Today's Message Index:
----------------------
0. 12:11 AM - [Please Read] Why I Have A Fund Raiser... (Matt Dralle)
1. 03:38 AM - Re: Re: Tail Longeron bending (Bob Leffler)
2. 06:33 AM - Re: Door Hinges. (Jesse Saint)
3. 06:33 AM - Door Hinges (Fred Williams, M.D.)
4. 06:41 AM - nose wheel (dogsbark@comcast.net)
5. 06:59 AM - Re: nose wheel (Tim Olson)
6. 07:25 AM - Re: First Flight Prep (Kent Ogden)
7. 07:40 AM - Painting and corrosion proofing the steps (MauleDriver)
8. 07:48 AM - Accident (DOUGPFLYRV@aol.com)
9. 07:48 AM - Re: nose wheel (dogsbark@comcast.net)
10. 07:48 AM - Re: nose wheel (dogsbark@comcast.net)
11. 07:54 AM - Re: First Flight Prep (David McNeill)
12. 07:55 AM - Off Topic - New Pilot (Jon Reining)
13. 07:57 AM - Re: Painting and corrosion proofing the steps (Eric_Kallio)
14. 08:12 AM - Re: Off Topic - New Pilot (dogsbark@comcast.net)
15. 08:19 AM - Re: Off Topic - New Pilot (Perry, Phil)
16. 08:43 AM - Re: Painting and corrosion proofing the steps (Chris Johnston)
17. 08:47 AM - Re: nose wheel (Tim Olson)
18. 08:49 AM - Re: Off Topic - New Pilot (Tim Olson)
19. 08:55 AM - Re: Painting and corrosion proofing the steps (Bob Newman)
20. 09:20 AM - Re: First Flight Prep (John W. Cox)
21. 09:52 AM - Re: Painting and corrosion proofing the steps (Scott Schmidt)
22. 10:34 AM - Re: Painting and corrosion proofing the steps (John Gonzalez)
23. 10:38 AM - Re: RV Pilot at Whiteman (WHP) (John Gonzalez)
24. 10:59 AM - Re: Off Topic - New Pilot (Jon Reining)
25. 11:19 AM - Re: Painting and corrosion proofing the steps (Scott Schmidt)
26. 11:39 AM - Re: Painting and corrosion proofing the steps (Fred Williams, M.D.)
27. 01:04 PM - Re: First Flight Prep (William Curtis)
28. 01:14 PM - RVATOR to be free in 2008 (William Curtis)
29. 01:42 PM - Firewall penetrations (McGANN, Ron)
30. 01:42 PM - Re: Painting and corrosion proofing the steps (MauleDriver)
31. 02:12 PM - Re: RV Pilot at Whiteman (WHP) (Jeff Carpenter)
32. 03:20 PM - Re: Painting and corrosion proofing the steps (Deems Davis)
33. 03:52 PM - step bushings (Bob-tcw)
34. 06:53 PM - Re: Tail Longeron bending (John Jessen)
35. 07:31 PM - Re: Tail Longeron bending (David McNeill)
36. 08:41 PM - Re: Tail Longeron bending (Robin Marks)
37. 09:24 PM - Re: Firewall penetrations (Rick Sked)
38. 09:25 PM - Re: Door Hinges. (AirMike)
39. 09:32 PM - Re: First Flight Prep (Rick Sked)
Message 0
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| Subject: | [Please Read] Why I Have A Fund Raiser... |
Dear Listers,
Each year I like to explain why I have a Fund Raiser and also take the opportunity
to express why I think the List Services here provide a superior experience
over the commercial equivalents.
I use the List Fund Raiser each year to offset the costs involved with running
a high performance email list site such as this one. With the annual support from
the List members through the PBS-like Fund Raiser, I have found I can run
the entire site without having to inflect any of the members with those annoying
banner ads flashing up all the time trying to sell little-blue-pills or other
garbage nobody wants or needs. From the comments I've received over the years
regarding the Lists, the great majority of the members really appreciate the
non-commercialism of my List systems and don't mind my 'go-team-go' banter once
a year during November to encourage members to support the Lists.
