thank You
Ray Doerr
40250 (N519RV Flying 212 Hrs)
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Steve Stella
Sent: Friday, January 12, 2007 10:41 AM
Subject: RE: RV10-List: IFR Training and Checkride in an RV-10
Ray,
Congrats on your check ride. It's nice to see that a low time pilot
shouldn't have a problem flying the RV-10. I have about 70 hours right now
and should have at least 100 or more by the time I finish the kit (I just
started). Enjoy the RV experience (I'm jealous!).
Steve
#40654 Emp.
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Doerr, Ray R
[NTK]
Sent: Friday, January 12, 2007 10:41 AM
Subject: RV10-List: IFR Training and Checkride in an RV-10
<Ray.R.Doerr@sprint.com>
As of Jan 11, 2007, I have successfully pass my IFR checkride with
Ron Albertson (Awesome guy by the way).
I just wanted to let other builders of the RV-10 know that it is
awesome to receive your entire IRF training like I did in your own RV-10.
And then be able to find an examiner willing to do the checkride in an
experimental airplane. Ron had only one experience in an experimental prior
to do the checkride in my RV-10. He flew a Burt Rutan design and told the
owner "Thanks" but that he would never fly that again. Since that was his
only experience with experimental, I made it my duty to try and change his
mind. So after we finished the checkride, some of his comments were,
"Awesome IFR Panel", this was mainly because he liked the Dynon EFIS and EMS
and the dual Garmin 430's that he had 1,000 of hours flying behind.
"Wow", this was when I climbed out at 100 Knots and 1500 Ft/Min with full
fuel.
"Very Stable IFR Platform", this was when he took the stick for unusual
attitudes, better known as "Instructor Fun Time".
After the checkride I was confident that I had changed the mind of
this one very highly qualified Professional on the point of Experimental
Aircraft, specifically the Van's RV-10.
The checkride consisted of:
File IFR to Topeka, KS Billard (KTOP) for the VOR 22 7 DME ARC. This was a
non-precision approach using the autopilot. I was not ready for this
because, I had thought he would have wanted this hand flown as I have
practiced 10 times before. Anyway the TruTrak DigiFlight II with GPSS
worked awesome. It flew us directly to the IAF (KUMGY) on the Arc, then the
autopilot flew the Arc while I monitored the distance from the VOR. Then at
DMARCY, and Intermediate fix, the autopilot cranked it 90 degrees to the
left to fly the 25 degree radial (Heading 205) to the station, then after
crossing the VOR, it changed to the 214 degree radial directly to the
runway. All I had to do during this time is monitor the approach using the
VOR driving the #1 CDI, while my #2 CDI was indicating if I was on the
arc/radial via the GPS.
Next up was the Missed approach back to the hold, where we did a couple of
turns and then back into KTOP for the ILS 13 using Vectors from Kansas City
Center. Center was extremely busy at this point and they forgot about me
after the last 90 degree intercept they gave me. After blowing through the
localizer (communication was none top, otherwise, I would have warned them)
by 2 miles, they apologized and asked if I wanted to be vector around again
or would take a hard left directly to the FAF. I told the hard left, and I
crank it around, intercepted the localizer about 1 mile from the FAF, had to
loose 1000 ft and get everything lined up. Examiner was pretty quiet at
this time and minute later I had everything lined up and flew the needles in
the doughnut the rest of the way down to minimums.
Now it was time to go missed and cancel IFR and go out and do maneuvers. We
did a couple of unusual attitudes, turns, climbs etc.
Last up was the non-precision GPS approach back into my home airport (K34).
Ron gave me vectors to final. This approach was flown with no Dynon EFIS,
so I had to use my mechanical AIS, ALT, VSI and TruTrak Turn Coorinator.
This approached ended by doing a circling to land at minimums. I hard a
very smooth landing and Ron commented that I did an A+ job, and that I knew
the airplane well. I guess anyone who has built there own airplane can
definitely say that!
In summary, I was a 100 hour pilot when I started flying my RV-10 (First
flight May 26, 2006). I had logged a long cross country to Canada and
Oshkosh in it and then other numerous smaller ones. I had received about 44
hours of dual from my CFII Andy Crabtree (Now building a RV-7) in my RV-10.
I had 51 hours of Actual/Simulated IFR at the time of this checkride. Now I
am at the 300 hour mark as a pilot and the plane has 212 on the Hobbs. This
couldn't get any better than this.
