Today's Message Index:
----------------------
1. 03:11 AM - Re: Fiberglass Course (Jay Rowe)
2. 03:46 AM - Re: Fiberglass Course (Bob Leffler)
3. 05:02 AM - EAA's Sportaire workshops (GRANSCOTT@aol.com)
4. 05:51 AM - Re: PIPREP at 34 Hours (zackrv8)
5. 06:03 AM - Re: PIPREP at 34 Hours (Michael Schipper)
6. 06:45 AM - Re: PIPREP at 34 Hours (Jesse Saint)
7. 06:59 AM - Re: EAA's Sportaire workshops (Jay Rowe)
8. 07:35 AM - Re: EAA's Sportaire workshops (GRANSCOTT@aol.com)
9. 07:36 AM - Re: Glass Primary Flight Displays for RV-10 (Lloyd, Daniel R.)
10. 07:50 AM - Re: Glass Primary Flight Displays for RV-10 (GRANSCOTT@aol.com)
11. 08:02 AM - Re: Glass Primary Flight Displays for RV-10 (RV Builder (Michael Sausen))
12. 08:38 AM - Re: EAA's Sportaire workshops (Pascal)
13. 11:22 AM - How to dimple screw holes for wing tip (QB Wing) (Michael Wellenzohn)
14. 11:40 AM - Re: How to dimple screw holes for wing tip (QB Wing) (Lloyd, Daniel R.)
15. 02:58 PM - Re: PIPREP at 34 Hours (Larry Rosen)
16. 04:05 PM - Re: PIPREP at 34 Hours (ddddsp1@juno.com)
17. 05:23 PM - Re: PIPREP at 34 Hours (Larry Rosen)
18. 05:57 PM - Re: PIPREP at 34 Hours (CHRISTOPHER HARRIS)
19. 06:29 PM - Re: PIPREP at 34 Hours (Tim Lewis)
20. 06:54 PM - The value of EFIS backup (Tim Lewis)
21. 08:11 PM - Re: PIPREP at 34 Hours (John W. Cox)
22. 09:04 PM - Re: PIPREP at 34 Hours (DejaVu)
23. 09:17 PM - Re: PIPREP at 34 Hours (DejaVu)
Message 1
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| Subject: | Re: Fiberglass Course |
Dave you can sign me up for the April 28/29 for sure. Do you need a
deposit? Jay Rowe
----- Original Message -----
From: Dave Saylor
To: rv10-list@matronics.com
Sent: Wednesday, February 28, 2007 12:10 AM
Subject: RV10-List: Fiberglass Course
Regarding an RV-10-specific composite course:
Thanks for your responses! It looks like a go. The date was
unresolved until now but it looks like the last weekend in April will
work best for the most people.
I will finalize the date and other details by the end of the week but
plan tenatively for Saturday and Sunday, April 28 and 29.
Dave Saylor
AirCrafters LLC
140 Aviation Way
Watsonville, CA
831-722-9141
831-750-0284 CL
www.AirCraftersLLC.com
-------------------------------------------------------------------------
-----
2/26/2007
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| Subject: | Fiberglass Course |
What's the closest commercial airport to fly in to? SJC?
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Dave Saylor
Sent: Wednesday, February 28, 2007 12:10 AM
Subject: RV10-List: Fiberglass Course
Regarding an RV-10-specific composite course:
Thanks for your responses! It looks like a go. The date was unresolved
until now but it looks like the last weekend in April will work best for the
most people.
I will finalize the date and other details by the end of the week but plan
tenatively for Saturday and Sunday, April 28 and 29.
Dave Saylor
AirCrafters LLC
140 Aviation Way
Watsonville, CA
831-722-9141
831-750-0284 CL
www.AirCraftersLLC.com
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| Subject: | EAA's Sportaire workshops |
The EAA is sponsoring an RV workshop in my area...I originally wanted to
attend the Western PA's workshop but they no longer have them...anyway has
anyone attended the EAA version and is it worth the time and money...the other
I'm
considering is the work shop in GA...
Patrick
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| Subject: | Re: PIPREP at 34 Hours |
Anh,
Great to hear the report. Thanks for the input. This is all good stuff for
us that follow you.
Here's a suggestion on the shoulder straps. Instead of the overhead aluminum
strap, why not sew some velcro onto the shoulder harness? Just velcro overhead
when not in use.
I wish I could have warned you of the bottom piano hinge on the cowl. I have
screws and platenuts (4 K-1008's each side) there also. No problems after 1000
hours.
I would suggest getting rid of the black P-O-C eyeball vents that Vans provide
in the kit. Get the aluminum ones that are sold by many vendors (suggest Stein
for starters). Adds a touch of class to your interior and seals off the cold
air.
Joe
[quote="wvu(at)ameritel.net"]There are plenty of aerodynamic performance posted
already, especially on Tim Olson?s site so I won?t go there much. Below are
my notes/squawks/comments/lessons learned at 34 hours. Slightly long post but
hope there?s something here for everyone. There are also a question or two.
Maybe you can help me out.
Handling/Flying qualities:
RV-10 is a joy to fly. No new news here. Casual observers tell me the IO-540
sounds manly ? very throaty.
Controls are at least twice as heavy as my old RV-6. Still light. Well balanced
feel.
With one soul onboard and 40-80lbs ballast in the baggage area... takeoffs require
a slight nose down trim irregardless of fuel level, perhaps a ? inch trim
tabs up or about a full one second push on the coolie hat. In cruise I can
see a slight (1/8 in) elevator leading edge (where the counter balance arms
are) protruding above the trailing edge of the horizontal stab
Pitch trim band is narrow. Slight power adjustment will require you to re-trim.
Not really a problem here. Have not ever ran out of pitch trim authority.
If you fight with the controls while the Trutrak is engaged, it WILL give in to
you ? only once. Replacing the shear screw fixed the problem.
Still getting used to differential braking. Tail wheel seems much more natural,
sorry.
Aircraft is too easy to land. Takes two hands to pull the stick all the way
aft on roll out. Don?t take me literally. Take transition training before flying
yours.
Engine:
Engine burns about 1qt of straight mineral oil every 5 hours. I keep it at 9qts.
Tim Olson mentioned his stabilizes around 8qts.? Maybe I let it breathe
out too much. Will let it go down to 8qts and see what happens. I don?t expect
full break in for at least 50 hours.
Cylinders #2 and #4 running hot compared to others prior to maiden flight. Fuel
flow test indicated that they got 50% amount of fuel compared to cylinders.
Found out port on spider faintly labeled ?METER? was used for #2 (my bad).
Fuel for this port is shared with port for #4. Thus, they each got 50% of
fuel. Moving fuel lines around on the spider and plugged the METER port fixed
the problem. Use
CHT 's1 and 2 are hottest. 410degF on climb out at 105kts. Definitely need to
cut down the air dams if nothing else. They are around 380degF in cruise while
others are around 360. See what?s all Tim Olson did on his site. I think
he?s cruising around 320deg now.