I believe that the Lists services that I provide here offer many benefits over
the commercial equivalents in a number of ways. The first feature I believe to
be significant is that you cannot receive a computer v*rus from any of these
Lists directly. Each incoming message is filtered and dangerous attachments stripped
off prior to posting. I also provide a Photo and File Share feature that
allows members to share files and bitmaps with other members and everyone can
be assured that these files will be prescanned for any sort of v*rus before
they are posted. More recently, I have enabled limited posting of a number of
file formats including pictures and PDFs.
Another very important feature of this system in my opinion is the extensive List
Archives that are available for download, browsing, and searching. The Archives
go all the way back to the very beginning of each List and with the very
fast Search Engine, the huge size of some of the Archives is a non-issue in quickly
finding the data you're looking for.
And added just a couple of years ago is the new Email List Forum that allows members who prefer the Web BBS-style of List interaction. The beauty of the new List Forums is that they contain the exact same content that is distributed via email. Messages posted via email are cross-posted to the respective Forum and vice versa. The Forums also allow for another convenient method of sharing pictures and other files (http://forums.matronics.com ). Additionally, added recently is the List Wiki that allows members to build their own "Online List Encyclopedia" of sorts, documenting various aspects of their project for all to share ( http://wiki.matronics.com ).
I've been running email Lists and services under the matronics.com domain since
about 1989 starting with RV-List and 30 guys I knew and who where also building
RVs. It has grown into nearly 70 different aviation-related Email Lists and
an associated web site that receives over 34,000,000 hits each year!! Additionally,
the List Email system forwarded well over 77,000 postings last year, accounting
for an unbelievable 33,000,000 (yes, that's 33 MILLION) email messages
delivered to Matronics List subscribers! I think there's a lot of value in supporting
a service that has gone the long haul and is still providing and improving
a high quality service all _without any advertising budget_!
I have to admit running these Lists is a labor of love and I hope it shows in the
quality of the experience that you receive when you get a List Email Message,
Search the Archives, use the List Browser, or surf the Forums and Wiki sites.
The Lists will be here for a long time to come. If you just want to lurk a
while for free, that's great and I encourage you to do so. If you use, appreciate,
and receive value from these Lists, then please support them during the Annual
List Fund Raiser!
List Contribution Web Site:
http://www.matronics.com/contribution
Thank you,
Matt Dralle
Matronics Email List Administrator
Message 1
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| Subject: | Re: Tail Longeron bending |
Thanks for the info.....
I'll have to check the other axis. I did check the bend on a flat table,
but wasn't specifically looking at the other axis. I would hope that if it
was off, I would have noticed it. But I will check again just to be sure.
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Deems Davis
Sent: Monday, November 19, 2007 10:09 PM
Subject: Re: RV10-List: Re: Tail Longeron bending
That's exactly how I remember it going, just when you get it to fit in
one axis, you check and the other is out, it took a series of back and
forth 'sessions' to get them to fit in both axis.
Deems Davis # 406
'Its all done....Its just not put together'
http://deemsrv10.com/
John Kirkland wrote:
>
> An interesting thing I noticed when I did this was that when I laid the
longeron on the fuse skin to check the bend, I noticed the long straight
part had a slight bow in it, so I carefully took that out too. Laying it on
a flat table or bench with the fuse skin also lets you check it for twisting
that might have occurred when beating the bend in it. I also got to take
out a little bit of twist on one of mine.
>
> --------
> RV-10 #40333
> N540XP (reserved)
>
>
__________ NOD32 2671 (20071120) Information __________
Message 2
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It is certainly not even, but if you install them just as the drawing
explains, you should be fine. We have seen that it sometimes requires shims
underneath the hinge on the cabin top to keep the door flush with the cabin
top at the top of the door, but YMMV. Again, if you follow the drawings
exactly for which part is front/back and inboard/outboard then it should
work fine. Make sure to mark the parts well so you don't mix them up later
on, but if you have gotten this far, then you already know that.
Do not archive
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
www.saintaviation.com
Cell: 352-427-0285
Fax: 815-377-3694
-----Original Message-----
From: Fred Williams, M.D. [mailto:drfred@suddenlinkmail.com]
Sent: Monday, November 19, 2007 9:38 PM
Subject: RV10-List: Door Hinges.