Sorry to be so wordy, but as you can tell, I was pumped!
Thank You
Ray Doerr
CDNI Principal Engineer
Sprint PCS
16020 West 113th Street
Lenexa, KS 66219
Mailstop KSLNXK0101
(913) 859-1414 (Office)
(913) 226-0106 (Pcs)
(913) 859-1234 (Fax)
Ray.R.Doerr@sprint.com
Message 19
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| Subject: | IFR Training and Checkride in an RV-10 |
Too Cool! Congratulations and thanks for a very nice write up. Ray do
you have any pictures of your panel? I for one would love to see the
layout.
Vern (#324 fuselage)
Do not archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Doerr, Ray R
[NTK]
Sent: Friday, January 12, 2007 7:41 AM
Subject: RV10-List: IFR Training and Checkride in an RV-10
<Ray.R.Doerr@sprint.com>
As of Jan 11, 2007, I have successfully pass my IFR checkride
with Ron Albertson (Awesome guy by the way).
Message 20
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|
| Subject: | Re: Derburring Rib Flange Slots |
I Used the Cogsdill quite a bit and they were generally ok if you set
the tension correctly. They were always a bit fragile though and
changing the blade was a female dog. I don't know if the single step
version of the ezburr would be useful because you still need to take the
pieces apart in order to get both sides but their standard deburr tool
looks greatly improved and much beefier than the Cogsdill.
Michael Sausen
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Mike
Lauritsen - Work
Sent: Friday, January 12, 2007 10:33 AM
Subject: Re: RV10-List: Re: Derburring Rib Flange Slots
Checking into it. Stock they start at 3/8". These cutters were
designed to use in a milling machine or a very rigid application. I
know that builders have had mixed results, some swear by them, some
swear at them. I am willing to try it to see if there is a better
solution out there. For those that use them, do you still deburr the
two sides that are between the parts (inside of the skin, outside of the
substructure)?
Mike
On 1/12/07, Jeff Carpenter <jeff@westcottpress.com> wrote:
Hi Mike,
While you're talking about stocking things... I was on the ezburr
(www.ezburr.com ) website the other day and saw that they will custom
manufacture bits that drill and deburr in one step. I didn't delve into
it enough to determine the costs involved, but it seems to me that it's
something that you could pursue and offer to the builders if the
economies of scale work out.
Jeff Carpenter
40304
I was on the Burr Away
On Jan 12, 2007, at 7:08 AM, Mike Lauritsen - Work wrote:
If you guys want them, I can supply them. I found that both those and
the bristle disks will wear very quickly, thus I didn't think they were
a good value. But I am happy to stock anything that is in demand :) If
you would like them email me directly.
Thanks,
Mike
--
Mike Lauritsen
Cleaveland Aircraft Tool
515-432-6794
www.cleavelandtool.com
On 1/11/07, arthurww < arthur@cftech.co.uk <mailto:arthur@cftech.co.uk>
> wrote:
I think I may have found that magic tool...
3M (of course) do a 3mm thick unitized cut & polish wheel.
Available in 3 diameters 38, 50 & 75mm.
Tried one tonight in a right angle die grinder... seemed to work very
well
and quite quick.
Regards
Arthur
--------
#40641 EMP
Read this topic online here:
href="http://www.matronics.com/Navigator?RV10-List">
<http://www.matronics.com/Navigator?RV10-List>
http://www.matronics.com/Navigator?RV10-List
href="http://forums.matronics.com"> <http://forums.matronics.com>
http://forums.matronics.com
http://www.matronics.com/Navigator?RV10-List
http://forums.matronics.com
--
Mike Lauritsen
Cleaveland Aircraft Tool
515-432-6794
www.cleavelandtool.com
Message 21
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| Subject: | IFR Training and Checkride in an RV-10 |
Congratulations Ray. I ditto all of the accolades and really admire the hard
work it takes to accomplish the IFR ticket. I am even more excited about
what the RV-10 can do and can't wait to get ours flying.
John Testement
jwt@roadmapscoaching.com
40321
Richmond, VA
FWF, engine, wiring
do not archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Doerr, Ray R
[NTK]
Sent: Friday, January 12, 2007 10:41 AM
Subject: RV10-List: IFR Training and Checkride in an RV-10
--> <Ray.R.Doerr@sprint.com>
As of Jan 11, 2007, I have successfully pass my IFR checkride with
Ron Albertson (Awesome guy by the way).