Vetterman exhaust discolors bottom cowl in areas closest to the exhaust. Not
sure how close they are to the cowl. You?ll want to protect the inside of the
bottom cowl with aluminum sheets that Van?s sell or something similar. Smooth
the cowl first with a layer of resin.
Prop governor arm slightly interfered with top cowl in flight but not on the ground
at the area of the bolt attaching the clevis to the governor arm. The
cowls move slightly in flight. Give a good ?? clearance fixed the problem.
Airframe:
Noticed bottom left cowl hinge had one broken eyelet on the cowl half at 25 hours.
At 34 hours 5 out of 6 eyelets were broken. Replaced hinge half on cowl.
Will throw away bottoms hinges and use nutplates/screws like what Tim Olson
did at the next opportunity. He uses 0.063 tab and five nutplates (appear
to be K1000-08) per side.
Stress crack around the bottom most rivet on the oil cooler hose flange on the
baffle. The weldment on the flange itself appears ok. Will add doubler and
re-rivet the flange in place. Will also reinforce the weldment as someone
else suggested. Will have to search the archive on how this person did it.
No excessive heat in tunnel. I insulated the bottom of the tunnel from firewall
to spar, and around fuel lines immediately below the fuel selector valve.
I also routed one port from the avionics cooling fan to the tunnel to keep the
air moving inside the tunnel.
NACA air vents as designed are cold on the knees in the winter time with a slight
leak. Route them to your panel or somewhere else if I were you.
No problems with the nose wheel spacers. I added screws through the nose fork
to make sure the spacers don?t move.
Small short ?cracks? around rear windows due to flexing. Not sure what to do
here. Feels like you need to allow it to flex. Any suggestions? I?d like
to fix it before painting.
Need to install the upper intersection fairings so I can fly with wheel pants
on and gain a few knots
Avionics:
Satisfied with the GRT EFIS?s. No problems switching from standard six-pack
to glass panel. I enjoy the readily available true airspeed, wind velocity, flight
path vector, g-meter, electronic checklists, etc.
Love the Mode-S. Aerocrapper (pun intended) suggested a ?Mute? switch for the
Mode-S in case b*tching Betty gets too annoying around the pattern. Don?t need
this switch. B*tching Betty is not annoying at all. She comes on only once
when the traffic first shows up.
GRT EIS 6000 fuel levels are inop. Found out Aerocrapper did not provide the
4.8V input or via 470ohm resistors to the sensor inputs. Hate to think of mucking
behind the panel at this point.
Garmin 430 is powerful. Learning curve is still steep at this point.
Human factors:
Infinity stick grips are awesome. I make shoot-em-up noises while flyingJ.
Only complaint is coolie hat does not engage until it almost hits the stops.
Seats with wonder-cushions are uncomfortable for me, at least for my weight (170lbs).
Feels like I?m sitting on a rock. After the foam is warmed up it really
conforms to your curves, like slightly up your crack. Wear jeans so this
doesn?t happen.
Don?t have a good way to stow the fwd harnesses. Don?t like to see ?hooks? above
my head or on the center bar above the glare shield right in front of my
eyes.
Keep pounding those rivets?.
AnhN591VU
> [b]
--------
RV8 #80125
RV10 # 40512
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=97842#97842
Message 5
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| Subject: | Re: PIPREP at 34 Hours |
Great writeup, Anh. Thanks for taking the time to document your
findings.
> If you fight with the controls while the Trutrak is engaged, it
> WILL give in to you ' only once. Replacing the shear screw fixed
> the problem.
Does this mean that the trim servo's screw broke off when you applied
too much control pressure?
Regards,
Mike Schipper
RV-10 #40576 - www.rvten.com
On Feb 27, 2007, at 11:17 PM, DejaVu wrote:
> There are plenty of aerodynamic performance posted already,
> especially on Tim Olson=92s site so I won=92t go there much. Below
are
> my notes/squawks/comments/lessons learned at 34 hours. Slightly
> long post but hope there=92s something here for everyone. There are
> also a question or two. Maybe you can help me out.
Message 6
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| Subject: | PIPREP at 34 Hours |
Great writeup! I do have a couple of comments.
First, as was already mentioned, the black plastic air vents are
garbage.
Van=92s sells machined ones for $145. Stein sells vents, but not with
the
flange to screw onto the stock air inlets. Van=92s has either black or
clear
anodized. The black is mostly plastic, but is machined and seals
nicely.
You won=92t be sorry you spent the cash on that one, especially in the
winter.
If you are still flying with no wheel pants or gear leg fairings, you
will
gain more than a few knots. We have measured increases in the 15-18Kt
range
with the pants and fairings.
I haven=92t seen any cracking on the bottom cowl hinges, but I must just
be
lucky.
On the prop governor arm, it is normal to have to =93hog out=94 some of
that
upper fiberglass ramp to allow the arm to fully travel without
obstruction.
This is for those who haven=92t done that yet. Don=92t be shy because
you don=92t
want the governor to hang up there in flight.
Do not archive.
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
www.saintaviation.com
Cell: 352-427-0285
Fax: 815-377-3694
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of DejaVu
Sent: Wednesday, February 28, 2007 12:17 AM
Subject: RV10-List: PIPREP at 34 Hours
There are plenty of aerodynamic performance posted already, especially
on
Tim Olson=92s site so I won=92t go there much. Below are my
notes/squawks/comments/lessons learned at 34 hours. Slightly long post
but
hope there=92s something here for everyone. There are also a question
or two.
Maybe you can help me out.
Handling/Flying qualities:
RV-10 is a joy to fly. No new news here. Casual observers tell me the
IO-540 sounds manly ' very throaty.
Controls are at least twice as heavy as my old RV-6. Still light. Well
balanced feel.
With one soul onboard and 40-80lbs ballast in the baggage area...
takeoffs
require a slight nose down trim irregardless of fuel level, perhaps a
=BC inch
trim tabs up or about a full one second push on the coolie hat. In
cruise I
can see a slight (1/8 in) elevator leading edge (where the counter
balance
arms are) protruding above the trailing edge of the horizontal stab
Pitch trim band is narrow. Slight power adjustment will require you to
re-trim. Not really a problem here. Have not ever ran out of pitch trim
authority.
If you fight with the controls while the Trutrak is engaged, it WILL
give in
to you ' only once. Replacing the shear screw fixed the problem.
Still getting used to differential braking. Tail wheel seems much more
natural, sorry.
Aircraft is too easy to land. Takes two hands to pull the stick all the
way
aft on roll out. Don=92t take me literally. Take transition training
before
flying yours.
Engine:
Engine burns about 1qt of straight mineral oil every 5 hours. I keep it
at
9qts. Tim Olson mentioned his stabilizes around 8qts. Maybe I let it
breathe out too much. Will let it go down to 8qts and see what happens.