<drfred@suddenlinkmail.com>
I need a little help with the hinges on the doors.
On Page 45-06 figure two shows the left side door hinges. A close look
at the WD 1019 L and R show that they are not welded on square to their
hinge bracket. This effectively makes them "ramp up" towards the
center between the hinges. I installed the opposite right side with the
L hinge up front and the R hinge aft. It "looks like" it levels out the
WD 1019 hinges. Is this an optical illusion or is the correct
orientation ramped up and sloped up towards the middle?
Thanks in advance for the replies.
Fred Williams
40515
Top came off hopefully for the last time tonight.
Message 3
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Vern:
Thanks; the pics help a lot. I have the left side correct as per the
drawings, I'll flip the right side and get that correct.
Russ;
I unfortunately followed the plans and drilled the holes into the top.
I thought I had to have them in place before I bonded the accuracy
avionics overhead in place. I have not drilled the door side yet. I see
your point about the seals and any upholstery affecting the fit. I
don't yet see how to get around fitting the door without drilling the
hinges. Will have to get farther down the road. I could go back and
fill the holes with structural flox and epoxy.
BTW . Great game this weekend at Texas Tech. Got to be there to watch
em storm the field. Sorry OU fans.
Get your guns up!
Dr Fred
40515.
Message 4
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Does anyone have the torque settings for the replacement Matco nose wheel, for
the the three bolts that hold the wheel halves together? My mains have it printed
on the sticker, but not on the nose wheel. Looks like most of their wheels
are 50 in/lbs.
Thanks,
Sean
#40225
Message 5
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I don't have a conclusive number on the front wheel, but the mains
I believe are not 50, but are 150 in/lbs DRY. You may want to
call Matco on the nose wheel. I think I used 150 like the mains,
but it's been too long to remember if I had a sticker on them or
not. Give Matco a call though and I'm sure they'll tell you.
Then you can report here and we'll all know.
Tim Olson - RV-10 N104CD - Flying
do not archive
dogsbark@comcast.net wrote:
>
> Does anyone have the torque settings for the replacement Matco nose
> wheel, for the the three bolts that hold the wheel halves together?
> My mains have it printed on the sticker, but not on the nose wheel.
> Looks like most of their wheels are 50 in/lbs.
>
> Thanks,
>
> Sean #40225
>
Message 6
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| Subject: | First Flight Prep |
I have a data point to add to this discussion. A local EAA chapter
president, Frank Romeo, was killed last April on the maiden flight of his
Lancair Legacy. Unfortunately, he was not alone in the plane. Bill Hodge,
who helped him build, was in the right seat and also perished:
http://www.eaachapter486.com/Legacytour1.htm
http://www.oswego.edu/wtop/news/2007/04/plane-crash-in-oswego-county.html
http://www.aero-news.net/index.cfm?ContentBlockID=cf791355-ba90-4caa-acfc-4276f7d91ef4
A friend of mine who knew all involved told me that there was an FAA
inspector (name unknown to me) present at the event. I don't know if he was
there in any official capacity or was just a friend of Franks, but one would
hope that he wouldn't have allowed him to take a second soul on the maiden
flight without reason. My friend and a few others were in fact mad as hell
that he didn't prevent him from doing this, at least one life would have
been saved.
Kent
>>> "John W. Cox" <johnwcox@pacificnw.com> 11/19/07 11:00 PM >>>
William, thank you for taking the bait, both hook,line and sinker.
My question was knowledge of any US certificated pilot performing Phase
One with additional bodies aboard. The key to my obtuse riddle has been
resolved AD NASEUM with Warbirds (for years and impacts all US
Certificated aircraft and is not ever open to pilot interpretation.
SOLO flight is with only one human at risk. A flight crewmember to be
allowed onboard must be written into the Operating Limitations of the
specific aircraft and then mandates the required use on all flights -
not just Phase One. When Boeing or Bombardier operates under an
Experimental production certificate for initial testing, They must
receive the authorization in writing and it becomes part of the
Operating Limitations during the life of that certificate. Once testing
is completed, they get a new airworthiness.