I just wanted to let other builders of the RV-10 know that it is
awesome to receive your entire IRF training like I did in your own RV-10.
And then be able to find an examiner willing to do the checkride in an
experimental airplane. Ron had only one experience in an experimental prior
to do the checkride in my RV-10. He flew a Burt Rutan design and told the
owner "Thanks" but that he would never fly that again. Since that was his
only experience with experimental, I made it my duty to try and change his
mind. So after we finished the checkride, some of his comments were,
"Awesome IFR Panel", this was mainly because he liked the Dynon EFIS and EMS
and the dual Garmin 430's that he had 1,000 of hours flying behind.
"Wow", this was when I climbed out at 100 Knots and 1500 Ft/Min with full
fuel.
"Very Stable IFR Platform", this was when he took the stick for unusual
attitudes, better known as "Instructor Fun Time".
After the checkride I was confident that I had changed the mind of
this one very highly qualified Professional on the point of Experimental
Aircraft, specifically the Van's RV-10.
The checkride consisted of:
File IFR to Topeka, KS Billard (KTOP) for the VOR 22 7 DME ARC. This was a
non-precision approach using the autopilot. I was not ready for this
because, I had thought he would have wanted this hand flown as I have
practiced 10 times before. Anyway the TruTrak DigiFlight II with GPSS
worked awesome. It flew us directly to the IAF (KUMGY) on the Arc, then the
autopilot flew the Arc while I monitored the distance from the VOR. Then at
DMARCY, and Intermediate fix, the autopilot cranked it 90 degrees to the
left to fly the 25 degree radial (Heading 205) to the station, then after
crossing the VOR, it changed to the 214 degree radial directly to the
runway. All I had to do during this time is monitor the approach using the
VOR driving the #1 CDI, while my #2 CDI was indicating if I was on the
arc/radial via the GPS.
Next up was the Missed approach back to the hold, where we did a couple of
turns and then back into KTOP for the ILS 13 using Vectors from Kansas City
Center. Center was extremely busy at this point and they forgot about me
after the last 90 degree intercept they gave me. After blowing through the
localizer (communication was none top, otherwise, I would have warned them)
by 2 miles, they apologized and asked if I wanted to be vector around again
or would take a hard left directly to the FAF. I told the hard left, and I
crank it around, intercepted the localizer about 1 mile from the FAF, had to
loose 1000 ft and get everything lined up. Examiner was pretty quiet at
this time and minute later I had everything lined up and flew the needles in
the doughnut the rest of the way down to minimums.
Now it was time to go missed and cancel IFR and go out and do maneuvers. We
did a couple of unusual attitudes, turns, climbs etc.
Last up was the non-precision GPS approach back into my home airport (K34).
Ron gave me vectors to final. This approach was flown with no Dynon EFIS,
so I had to use my mechanical AIS, ALT, VSI and TruTrak Turn Coorinator.
This approached ended by doing a circling to land at minimums. I hard a
very smooth landing and Ron commented that I did an A+ job, and that I knew
the airplane well. I guess anyone who has built there own airplane can
definitely say that!
In summary, I was a 100 hour pilot when I started flying my RV-10 (First
flight May 26, 2006). I had logged a long cross country to Canada and
Oshkosh in it and then other numerous smaller ones. I had received about 44
hours of dual from my CFII Andy Crabtree (Now building a RV-7) in my RV-10.
I had 51 hours of Actual/Simulated IFR at the time of this checkride. Now I
am at the 300 hour mark as a pilot and the plane has 212 on the Hobbs. This
couldn't get any better than this.
Sorry to be so wordy, but as you can tell, I was pumped!
Thank You
Ray Doerr
CDNI Principal Engineer
Sprint PCS
16020 West 113th Street
Lenexa, KS 66219
Mailstop KSLNXK0101
(913) 859-1414 (Office)
(913) 226-0106 (Pcs)
(913) 859-1234 (Fax)
Ray.R.Doerr@sprint.com
--
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Message 22
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Marcus:
Any updates on the paint or shop you are looking at? Keep us posted as I
will be looking at a viable source "sometime" in the next year or so. I
am currently in the middle of the D2A mess so am definitely behind my
schedule..hoping to start back on the panel soon.