I
don=92t expect full break in for at least 50 hours.
Cylinders #2 and #4 running hot compared to others prior to maiden
flight.
Fuel flow test indicated that they got 50% amount of fuel compared to
cylinders. Found out port on spider faintly labeled =93METER=94 was
used for #2
(my bad). Fuel for this port is shared with port for #4. Thus, they
each
got 50% of fuel. Moving fuel lines around on the spider and plugged the
METER port fixed the problem. Use
CHT 's1 and 2 are hottest. 410degF on climb out at 105kts. Definitely
need
to cut down the air dams if nothing else. They are around 380degF in
cruise
while others are around 360. See what=92s all Tim Olson did on his
site. I
think he=92s cruising around 320deg now.
Vetterman exhaust discolors bottom cowl in areas closest to the exhaust.
Not sure how close they are to the cowl. You=92ll want to protect the
inside
of the bottom cowl with aluminum sheets that Van=92s sell or something
similar. Smooth the cowl first with a layer of resin.
Prop governor arm slightly interfered with top cowl in flight but not on
the
ground at the area of the bolt attaching the clevis to the governor arm.
The cowls move slightly in flight. Give a good =BC=94 clearance fixed
the
problem.
Airframe:
Noticed bottom left cowl hinge had one broken eyelet on the cowl half at
25
hours. At 34 hours 5 out of 6 eyelets were broken. Replaced hinge half
on
cowl. Will throw away bottoms hinges and use nutplates/screws like what
Tim
Olson did at the next opportunity. He uses 0.063 tab and five nutplates
(appear to be K1000-08) per side.
Stress crack around the bottom most rivet on the oil cooler hose flange
on
the baffle. The weldment on the flange itself appears ok. Will add
doubler
and re-rivet the flange in place. Will also reinforce the weldment as
someone else suggested. Will have to search the archive on how this
person
did it.
No excessive heat in tunnel. I insulated the bottom of the tunnel from
firewall to spar, and around fuel lines immediately below the fuel
selector
valve. I also routed one port from the avionics cooling fan to the
tunnel to
keep the air moving inside the tunnel.
NACA air vents as designed are cold on the knees in the winter time with
a
slight leak. Route them to your panel or somewhere else if I were you.
No problems with the nose wheel spacers. I added screws through the
nose
fork to make sure the spacers don=92t move.
Small short =93cracks=94 around rear windows due to flexing. Not sure
what to
do here. Feels like you need to allow it to flex. Any suggestions?
I=92d
like to fix it before painting.
Need to install the upper intersection fairings so I can fly with wheel
pants on and gain a few knots
Avionics:
Satisfied with the GRT EFIS=92s. No problems switching from standard
six-pack
to glass panel. I enjoy the readily available true airspeed, wind
velocity,
flight path vector, g-meter, electronic checklists, etc.
Love the Mode-S. Aerocrapper (pun intended) suggested a =93Mute=94
switch for
the Mode-S in case b*tching Betty gets too annoying around the pattern.
Don=92t need this switch. B*tching Betty is not annoying at all. She
comes
on only once when the traffic first shows up.
GRT EIS 6000 fuel levels are inop. Found out Aerocrapper did not
provide
the 4.8V input or via 470ohm resistors to the sensor inputs. Hate to
think
of mucking behind the panel at this point.
Garmin 430 is powerful. Learning curve is still steep at this point.
Human factors:
Infinity stick grips are awesome. I make shoot-em-up noises while
flying:-). Only complaint is coolie hat does not engage until it almost
hits the stops.
Seats with wonder-cushions are uncomfortable for me, at least for my
weight
(170lbs). Feels like I=92m sitting on a rock. After the foam is warmed
up it
really conforms to your curves, like slightly up your crack. Wear jeans
so
this doesn=92t happen.
Don=92t have a good way to stow the fwd harnesses. Don=92t like to see
=93hooks=94
above my head or on the center bar above the glare shield right in front
of
my eyes.
Keep pounding those rivets=85.
Anh
N591VU
Message 7
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| Subject: | Re: EAA's Sportaire workshops |
Patrick: I attended a long (very long) week course at the Alexander
Tech Center in Griffin GA. We worked about 12 hours day for 9 days.
There were two RV-8 builders there as well and they were able to
complete their tail feathers by only doing 8 to 10 hours/day and on the
last Sunday they were out of there by noon. I was probably a bit slower
than the averabe dub but the 10 has a lot more rivets and parts than the
8. The course and instructors were very good and I learned just about
all I needed to know to continue on with the wings and fuselage (I am
just starting the finish kit). I would highly recommended it if you
have the time and cash. Jay Rowe
----- Original Message -----
From: GRANSCOTT@aol.com
To: rv10-list@matronics.com
Sent: Wednesday, February 28, 2007 8:01 AM
Subject: RV10-List: EAA's Sportaire workshops
The EAA is sponsoring an RV workshop in my area...I originally wanted
to attend the Western PA's workshop but they no longer have
them...anyway has anyone attended the EAA version and is it worth the
time and money...the other I'm considering is the work shop in GA...
Patrick
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2/27/2007
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| Subject: | Re: EAA's Sportaire workshops |
In a message dated 2/28/07 10:02:23 A.M. Eastern Standard Time,
jfrjr@adelphia.net writes:
: I attended a long (very long) week course at the Alexander Tech Center in
Griffin GA.....Thanks I would highly recommended it if you have the time
and cash. Jay Rowe
Thanks Jay...
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Message 9
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| Subject: | Glass Primary Flight Displays for RV-10 |
and I do believe Vans delivered more than 1000 new kits starts, but this
does not mean completed airplanes just new starts. But they did say that
the kits are taking to the air at more than 1 a day, so that is still a
healthy number.
Dan
N289DT
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of RV Builder
(Michael Sausen)
Sent: Tuesday, February 27, 2007 9:03 PM
Subject: RE: RV10-List: Glass Primary Flight Displays for RV-10
He wishes! Textron's Cessna unit last year delivered 1239 fully
outfitted aircraft, 850 of which were piston.
Do not archive
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of
GRANSCOTT@aol.com
Sent: Tuesday, February 27, 2007 7:37 PM
Subject: Re: RV10-List: Glass Primary Flight Displays for RV-10
In a message dated 2/27/07 12:33:25 P.M. Eastern Standard Time,
dmaib@mac.com writes:
On Feb 27, 2007, at 10:33 AM, Niko wrote:
This company needs to plan on high quality, high volume, and
low cost
I imagine the "high volume" could be the problem. The amateur
built market is very healthy, but I doubt if the numbers will constitute
anything approaching what a manufacturer would consider high volume.
I believe if you check the numbers, Vans is out selling Mooney,
Piper, Commander, Cessna and all the others put together each year
except Cirrus...
_____
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from AOL at AOL.com.