Many builders believe they hold the ultimate decision to ignore the reg.
I am still waiting to hear of a set of Operating Limitations for Amateur
built where Das Fed allowed in writing a second body to be placed at
risk.
Thanks for playing the bonus round.
John
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of William
Curtis
Sent: Monday, November 19, 2007 3:02 PM
Subject: RE: RV10-List: First Flight Prep
John,
Without commenting on what Dan did or did not do, nothing in the
regulation prevents two people from being the "required crew" during
Phase One.
As an RV builder YOU are the manufacturer so if YOU determine that you
need two sets of hand, eyeballs and feet to fully test your new
creation, I see nothing in the regulation that would prevent this.
With some exaggeration, what if Boeing wanted to have a few additional
test engineers aboard a new design to monitor instrumentation -- who are
you or the FAA to say that they can't. That is why the FAA leaves it up
to the manufacturer to determine the "required crew" during Phase One.
That is not a limitation.
I wondered how long it would be before the finger pointing and name
calling began from this tragic event. Now we know where it starts.
William
http://wcurtis.nerv10.com/
-------- Original Message --------
>
> When we eventually learn if the Phase One was completed other than
"SOLO
> ONLY" a lot of needless speculation will be answered. If anyone flew
> during the Phase One with Dan (or any other RV-10 builder for that
> matter), a full accounting would be in order. And I for one would
never
> ever consider business dealings with such a fool. If someone has
> Limitations that permit a second sole onboard I would love to hear
about
> it. If you are not qualified to complete the Phase One, hire a
> gunslinger who is (to fly it solo). The Phase One is a high valued
> process.
>
>
>
> Your plan for successful completion of your flying aircraft seems both
> prudent and safe.
>
>
>
> Tim, Scott and I sing the same notes on the same sheet of music. "Get
> Transition Training" Make certain every variable is reduced to a non
> event. Fly Often, Fly Safe, Live Long. I tend to sing off key with
> additional verse. "Get High Performance Proficiency Training" as well
> which teaches you the operation of the aircraft through its full range
> of potential - Including High Alpha - Engine Out maneuvers.
>
>
>
> As Scott has stated, When the engine stops in flight, the aircraft
> catches fire or the pilot becomes incapacitated, the aircraft is the
> immediate property of the insurance company. Walk away slowly and
> safely as soon as practical. Fly another day to share the experience
> with your builder brethren.
>
>
>
> Flight Prep is a wise thing.
>
>
>
> John Cox
>
> Do not Archive
>
>
>
> ________________________________
>
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Les Kearney
> Sent: Monday, November 19, 2007 12:50 PM
> To: rv10-list@matronics.com
> Subject: RV10-List: First Flight Prep
>
>
>
> Hi
>
>
>
> I have changed the thread title as I prefer to look forward.
>
>
>
> When I first spoke to my AME (Canadian A&P) about my RV10 project the
> first words that cam out of his mouth were "not to confuse a DAR
> inspection with a real pre-flight inspection". I am using my DAR to
> confirm that my build quality is reasonable and will meet
certification
> requirements. In practical terms it means that I am not doing anything
> that would otherwise impair my ability to get a CoA so I that I am
legal
> to fly. I do know that contrary to Transport Canada's opinion,
paperwork
> does not make an a/c fly.
>
>
>
> This in my mind is only the first step in a long process to getting
into
> the air.
>
>
>
> In very board terms, my plan of attack is to:
>
>
>
> * Know how to use whatever is in panel before I fly. Whatever
> ground calibrations can be done will be done and triple checked.
>
> * Have an AME who I respect to go over what I have done with a
> fine tooth comb. I want then to find every nit they can, to be as
picky
> as possible. When they have been corrected to the AME's satisfaction,
> then and only then will the a/c fly.
>
> * I would also like to find an experienced RV10 pilot to
> actually fly the a/c first. I know my PA28 extremely well and can
often
> tell when something is not right by sound / feel and intuition. I
would
> like to find someone with that kind of experience to start the fly
off.
>
> * I also plan to do transition training with an experienced
> instructor so I have a good understanding of what to expect. This will
> be done after the a/c is ready to fly and not before. Recency of
> training is important to me.