Thanks,
Byron
Do not archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Marcus Cooper
Sent: Thursday, December 28, 2006 9:24 PM
Subject: RV10-List: Alumi-Grip
I think I have found a shop in central Georgia to paint my RV-10. They
recommend using Alumi-Grip by US paint. Anyone have any pro's or cons
with this finish? From the Google searches so far it seems pretty good.
Also, does anyone have any experience with "Aircraft Paint and Interiors
of Georgia"?
Thanks,
Marcus
Do not archive
Message 23
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| Subject: | Re: IFR Training and Checkride in an RV-10 |
Ray,
Congratulations, What a super accomplishment. First, you built a fanta
stic plane and now you can fly it in the clouds! If you ever need IFR
practice to KGRI let me know.......free taxi and lunch when you land. L
arry L. called a few times this week for questions on the RV 10 but he s
aid he calls you for all the Electronics questions! Maybe by the end o
f this year we can fly a threesome formation (Larry L., you and me).
FLY SAFE!
Dean 40449
________________________________________________________________________
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om/products/online_calendar.pd?c=uol5752
<html><P>Ray,</P>
<P>Congratulations, What a super accomplishment. First, you
built a fantastic plane and now you can fly it in the clouds!  
; If you ever need IFR practice to KGRI let me know.......free taxi and
lunch when you land. Larry L. called a few times this week for que
stions on the RV 10 but he said he calls you for all the Electronics que
stions! Maybe by the end of this year we can fly a threesome
formation (Larry L., you and me). </P>
<P>FLY SAFE!</P>
<P>Dean 40449</P>
<font face="Times-New-Roman" size="2"><br><br>______________________
__________________________________________________<br>
<a href="http://track.juno.com/s/lc?s=197335&u=http://www.american
greetings.com/products/online_calendar.pd?c=uol5752"><B>FREE</B> Remin
der Service - NEW from AmericanGreetings.com<br>
<B>Click HERE</B> and never forget a Birthday or Anniversary again!</a><
br></font>
<pre><b><font size=2 color="#000000" face="courier new,courier">
</b></font></pre></body></html>
Message 24
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| Subject: | IFR Training and Checkride in an RV-10 |
Thanks again everyone for your praise. I have attached three
pictures of my panel during the build process. I will try to take some
more current ones this weekend since it is not looking up to being a
flying weekend, not even an IFR one. Some of the changes I made since
these pictures is the Falcon Turn Coordinator was replaced with the
TruTrak T.C. (This was a direct replacement, even the connector was the
same), and Nulite Light Wedges were added between the Panel and my
mechanical gauge for night flying.
Thanks
Ray Doerr
________________________________
From: owner-rv10-list-server@matronics.com on behalf of John Testement
Sent: Fri 1/12/2007 3:49 PM
Subject: RE: RV10-List: IFR Training and Checkride in an RV-10
<jwt@roadmapscoaching.com>
Congratulations Ray. I ditto all of the accolades and really admire the
hard
work it takes to accomplish the IFR ticket. I am even more excited about
what the RV-10 can do and can't wait to get ours flying.
John Testement
jwt@roadmapscoaching.com
40321
Richmond, VA
FWF, engine, wiring
do not archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Doerr, Ray R
[NTK]
Sent: Friday, January 12, 2007 10:41 AM
Subject: RV10-List: IFR Training and Checkride in an RV-10
--> <Ray.R.Doerr@sprint.com>
As of Jan 11, 2007, I have successfully pass my IFR checkride
with
Ron Albertson (Awesome guy by the way).
I just wanted to let other builders of the RV-10 know that it is
awesome to receive your entire IRF training like I did in your own
RV-10.
And then be able to find an examiner willing to do the checkride in an
experimental airplane. Ron had only one experience in an experimental
prior
to do the checkride in my RV-10. He flew a Burt Rutan design and told
the
owner "Thanks" but that he would never fly that again. Since that was
his
only experience with experimental, I made it my duty to try and change
his
mind. So after we finished the checkride, some of his comments were,
"Awesome IFR Panel", this was mainly because he liked the Dynon EFIS and
EMS
and the dual Garmin 430's that he had 1,000 of hours flying behind.
"Wow", this was when I climbed out at 100 Knots and 1500 Ft/Min with
full
fuel.
"Very Stable IFR Platform", this was when he took the stick for unusual
attitudes, better known as "Instructor Fun Time".
After the checkride I was confident that I had changed the mind
of
this one very highly qualified Professional on the point of Experimental
Aircraft, specifically the Van's RV-10.