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http://forums.matronics.com
Message 10
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| Subject: | Re: Glass Primary Flight Displays for RV-10 |
Mooney delivered about 20 planes...Commander 0, Tiger 0, Piper ?, Cessna 85
0
and about 15%+ of these were delivered to CAP so it you take these and flee
t
sales out, Cessna probably delivered less than 500 to GA pilots, worldwide.
Van's is quickly becoming a major producer of GA aircraft. I'd guess in the
next 2 years, CAP will have filled it's pipe line on the Glass cockpits and
will then really cut back on Cessna's G 1000 182 production unless Cessna
finds new customers.
and I do believe Vans delivered more than 1000 new kits starts, but this
does not mean completed airplanes just new starts. But they did say that th
e
kits are taking to the air at more than 1 a day, so that is still a healthy
number.
Dan
N289DT
____________________________________
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of RV Builder (Mich
ael Sausen)
Sent: Tuesday, February 27, 2007 9:03 PM
Subject: RE: RV10-List: Glass Primary Flight Displays for RV-10
He wishes! Textron=99s Cessna unit last year delivered 1239 fully ou
tfitted
aircraft, 850 of which were piston.
Do not archive
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of GRANSCOTT@aol.co
m
Sent: Tuesday, February 27, 2007 7:37 PM
Subject: Re: RV10-List: Glass Primary Flight Displays for RV-10
In a message dated 2/27/07 12:33:25 P.M. Eastern Standard Time,
dmaib@mac.com writes:
On Feb 27, 2007, at 10:33 AM, Niko wrote:
This company needs to plan on high quality, high volume, and low cost
I imagine the "high volume" could be the problem. The amateur built market
is very healthy, but I doubt if the numbers will constitute anything
approaching what a manufacturer would consider high volume.
I believe if you check the numbers, Vans is out selling Mooney, Piper,
Commander, Cessna and all the others put together each year except Cirrus.
..
____________________________________
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href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.c
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href="http://forums.matronics.com">http://forums.matronics.com
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|
| Subject: | Glass Primary Flight Displays for RV-10 |
No doubt he is delivering a fairly large number, probably more than all
the other kit manufactures combined, but there is no chance he is
anywhere near all of the big boys combined as was stated below.
Michael
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Lloyd, Daniel
R.
Sent: Wednesday, February 28, 2007 9:37 AM
Subject: RE: RV10-List: Glass Primary Flight Displays for RV-10
and I do believe Vans delivered more than 1000 new kits starts, but this
does not mean completed airplanes just new starts. But they did say that
the kits are taking to the air at more than 1 a day, so that is still a
healthy number.
Dan
N289DT
________________________________
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of RV Builder
(Michael Sausen)
Sent: Tuesday, February 27, 2007 9:03 PM
Subject: RE: RV10-List: Glass Primary Flight Displays for RV-10
He wishes! Textron's Cessna unit last year delivered 1239 fully
outfitted aircraft, 850 of which were piston.
Do not archive
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of
GRANSCOTT@aol.com
Sent: Tuesday, February 27, 2007 7:37 PM
Subject: Re: RV10-List: Glass Primary Flight Displays for RV-10
In a message dated 2/27/07 12:33:25 P.M. Eastern Standard Time,
dmaib@mac.com writes:
On Feb 27, 2007, at 10:33 AM, Niko wrote:
This company needs to plan on high quality, high volume, and
low cost
I imagine the "high volume" could be the problem. The amateur
built market is very healthy, but I doubt if the numbers will constitute
anything approaching what a manufacturer would consider high volume.
I believe if you check the numbers, Vans is out selling Mooney,
Piper, Commander, Cessna and all the others put together each year
except Cirrus...
________________________________
AOL now offers free email to everyone. Find out more about what's free
from AOL at AOL.com.
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href="http://forums.matronics.com">http://forums.matronics.com
Message 12
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| Subject: | Re: EAA's Sportaire workshops |
I did the course last June with Dan Checkoway leading. I did it to
determine if I could and wanted to build an aluminum airframe. We built
the airfoil project one sees for sale on the Van's webstore. I can only
speak for that experience and not Sportair workshops in general
I enjoyed the RV building overview, discussing tools, space and pretty
much everything mentioned in the "homebuilders" site on the EAA website
under "planning". Doing the Hands on was a great experience, it's one
thing to talk about doing it, it's another having a knowledgeable person
guiding and showing "better and easier ways to get the same thing
completed".
We had probably 4 of the 18 people in the class as "started the project
xx months/years ago" they took the course to improve and learn what they
have had problems with.
As a potential builder looking for whats involved, I thought it was
worth the time and money, not sure there is much benefit for anyone who
has done the research from start to finish and has months building
already- if one hasn't had the time the course will cover everything
from planning to registering to first flight all in a few hours.
In summary- I studied the EAA homebuilders site and learned the start to
finish expectations. I took the time to see projects and ask local
builders questions. I took the time to review the blueprints on peoples
sites (ie Tim's) and went throught the process in my head, cleco, drill,
deburr, etc.. All that was missing was doing it with an instructor-
because I was prepared I listened and understood more, it was the Hands
on however that I truly benefitted from.
This RV forum will cover the ground school piece questions and usually
in "real-time" as in "I met the DAR last weekend and they suggested I do
.... for the first flight", but unless you have a friend or know someone
willing to teach you, the Sportair classes are a good investment of your
time and money.
I couldn't see a builder who already started and was building every
weekend really benefitting from it. A good refresher for someone who
hasn't been in the project (some of the students took off for 2 years
and wanted a refresher on everything)
I would venture to guess any course would be a good experience if the
instructor knows how to communicate clearly- in CA Dan Checkoway is a
great example, he is so intense in his RV that one leaves the class
excited and ready to be part of the same experience. In GA you may
receive the same level of instructor, you may not.
Time and money wise.. I think it will take less time and cost less in
the long run doing a course. I haven't heard of anyone complain about
any of the courses out there. Some may not benefit too much; others
will, I found in my experience those in a rush to go home missed out,
those that stuck around learned quite a lot from an instructor ready to
talk and spread the wealth of knowledge. It's what one make of it that
makes the difference.
----- Original Message -----
From: GRANSCOTT@aol.com
To: rv10-list@matronics.com
Sent: Wednesday, February 28, 2007 5:01 AM
Subject: RV10-List: EAA's Sportaire workshops
The EAA is sponsoring an RV workshop in my area...I originally wanted
to attend the Western PA's workshop but they no longer have
them...anyway has anyone attended the EAA version and is it worth the
time and money...the other I'm considering is the work shop in GA...
Patrick
-------------------------------------------------------------------------
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from AOL at
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| Subject: | How to dimple screw holes for wing tip (QB Wing) |
Hello,
I cannot reach the holes in the top wing skin with my dimple die set to produce
the required 10# screw dimples for the wing tip attachment. How did other QB
wing builders do it?