>
> * I also plan to lay out a flight program for the fly off
> period. The program will be based on what the best resources
available.
> If there are issues, they will be addressed as found.
>
>
>
> My view is that I want to minimize any risks (and there will always be
> some). I am in line for an EGG engine. While some may think that is an
> additional risk, I view it as just a different risk from a Lycosaur. I
> have only flown an O-360 so an IO540 with a C/S prop presents a new
> learning curve. The Egg engine also has a leaning curve. Bothe are
> manageable in mind and neither are particularly troublesome provided
> that I do the right and appropriate things to ensure I am never behind
> the a/c.
>
>
>
> I am still quite some time away from a first flight and I am certain
my
> plans will change. I would be interested in hearing what other people
> have/will do in preparation for their first flights. I'd like to learn
> from their experiences.
>
>
>
> Cheers
>
>
>
> Les Kearney
>
> #40643 - Still singing the section 29 blues (but much, much closer to
> the final few bars).
>
>
>
>
>
> ________________________________
>
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Scott
Schmidt
> Sent: November-19-07 12:09 PM
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: N289DT Accident
>
>
>
> I could not agree with you more John. We should never stop expanding
> our piloting skills and if we don't feel comfortable with something,
> stop and get help. Everytime I go flying with an instructor, air
> traffic controller, airline pilot, aerobatic pilot and high time
pilot,
> if I let them critique my skills and open myself up to criticism, I
> always learn something new or have something pointed out to me. We
all
> have good and bad habits.
>
> One thing I picked up on in Tim's write-up that I have talked about
with
> my wife even before Dan's accident is the increased danger of flying
> single pilot. I can understand why insurance companies like two
pilots
> in the cockpit of certain jets, it is simply safer to have two brains
> working on conducting a safe flight. How many guys have taken an
> accidental cat nap while flying? How many of us get distracted with
> something and forget to look outside? If you have ever had someone
fly
> with you who is very good at cockpit management, you will understand
how
> nice it is. I love having someone read off my checklist for every
> aspect of the flight. Even if the person in the copilot seat is not a
> pilot, you fly safer because you don't want anything to go wrong. I
> know a person who fell asleep and flew into a mountain, luckily he is
> still alive but will probably never fly again. It is just a risk
factor
> that is added to the sum. Reviewing the NTSB teaches you that
typically
> accidents are not one thing. They are the sum of multiple risk
factors
> that reached a critical mass. This is not the case all the time, just
> most of the time.
> I think this is what John is pointing out in his e-mail and in Tim's
> write-up as well. We all know this stuff but it good to be reminded.
>
> I want to make a comment about the DAR. When I had my plane inspected,
> he spent 15 minutes looking at the plane. I don't think the DAR can
> fully inspect true defects, it is up to us to get good experienced
> builders to look at the workmanship of our planes. My biggest concern
> on my first flight was to make sure the engine ran flawlessly. I
> flushed my tanks 3 times to insure I had no large pieces of proseal, I
> did a flow test to check that I could sustain a 30 gph flow rate with
> the electric fuel pump and make sure there were no clogged lines, and
I
> pressurized the system to check for any leaks. If you are relying on
> the DAR to let you know where all the problems are, think again. I'm
> sure there are some incredible DAR's who really understand systems,
and
> not so great ones. To me, the DAR is there to do paperwork. Like I
> mentioned, we spent 15 minutes on the plane and literally 4 hours on
> paperwork, review of my manual for all steps checked off, engine and
> prop log review, ect...... With Light Sport registration and all the
> new Experimentals flying, these guys are very busy and do a very wide
> range of aircraft.
>
> This won't be the last accident. I am concerned that IMC related
> accidents will top the list after 5-10 more years. The invention of
> glass cockpits is incredible but it does increase your situational
> awareness even though you can't see outside which in turn increases
our
> confidence of flying into IMC conditions. Hopefully with weather info
> and better icing data, this won't be the case. I sure would like to
> see some data on the RV-10 over time showing it is one of the safest 4
> place plane on the market.
>
> Just remember, if anything does happen and you have to make a forced
> landing, the insurance company is now the new owner.