The checkride consisted of:
File IFR to Topeka, KS Billard (KTOP) for the VOR 22 7 DME ARC. This
was a
non-precision approach using the autopilot. I was not ready for this
because, I had thought he would have wanted this hand flown as I have
practiced 10 times before. Anyway the TruTrak DigiFlight II with GPSS
worked awesome. It flew us directly to the IAF (KUMGY) on the Arc, then
the
autopilot flew the Arc while I monitored the distance from the VOR.
Then at
DMARCY, and Intermediate fix, the autopilot cranked it 90 degrees to the
left to fly the 25 degree radial (Heading 205) to the station, then
after
crossing the VOR, it changed to the 214 degree radial directly to the
runway. All I had to do during this time is monitor the approach using
the
VOR driving the #1 CDI, while my #2 CDI was indicating if I was on the
arc/radial via the GPS.
Next up was the Missed approach back to the hold, where we did a couple
of
turns and then back into KTOP for the ILS 13 using Vectors from Kansas
City
Center. Center was extremely busy at this point and they forgot about
me
after the last 90 degree intercept they gave me. After blowing through
the
localizer (communication was none top, otherwise, I would have warned
them)
by 2 miles, they apologized and asked if I wanted to be vector around
again
or would take a hard left directly to the FAF. I told the hard left,
and I
crank it around, intercepted the localizer about 1 mile from the FAF,
had to
loose 1000 ft and get everything lined up. Examiner was pretty quiet at
this time and minute later I had everything lined up and flew the
needles in
the doughnut the rest of the way down to minimums.
Now it was time to go missed and cancel IFR and go out and do maneuvers.
We
did a couple of unusual attitudes, turns, climbs etc.
Last up was the non-precision GPS approach back into my home airport
(K34).
Ron gave me vectors to final. This approach was flown with no Dynon
EFIS,
so I had to use my mechanical AIS, ALT, VSI and TruTrak Turn Coorinator.
This approached ended by doing a circling to land at minimums. I hard a
very smooth landing and Ron commented that I did an A+ job, and that I
knew
the airplane well. I guess anyone who has built there own airplane can
definitely say that!
In summary, I was a 100 hour pilot when I started flying my RV-10 (First
flight May 26, 2006). I had logged a long cross country to Canada and
Oshkosh in it and then other numerous smaller ones. I had received
about 44
hours of dual from my CFII Andy Crabtree (Now building a RV-7) in my
RV-10.
I had 51 hours of Actual/Simulated IFR at the time of this checkride.
Now I
am at the 300 hour mark as a pilot and the plane has 212 on the Hobbs.
This
couldn't get any better than this.
Sorry to be so wordy, but as you can tell, I was pumped!
Thank You
Ray Doerr
CDNI Principal Engineer
Sprint PCS
16020 West 113th Street
Lenexa, KS 66219
Mailstop KSLNXK0101
(913) 859-1414 (Office)
(913) 226-0106 (Pcs)
(913) 859-1234 (Fax)
Ray.R.Doerr@sprint.com
--
--
Message 25
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|
| Subject: | Re: IFR Training and Checkride in an RV-10 |
Great post Ray. Congratulations. Your panel looks great as well. Did
you do the panel yourself, or is it from Stein or one of the other
panel companies? I am planning to use Stein and have been working
with him on some panel designs.
Regards,
David Maib
#40559
tailcone
Do not archive
On Jan 12, 2007, at 6:45 PM, Doerr, Ray R [NTK] wrote:
Thanks again everyone for your praise. I have attached three
pictures of my panel during the build process. I will try to take
some more current ones this weekend since it is not looking up to
being a flying weekend, not even an IFR one. Some of the changes I
made since these pictures is the Falcon Turn Coordinator was replaced
with the TruTrak T.C. (This was a direct replacement, even the
connector was the same), and Nulite Light Wedges were added between
the Panel and my mechanical gauge for night flying.
Thanks
Ray Doerr
From: owner-rv10-list-server@matronics.com on behalf of John Testement
Sent: Fri 1/12/2007 3:49 PM
Subject: RE: RV10-List: IFR Training and Checkride in an RV-10
<jwt@roadmapscoaching.com>
Congratulations Ray. I ditto all of the accolades and really admire
the hard
work it takes to accomplish the IFR ticket. I am even more excited about
what the RV-10 can do and can't wait to get ours flying.