Regards
Michael
--------
RV-10 builder (wings)
#511
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=97941#97941
Message 14
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| Subject: | How to dimple screw holes for wing tip (QB Wing) |
Grind down the dimple die set
Dan
N289DT
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Michael
Wellenzohn
Sent: Wednesday, February 28, 2007 2:22 PM
Subject: RV10-List: How to dimple screw holes for wing tip (QB Wing)
<michael@wellenzohn.net>
Hello,
I cannot reach the holes in the top wing skin with my dimple die set to
produce the required 10# screw dimples for the wing tip attachment. How
did other QB wing builders do it?
Regards
Michael
--------
RV-10 builder (wings)
#511
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=97941#97941
Message 15
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| Subject: | Re: PIPREP at 34 Hours |
In this situation the shear screw did exactly what it was supposed to
do. The autopilot wanted to do one thing Anh wanted to do another.
Anh, the PIC, won. The shear pin sheared and Anh had total control of
the aircraft. The TruTrak autopilot was mechanically disengaged.
Larry
#356
Michael Schipper wrote:
> Great writeup, Anh. Thanks for taking the time to document your findings.
>
>> If you fight with the controls while the Trutrak is engaged, it WILL
>> give in to you only once. Replacing the shear screw fixed the problem.
>
> Does this mean that the trim servo's screw broke off when you applied
> too much control pressure?
>
> Regards,
> Mike Schipper
> RV-10 #40576 - www.rvten.com <http://www.rvten.com>
>
>
> On Feb 27, 2007, at 11:17 PM, DejaVu wrote:
>
>> There are plenty of aerodynamic performance posted already,
>> especially on Tim Olsons site so I wont go there much. Below are
>> my notes/squawks/comments/lessons learned at 34 hours. Slightly long
>> post but hope theres something here for everyone. There are also a
>> question or two. Maybe you can help me out.
>
> *
>
>
> *
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| Subject: | Re: PIPREP at 34 Hours |
Trio is a better design than this.............IMHO
Dean 40449
On MOD 277 Yugo panel working well
________________________________________________________________________
FREE Reminder Service - NEW from AmericanGreetings.com
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om/products/online_calendar.pd?c=uol5752
<html><P>Trio is a better design than this.............IMHO</P>
<P>Dean 40449</P>
<P>On MOD 277 Yugo panel working well</P>
<font face="Times-New-Roman" size="2"><br><br>______________________
__________________________________________________<br>
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| Subject: | Re: PIPREP at 34 Hours |
Tell us more. How do you manually override the Trio servo?
Larry
ddddsp1@juno.com wrote:
>
> Trio is a better design than this.............IMHO
>
> Dean 40449
>
> On MOD 277 Yugo panel working well
>
>
> ________________________________________________________________________
> *FREE* Reminder Service - *NEW* from AmericanGreetings.com
> Click *HERE* and never forget a Birthday or Anniversary again!
> <http://track.juno.com/s/lc?s=197335&u=http://www.americangreetings.com/products/online_calendar.pd?c=uol5752>
> *
>
>
> *
Message 18
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| Subject: | Re: PIPREP at 34 Hours |
Anh, great news on the airplane. You should consider, though---having a highly
motivated A&P ride shotgun to observe, and take notes for you, just so you can
enjoy flying the plane and not have to worry about the statistical stuff so much.
I could recommend a local guy to provide this service for you, he's available
almost anytime, and drives a black Ford F-250.
Chris
DejaVu <wvu@ameritel.net> wrote:
There are plenty of aerodynamic performance posted already, especially
on Tim Olsons site so I wont go there much. Below are my notes/squawks/comments/lessons
learned at 34 hours. Slightly long post but hope theres something
here for everyone. There are also a question or two. Maybe you can help
me out.
Handling/Flying qualities:
RV-10 is a joy to fly. No new news here. Casual observers tell me the IO-540
sounds manly very throaty.
Controls are at least twice as heavy as my old RV-6. Still light. Well balanced
feel.
With one soul onboard and 40-80lbs ballast in the baggage area... takeoffs require
a slight nose down trim irregardless of fuel level, perhaps a inch trim
tabs up or about a full one second push on the coolie hat. In cruise I can see
a slight (1/8 in) elevator leading edge (where the counter balance arms are)
protruding above the trailing edge of the horizontal stab
Pitch trim band is narrow. Slight power adjustment will require you to re-trim.
Not really a problem here. Have not ever ran out of pitch trim authority.
If you fight with the controls while the Trutrak is engaged, it WILL give in
to you only once. Replacing the shear screw fixed the problem.
Still getting used to differential braking. Tail wheel seems much more natural,
sorry.
Aircraft is too easy to land. Takes two hands to pull the stick all the way
aft on roll out. Dont take me literally. Take transition training before flying
yours.
Engine:
Engine burns about 1qt of straight mineral oil every 5 hours. I keep it at 9qts.
Tim Olson mentioned his stabilizes around 8qts. Maybe I let it breathe
out too much. Will let it go down to 8qts and see what happens. I dont expect
full break in for at least 50 hours.
Cylinders #2 and #4 running hot compared to others prior to maiden flight. Fuel
flow test indicated that they got 50% amount of fuel compared to cylinders.
Found out port on spider faintly labeled METER was used for #2 (my bad). Fuel
for this port is shared with port for #4. Thus, they each got 50% of fuel.
Moving fuel lines around on the spider and plugged the METER port fixed the
problem. Use
CHT 's1 and 2 are hottest. 410degF on climb out at 105kts. Definitely need
to cut down the air dams if nothing else. They are around 380degF in cruise while
others are around 360. See whats all Tim Olson did on his site. I think
hes cruising around 320deg now.
Vetterman exhaust discolors bottom cowl in areas closest to the exhaust. Not
sure how close they are to the cowl. Youll want to protect the inside of the
bottom cowl with aluminum sheets that Vans sell or something similar. Smooth
the cowl first with a layer of resin.
Prop governor arm slightly interfered with top cowl in flight but not on the
ground at the area of the bolt attaching the clevis to the governor arm. The
cowls move slightly in flight. Give a good clearance fixed the problem.
Airframe:
Noticed bottom left cowl hinge had one broken eyelet on the cowl half at 25 hours.
At 34 hours 5 out of 6 eyelets were broken. Replaced hinge half on cowl.
Will throw away bottoms hinges and use nutplates/screws like what Tim Olson
did at the next opportunity. He uses 0.063 tab and five nutplates (appear to
be K1000-08) per side.
Stress crack around the bottom most rivet on the oil cooler hose flange on the
baffle. The weldment on the flange itself appears ok. Will add doubler and
re-rivet the flange in place. Will also reinforce the weldment as someone else
suggested. Will have to search the archive on how this person did it.
No excessive heat in tunnel. I insulated the bottom of the tunnel from firewall
to spar, and around fuel lines immediately below the fuel selector valve.