> I like the way Wayne Handley signs his posters, "Keep your Knots Up,
> Speed is Life".
> I think he writes that so that you'll think about it in emergency
> situations.
> Fly the plane to the ground.
>
>
>
> Scott Schmidt
>
> Do not archive
Message 7
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| Subject: | Painting and corrosion proofing the steps |
As I prepare to seal up the baggage area floor, I keep looking at the
steps and trying to figure out the best way to handle prepping them
before permanently installing them. As far as installation, my current
plan is to drill small guide holes in the fuselage skin and the baggage
floor so that if I ever have to remove the step, I can drill holes to
access the bolts. I decided against installing access hatches in the
baggage floor.
I've seen the 'perfectly good airplane' treatment with nickel plating
and powder coating as I recall. Very nice but I wonder if how much was
powder coated and how it still fit in the hole if it was entirely
coated. Vans just has you mount it and presumably paint it with the
fuselage. I worry about the steel on steel contact in light of exposure
to moisture and a light, scratched coat of primer. I worry about the
interior where it should stay dry but any moisture would be trapped.
Any thoughts on corrosion proofing and paint appreciated.
Bill Watson
40605
Message 8
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TIM, I WOULD APPRECIATE AUTHORIZATION TO READ YOUR POST.
THANKS,
DOUG PRESTON
N372RV
40372
Message 9
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I called Matco and got the following:
Torque for the replacement nose wheel (3 assembly bolts) is 98 in/lbs dry.
Tim, I believe you are correct about the torque settings on the mains at 150 in/lbs
dry. I will double check what I did there, and it is printed on the label
of the wheel.
Since I'm learning and don't know otherwise, I asked about the tube installation.
Hand tight the nut and washer next to the tube/valve stem and discard the
nut at the end of the valve stem. Follow Van's directions otherwise.
It does not matter which orientation the nuts/bolts are installed (keep them symmetrical
of course) to connect the wheel halves in the nose wheel, but they recommended
installing the nuts opposite the calipers on the mains for visibility
on inspection. The mains are not Matco, but this idea still applies.
I am using Aeroshell 22 (Matco liked this) for the nose wheel bearing. This is
a different seal than the mains and is not to be removed (more new guy stuff)
like the seals in the mains. Just work the grease into the bearings as it is
constructed. A thin film of grease is helpful on the seal to assist in seating.
Hope this helps.
Everyone have a Great Thanksgiving. We are blessed!
Sean Blair
#40225
-------------- Original message ----------------------
From: Tim Olson <Tim@MyRV10.com>
>
> I don't have a conclusive number on the front wheel, but the mains
> I believe are not 50, but are 150 in/lbs DRY. You may want to
> call Matco on the nose wheel. I think I used 150 like the mains,
> but it's been too long to remember if I had a sticker on them or
> not. Give Matco a call though and I'm sure they'll tell you.
> Then you can report here and we'll all know.
>
> Tim Olson - RV-10 N104CD - Flying
> do not archive
>
>
> dogsbark@comcast.net wrote:
> >
> > Does anyone have the torque settings for the replacement Matco nose
> > wheel, for the the three bolts that hold the wheel halves together?
> > My mains have it printed on the sticker, but not on the nose wheel.
> > Looks like most of their wheels are 50 in/lbs.
> >
> > Thanks,
> >
> > Sean #40225
> >
>
>
>
>
Message 10
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I called Matco and got the following:
Torque for the replacement nose wheel (3 assembly bolts) is 98 in/lbs dry.
Tim, I believe you are correct about the torque settings on the mains at 150 in/lbs
dry. I will double check what I did there, and it is printed on the label
of the wheel.
Since I'm learning and don't know otherwise, I asked about the tube installation.
Hand tight the nut and washer next to the tube/valve stem and discard the
nut at the end of the valve stem. Follow Van's directions otherwise.
It does not matter which orientation the nuts/bolts are installed (keep them symmetrical
of course) to connect the wheel halves in the nose wheel, but they recommended
installing the nuts opposite the calipers on the mains for visibility
on inspection. The mains are not Matco, but this idea still applies.