John Testement
jwt@roadmapscoaching.com
40321
Richmond, VA
FWF, engine, wiring
do not archive
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Doerr, Ray R
[NTK]
Sent: Friday, January 12, 2007 10:41 AM
Subject: RV10-List: IFR Training and Checkride in an RV-10
--> <Ray.R.Doerr@sprint.com>
As of Jan 11, 2007, I have successfully pass my IFR
checkride with
Ron Albertson (Awesome guy by the way).
I just wanted to let other builders of the RV-10 know that
it is
awesome to receive your entire IRF training like I did in your own
RV-10.
And then be able to find an examiner willing to do the checkride in an
experimental airplane. Ron had only one experience in an
experimental prior
to do the checkride in my RV-10. He flew a Burt Rutan design and
told the
owner "Thanks" but that he would never fly that again. Since that
was his
only experience with experimental, I made it my duty to try and
change his
mind. So after we finished the checkride, some of his comments were,
"Awesome IFR Panel", this was mainly because he liked the Dynon EFIS
and EMS
and the dual Garmin 430's that he had 1,000 of hours flying behind.
"Wow", this was when I climbed out at 100 Knots and 1500 Ft/Min with
full
fuel.
"Very Stable IFR Platform", this was when he took the stick for unusual
attitudes, better known as "Instructor Fun Time".
After the checkride I was confident that I had changed the
mind of
this one very highly qualified Professional on the point of Experimental
Aircraft, specifically the Van's RV-10.
The checkride consisted of:
File IFR to Topeka, KS Billard (KTOP) for the VOR 22 7 DME ARC. This
was a
non-precision approach using the autopilot. I was not ready for this
because, I had thought he would have wanted this hand flown as I have
practiced 10 times before. Anyway the TruTrak DigiFlight II with GPSS
worked awesome. It flew us directly to the IAF (KUMGY) on the Arc,
then the
autopilot flew the Arc while I monitored the distance from the VOR.
Then at
DMARCY, and Intermediate fix, the autopilot cranked it 90 degrees to the
left to fly the 25 degree radial (Heading 205) to the station, then
after
crossing the VOR, it changed to the 214 degree radial directly to the
runway. All I had to do during this time is monitor the approach
using the
VOR driving the #1 CDI, while my #2 CDI was indicating if I was on the
arc/radial via the GPS.
Next up was the Missed approach back to the hold, where we did a
couple of
turns and then back into KTOP for the ILS 13 using Vectors from
Kansas City
Center. Center was extremely busy at this point and they forgot
about me
after the last 90 degree intercept they gave me. After blowing
through the
localizer (communication was none top, otherwise, I would have warned
them)
by 2 miles, they apologized and asked if I wanted to be vector around
again
or would take a hard left directly to the FAF. I told the hard left,
and I
crank it around, intercepted the localizer about 1 mile from the FAF,
had to
loose 1000 ft and get everything lined up. Examiner was pretty quiet at
this time and minute later I had everything lined up and flew the
needles in
the doughnut the rest of the way down to minimums.
Now it was time to go missed and cancel IFR and go out and do
maneuvers. We
did a couple of unusual attitudes, turns, climbs etc.
Last up was the non-precision GPS approach back into my home airport
(K34).
Ron gave me vectors to final. This approach was flown with no Dynon
EFIS,
so I had to use my mechanical AIS, ALT, VSI and TruTrak Turn Coorinator.
This approached ended by doing a circling to land at minimums. I hard a
very smooth landing and Ron commented that I did an A+ job, and that
I knew
the airplane well. I guess anyone who has built there own airplane can
definitely say that!
In summary, I was a 100 hour pilot when I started flying my RV-10 (First
flight May 26, 2006). I had logged a long cross country to Canada and
Oshkosh in it and then other numerous smaller ones. I had received
about 44
hours of dual from my CFII Andy Crabtree (Now building a RV-7) in my
RV-10.
I had 51 hours of Actual/Simulated IFR at the time of this
checkride. Now I
am at the 300 hour mark as a pilot and the plane has 212 on the
Hobbs. This
couldn't get any better than this.
Sorry to be so wordy, but as you can tell, I was pumped!
Thank You
Ray Doerr
CDNI Principal Engineer
Sprint PCS
16020 West 113th Street
Lenexa, KS 66219
Mailstop KSLNXK0101
(913) 859-1414 (Office)
(913) 226-0106 (Pcs)
(913) 859-1234 (Fax)
Ray.R.Doerr@sprint.com
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