I also routed one port from the avionics cooling fan to the tunnel to keep the
air moving inside the tunnel.
NACA air vents as designed are cold on the knees in the winter time with a slight
leak. Route them to your panel or somewhere else if I were you.
No problems with the nose wheel spacers. I added screws through the nose fork
to make sure the spacers dont move.
Small short cracks around rear windows due to flexing. Not sure what to do here.
Feels like you need to allow it to flex. Any suggestions? Id like to fix
it before painting.
Need to install the upper intersection fairings so I can fly with wheel pants
on and gain a few knots
Avionics:
Satisfied with the GRT EFISs. No problems switching from standard six-pack to
glass panel. I enjoy the readily available true airspeed, wind velocity, flight
path vector, g-meter, electronic checklists, etc.
Love the Mode-S. Aerocrapper (pun intended) suggested a Mute switch for the Mode-S
in case b*tching Betty gets too annoying around the pattern. Dont need
this switch. B*tching Betty is not annoying at all. She comes on only once when
the traffic first shows up.
GRT EIS 6000 fuel levels are inop. Found out Aerocrapper did not provide the
4.8V input or via 470ohm resistors to the sensor inputs. Hate to think of mucking
behind the panel at this point.
Garmin 430 is powerful. Learning curve is still steep at this point.
Human factors:
Infinity stick grips are awesome. I make shoot-em-up noises while flyingJ.
Only complaint is coolie hat does not engage until it almost hits the stops.
Seats with wonder-cushions are uncomfortable for me, at least for my weight (170lbs).
Feels like Im sitting on a rock. After the foam is warmed up it really
conforms to your curves, like slightly up your crack. Wear jeans so this doesnt
happen.
Dont have a good way to stow the fwd harnesses. Dont like to see hooks above
my head or on the center bar above the glare shield right in front of my eyes.
Keep pounding those rivets.
Anh
N591VU
Message 19
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| Subject: | Re: PIPREP at 34 Hours |
I suspect this (pilot override leads to sheared servo screws) is not how
the system is supposed to operate. According to TruTrak's Digiflight II
operator's manual:
"... use the encoder knob to select the desired value of roll servo
torque. This value should be between 7 and 12. ... The value chosen
should be sufficient to fly the aircraft, but not so much that it is
difficult to override the autopilot if necessary."
According to TruTrak's FAQ:
"What if a servo jams? The chances of a servo jamming are very slim,
however if a servo did happen to jam, there are shear screws on every
servo that allow a breakaway of the servo arm."
It appears that the servo torque is intended to be adjusted so that the
pilot can override the servo (without shearing the screws). If the
TruTrak is really designed to shear screws (hence disabling the system)
if the pilot tries to override the servo, I don't think I'd care to buy
a TruTrak autopilot. Even my elderly Navaid responds more gracefully
than that.
Tim
--
Tim Lewis -- HEF (Manassas, VA)
RV-6A N47TD -- 850 hrs
RV-10 #40059 under construction
Larry Rosen wrote:
>
> In this situation the shear screw did exactly what it was supposed to
> do. The autopilot wanted to do one thing Anh wanted to do another.
> Anh, the PIC, won. The shear pin sheared and Anh had total control of
> the aircraft. The TruTrak autopilot was mechanically disengaged.
>
> Larry
> #356
>
> Michael Schipper wrote:
>> Great writeup, Anh. Thanks for taking the time to document your
>> findings.
>>
>>> If you fight with the controls while the Trutrak is engaged, it WILL
>>> give in to you only once. Replacing the shear screw fixed the
>>> problem.
>>
>> Does this mean that the trim servo's screw broke off when you applied
>> too much control pressure?
>>
>> Regards,
>> Mike Schipper
>> RV-10 #40576 - www.rvten.com <http://www.rvten.com>
>>
>>
>>
>> On Feb 27, 2007, at 11:17 PM, DejaVu wrote:
>>
>>> There are plenty of aerodynamic performance posted already,
>>> especially on Tim Olsons site so I wont go there much. Below are
>>> my notes/squawks/comments/lessons learned at 34 hours. Slightly long
>>> post but hope theres something here for everyone. There are also a
>>> question or two. Maybe you can help me out.
>>
>> *
>>
>>
>> *
>
>
Message 20
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| Subject: | The value of EFIS backup |
I don't think I've ever cross posted anything to the RV-10 list from
another list, but this one is too valuable to miss....
I'm going with an AF-3500 EFIS as primary attitude display, backup
provided by vacuum driven gyro powered by Sigma Tek Aeon piston vacuum
pump.
Tim
-------- Original Message --------
Subject: RE: RV-List: Glass for IFRGlass for IFR
From: Stewart, Michael (ISS Atlanta) <mike.stewart@us.ibm.com>
--> RV-List message posted by: "Stewart, Michael (ISS Atlanta)" <mike.stewart@us.ibm.com>
As a survivor of a dual efis (GRT & BMA), single lockup, IMC, 2000'agl
vectors to final approach, it was the a/p that broke the tie for me. One
said left turn, one said right. My GRT locked up frozen on the efis
screen in a turn. I was fortunate to have noticed the discrepancy.
Disorientation set in in about 1 second as soon as it was noticed. You
cant imagine the immediate brain confusion when the 2 EFIS's are not
agreeing in a big way. Turn on the a/p and sort it out. A/p says BMA
wins, and thats what I flew to the runway. It resulted in an emergency
firmware update the following day by GRT. Turns out the EFIS did not
like a GPS approach with no assigned runway in the database. Was a
software bug. Would have been easier if the screen had just gone blank,
but your don't get to choose your fail modes.
Also as a side note, had I of had 2 GRT's, they both would have locked
up and I'd of been on A/P alone. That would not have been fun, but
doable.
It can happen. I was happy that day I chose 2 different EFIS's. Probably
saved my butt.
Also, as was asked earlier on this thread, I have tested my Trio A/P in
many unusual attitudes, and it will right me from the most ridicules
attitudes every time.
Mike
Message 21
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| Subject: | PIPREP at 34 Hours |
Anh, awesome report.. And yes everyone should do some research off Tim's
site to keep absorption of hydrocarbon fluids and heat discoloration of
composites. With this weather, your posting was a ray of sunshine.
John Cox
________________________________
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of DejaVu
Sent: Tuesday, February 27, 2007 9:17 PM
Subject: RV10-List: PIPREP at 34 Hours
There are plenty of aerodynamic performance posted already, especially
on Tim Olson's site so I won't go there much. Below are my
notes/squawks/comments/lessons learned at 34 hours. Slightly long post
but hope there's something here for everyone. There are also a question
or two. Maybe you can help me out.
Handling/Flying qualities:
RV-10 is a joy to fly. No new news here. Casual observers tell me the
IO-540 sounds manly - very throaty.
Controls are at least twice as heavy as my old RV-6. Still light. Well
balanced feel.
With one soul onboard and 40-80lbs ballast in the baggage area...
takeoffs require a slight nose down trim irregardless of fuel level,
perhaps a =BC inch trim tabs up or about a full one second push on the
coolie hat. In cruise I can see a slight (1/8 in) elevator leading edge
(where the counter balance arms are) protruding above the trailing edge
of the horizontal stab
Pitch trim band is narrow. Slight power adjustment will require you to
re-trim. Not really a problem here. Have not ever ran out of pitch trim
authority.
If you fight with the controls while the Trutrak is engaged, it WILL
give in to you - only once. Replacing the shear screw fixed the problem.
Still getting used to differential braking. Tail wheel seems much more
natural, sorry.
Aircraft is too easy to land. Takes two hands to pull the stick all the
way aft on roll out. Don't take me literally. Take transition training
before flying yours.
Engine:
Engine burns about 1qt of straight mineral oil every 5 hours. I keep it
at 9qts. Tim Olson mentioned his stabilizes around 8qts. Maybe I let
it breathe out too much. Will let it go down to 8qts and see what
happens. I don't expect full break in for at least 50 hours.
Cylinders #2 and #4 running hot compared to others prior to maiden
flight. Fuel flow test indicated that they got 50% amount of fuel
compared to cylinders. Found out port on spider faintly labeled "METER"
was used for #2 (my bad). Fuel for this port is shared with port for
#4. Thus, they each got 50% of fuel. Moving fuel lines around on the
spider and plugged the METER port fixed the problem. Use
CHT 's1 and 2 are hottest. 410degF on climb out at 105kts. Definitely
need to cut down the air dams if nothing else. They are around 380degF
in cruise while others are around 360. See what's all Tim Olson did on
his site. I think he's cruising around 320deg now.
Vetterman exhaust discolors bottom cowl in areas closest to the exhaust.
Not sure how close they are to the cowl. You'll want to protect the
inside of the bottom cowl with aluminum sheets that Van's sell or
something similar. Smooth the cowl first with a layer of resin.
Prop governor arm slightly interfered with top cowl in flight but not on
the ground at the area of the bolt attaching the clevis to the governor
arm. The cowls move slightly in flight. Give a good =BC" clearance
fixed the problem.
Airframe:
Noticed bottom left cowl hinge had one broken eyelet on the cowl half at
25 hours. At 34 hours 5 out of 6 eyelets were broken. Replaced hinge
half on cowl. Will throw away bottoms hinges and use nutplates/screws
like what Tim Olson did at the next opportunity. He uses 0.063 tab and
five nutplates (appear to be K1000-08) per side.
Stress crack around the bottom most rivet on the oil cooler hose flange
on the baffle. The weldment on the flange itself appears ok. Will add
doubler and re-rivet the flange in place. Will also reinforce the
weldment as someone else suggested. Will have to search the archive on
how this person did it.
No excessive heat in tunnel. I insulated the bottom of the tunnel from
firewall to spar, and around fuel lines immediately below the fuel
selector valve. I also routed one port from the avionics cooling fan to
the tunnel to keep the air moving inside the tunnel.
NACA air vents as designed are cold on the knees in the winter time with
a slight leak. Route them to your panel or somewhere else if I were
you.
No problems with the nose wheel spacers. I added screws through the
nose fork to make sure the spacers don't move.
Small short "cracks" around rear windows due to flexing. Not sure what
to do here. Feels like you need to allow it to flex. Any suggestions?
I'd like to fix it before painting.
Need to install the upper intersection fairings so I can fly with wheel
pants on and gain a few knots
Avionics:
Satisfied with the GRT EFIS's. No problems switching from standard
six-pack to glass panel. I enjoy the readily available true airspeed,
wind velocity, flight path vector, g-meter, electronic checklists, etc.
Love the Mode-S. Aerocrapper (pun intended) suggested a "Mute" switch
for the Mode-S in case b*tching Betty gets too annoying around the
pattern. Don't need this switch. B*tching Betty is not annoying at
all. She comes on only once when the traffic first shows up.
GRT EIS 6000 fuel levels are inop. Found out Aerocrapper did not
provide the 4.8V input or via 470ohm resistors to the sensor inputs.
Hate to think of mucking behind the panel at this point.
Garmin 430 is powerful. Learning curve is still steep at this point.
Human factors:
Infinity stick grips are awesome. I make shoot-em-up noises while
flying:-). Only complaint is coolie hat does not engage until it almost
hits the stops.
Seats with wonder-cushions are uncomfortable for me, at least for my
weight (170lbs). Feels like I'm sitting on a rock. After the foam is
warmed up it really conforms to your curves, like slightly up your
crack. Wear jeans so this doesn't happen.
Don't have a good way to stow the fwd harnesses. Don't like to see
"hooks" above my head or on the center bar above the glare shield right
in front of my eyes.
Keep pounding those rivets....
Anh
N591VU
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| Subject: | Re: PIPREP at 34 Hours |
Jesse,
I lucked out on the R/H bottom cowl hinge. No evidence of stress there. O
n the L/H side there must've been a slight misalignment in the two hinge ha
lves. It was evident to me that there was only one eyelet taking all of th
e load at any one time. When that eyelet broke the next one took over unti
l it breaks, and so on....
Anh
----- Original Message -----
From: Jesse Saint
To: rv10-list@matronics.com
Sent: Wednesday, February 28, 2007 9:44 AM
Subject: RE: RV10-List: PIPREP at 34 Hours
Great writeup! I do have a couple of comments.
First, as was already mentioned, the black plastic air vents are garbage.
Van's sells machined ones for $145. Stein sells vents, but not with the
flange to screw onto the stock air inlets. Van's has either black or clear
anodized. The black is mostly plastic, but is machined and seals nicely.
You won't be sorry you spent the cash on that one, especially in the winte
r.
If you are still flying with no wheel pants or gear leg fairings, you wil
l gain more than a few knots. We have measured increases in the 15-18Kt ra
nge with the pants and fairings.
I haven't seen any cracking on the bottom cowl hinges, but I must just be
lucky.
On the prop governor arm, it is normal to have to "hog out" some of that
upper fiberglass ramp to allow the arm to fully travel without obstruction.
This is for those who haven't done that yet. Don't be shy because you do
n't want the governor to hang up there in flight.
Do not archive.
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
www.saintaviation.com
Cell: 352-427-0285
Fax: 815-377-3694
---------------------------------------------------------------------------
---
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server
@matronics.com] On Behalf Of DejaVu
Sent: Wednesday, February 28, 2007 12:17 AM
To: RV10
Subject: RV10-List: PIPREP at 34 Hours
There are plenty of aerodynamic performance posted already, especially on
Tim Olson's site so I won't go there much. Below are my notes/squawks/com
ments/lessons learned at 34 hours. Slightly long post but hope there's some
thing here for everyone. There are also a question or two. Maybe you can
help me out.
Handling/Flying qualities:
RV-10 is a joy to fly. No new news here. Casual observers tell me the I
O-540 sounds manly - very throaty.
Controls are at least twice as heavy as my old RV-6. Still light. Well
balanced feel.
With one soul onboard and 40-80lbs ballast in the baggage area... takeoff
s require a slight nose down trim irregardless of fuel level, perhaps a =BC
inch trim tabs up or about a full one second push on the coolie hat. In c
ruise I can see a slight (1/8 in) elevator leading edge (where the counter
balance arms are) protruding above the trailing edge of the horizontal stab
Pitch trim band is narrow. Slight power adjustment will require you to r
e-trim. Not really a problem here. Have not ever ran out of pitch trim auth
ority.
If you fight with the controls while the Trutrak is engaged, it WILL give
in to you - only once. Replacing the shear screw fixed the problem.
Still getting used to differential braking. Tail wheel seems much more n
atural, sorry.
Aircraft is too easy to land. Takes two hands to pull the stick all the
way aft on roll out. Don't take me literally. Take transition training bef
ore flying yours.
Engine:
Engine burns about 1qt of straight mineral oil every 5 hours. I keep it
at 9qts. Tim Olson mentioned his stabilizes around 8qts. Maybe I let it b
reathe out too much. Will let it go down to 8qts and see what happens. I
don't expect full break in for at least 50 hours.
Cylinders #2 and #4 running hot compared to others prior to maiden flight
Fuel flow test indicated that they got 50% amount of fuel compared to cy
linders. Found out port on spider faintly labeled "METER" was used for #2
(my bad). Fuel for this port is shared with port for #4. Thus, they each
got 50% of fuel. Moving fuel lines around on the spider and plugged the MET
ER port fixed the problem. Use
CHT 's1 and 2 are hottest. 410degF on climb out at 105kts. Definitely n
eed to cut down the air dams if nothing else. They are around 380degF in c
ruise while others are around 360. See what's all Tim Olson did on his sit
e. I think he's cruising around 320deg now.
Vetterman exhaust discolors bottom cowl in areas closest to the exhaust.
Not sure how close they are to the cowl. You'll want to protect the insid
e of the bottom cowl with aluminum sheets that Van's sell or something simi
lar. Smooth the cowl first with a layer of resin.
Prop governor arm slightly interfered with top cowl in flight but not on
the ground at the area of the bolt attaching the clevis to the governor arm
The cowls move slightly in flight. Give a good =BC" clearance fixed the
problem.
Airframe:
Noticed bottom left cowl hinge had one broken eyelet on the cowl half at
25 hours. At 34 hours 5 out of 6 eyelets were broken. Replaced hinge half
on cowl. Will throw away bottoms hinges and use nutplates/screws like wha
t Tim Olson did at the next opportunity. He uses 0.063 tab and five nutplat
es (appear to be K1000-08) per side.
Stress crack around the bottom most rivet on the oil cooler hose flange o
n the baffle. The weldment on the flange itself appears ok. Will add doub
ler and re-rivet the flange in place. Will also reinforce the weldment as
someone else suggested. Will have to search the archive on how this person
did it.
No excessive heat in tunnel. I insulated the bottom of the tunnel from f
irewall to spar, and around fuel lines immediately below the fuel selector
valve. I also routed one port from the avionics cooling fan to the tunnel t
o keep the air moving inside the tunnel.
NACA air vents as designed are cold on the knees in the winter time with
a slight leak. Route them to your panel or somewhere else if I were you.
No problems with the nose wheel spacers. I added screws through the nose
fork to make sure the spacers don't move.
Small short "cracks" around rear windows due to flexing. Not sure what t
o do here. Feels like you need to allow it to flex. Any suggestions? I'd
like to fix it before painting.
Need to install the upper intersection fairings so I can fly with wheel p
ants on and gain a few knots
Avionics:
Satisfied with the GRT EFIS's. No problems switching from standard six-p
ack to glass panel. I enjoy the readily available true airspeed, wind veloc
ity, flight path vector, g-meter, electronic checklists, etc.
Love the Mode-S. Aerocrapper (pun intended) suggested a "Mute" switch for
the Mode-S in case b*tching Betty gets too annoying around the pattern. D
on't need this switch. B*tching Betty is not annoying at all. She comes o
n only once when the traffic first shows up.
GRT EIS 6000 fuel levels are inop. Found out Aerocrapper did not provide
the 4.8V input or via 470ohm resistors to the sensor inputs. Hate to thin
k of mucking behind the panel at this point.
Garmin 430 is powerful. Learning curve is still steep at this point.
Human factors:
Infinity stick grips are awesome. I make shoot-em-up noises while flying
J. Only complaint is coolie hat does not engage until it almost hits the s
tops.
Seats with wonder-cushions are uncomfortable for me, at least for my weig
ht (170lbs). Feels like I'm sitting on a rock. After the foam is warmed up
it really conforms to your curves, like slightly up your crack. Wear jean
s so this doesn't happen.
Don't have a good way to stow the fwd harnesses. Don't like to see "hook
s" above my head or on the center bar above the glare shield right in front
of my eyes.
Keep pounding those rivets..
Anh
N591VU
http://www.matronics.com/Navigator?RV10-Listhttp://forums.matronics.com
Message 23
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| Subject: | Re: PIPREP at 34 Hours |
Mike,
There's a #8 screw which attaches the servo arm to the shaft. There's a "d
onut" around the shaft immediately underneath the arm. The donut is secured
to the shaft by an allen head screw. Then there's a #6 shear screw about1
/4" from the #8 screw going through the arm into the donut. When you move
the arm with a broken shear screw the shaft and donut don't move. So when
you apply too much control pressure it's the #6 shear screw that breaks off
This is not normal procedure to manually override the servo. It's done
by press and hold the engage button, or do the same using the remotely moun
ted CWS switch on the Infinity grip in my case. This temporarily disengages
the A/P allowing you to fly the plane manually. Release the button when y
ou're ready for the A/P to take over again.
Anh
----- Original Message -----
From: Michael Schipper
To: rv10-list@matronics.com
Sent: Wednesday, February 28, 2007 9:02 AM
Subject: Re: RV10-List: PIPREP at 34 Hours
Great writeup, Anh. Thanks for taking the time to document your findings.
If you fight with the controls while the Trutrak is engaged, it WILL gi
ve in to you ' only once. Replacing the shear screw fixed the problem.
Does this mean that the trim servo's screw broke off when you applied too
much control pressure?
Regards,
Mike Schipper
RV-10 #40576 - www.rvten.com
On Feb 27, 2007, at 11:17 PM, DejaVu wrote:
There are plenty of aerodynamic performance posted already, especially
on Tim Olson=92s site so I won=92t go there much. Below are my notes/squaw
ks/comments/lessons learned at 34 hours. Slightly long post but hope there
=92s something here for everyone. There are also a question or two. Mayb
e you can help me out.
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