I am using Aeroshell 22 (Matco liked this) for the nose wheel bearing. This is
a different seal than the mains and is not to be removed (more new guy stuff)
like the seals in the mains. Just work the grease into the bearings as it is
constructed. A thin film of grease is helpful on the seal to assist in seating.
Hope this helps.
Everyone have a Great Thanksgiving. We are blessed!
Sean Blair
#40225
-------------- Original message ----------------------
From: Tim Olson <Tim@MyRV10.com>
>
> I don't have a conclusive number on the front wheel, but the mains
> I believe are not 50, but are 150 in/lbs DRY. You may want to
> call Matco on the nose wheel. I think I used 150 like the mains,
> but it's been too long to remember if I had a sticker on them or
> not. Give Matco a call though and I'm sure they'll tell you.
> Then you can report here and we'll all know.
>
> Tim Olson - RV-10 N104CD - Flying
> do not archive
>
>
> dogsbark@comcast.net wrote:
> >
> > Does anyone have the torque settings for the replacement Matco nose
> > wheel, for the the three bolts that hold the wheel halves together?
> > My mains have it printed on the sticker, but not on the nose wheel.
> > Looks like most of their wheels are 50 in/lbs.
> >
> > Thanks,
> >
> > Sean #40225
> >
>
>
>
>
Message 11
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| Subject: | First Flight Prep |
Here is the link to the NTSB. No fuel in the engine.
http://www.ntsb.gov/ntsb/GenPDF.asp?id=NYC07LA094
<http://www.ntsb.gov/ntsb/GenPDF.asp?id=NYC07LA094&rpt=p> &rpt=p
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Kent Ogden
Sent: Tuesday, November 20, 2007 8:24 AM
Subject: RE: RV10-List: First Flight Prep
I have a data point to add to this discussion. A local EAA chapter
president, Frank Romeo, was killed last April on the maiden flight of
his
Lancair Legacy. Unfortunately, he was not alone in the plane. Bill
Hodge,
who helped him build, was in the right seat and also perished:
http://www.eaachapter486.com/Legacytour1.htm
http://www.oswego.edu/wtop/news/2007/04/plane-crash-in-oswego-county.html
http://www.aero-news.net/index.cfm?ContentBlockID=cf791355-ba90-4caa-ac
fc-42
76f7d91ef4
A friend of mine who knew all involved told me that there was an FAA
inspector (name unknown to me) present at the event. I don't know if he
was
there in any official capacity or was just a friend of Franks, but one
would
hope that he wouldn't have allowed him to take a second soul on the
maiden
flight without reason. My friend and a few others were in fact mad as
hell
that he didn't prevent him from doing this, at least one life would have
been saved.
Kent
>>> "John W. Cox" <johnwcox@pacificnw.com> 11/19/07 11:00 PM >>>
William, thank you for taking the bait, both hook,line and sinker.
My question was knowledge of any US certificated pilot performing Phase
One with additional bodies aboard. The key to my obtuse riddle has been
resolved AD NASEUM with Warbirds (for years and impacts all US
Certificated aircraft and is not ever open to pilot interpretation.
SOLO flight is with only one human at risk. A flight crewmember to be
allowed onboard must be written into the Operating Limitations of the
specific aircraft and then mandates the required use on all flights -
not just Phase One. When Boeing or Bombardier operates under an
Experimental production certificate for initial testing, They must
receive the authorization in writing and it becomes part of the
Operating Limitations during the life of that certificate. Once testing
is completed, they get a new airworthiness.
Many builders believe they hold the ultimate decision to ignore the reg.
I am still waiting to hear of a set of Operating Limitations for Amateur
built where Das Fed allowed in writing a second body to be placed at
risk.
Thanks for playing the bonus round.
John
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of William
Curtis
Sent: Monday, November 19, 2007 3:02 PM
Subject: RE: RV10-List: First Flight Prep
John,
Without commenting on what Dan did or did not do, nothing in the
regulation prevents two people from being the "required crew" during
Phase One.
As an RV builder YOU are the manufacturer so if YOU determine that you
need two sets of hand, eyeballs and feet to fully test your new
creation, I see nothing in the regulation that would prevent this.
With some exaggeration, what if Boeing wanted to have a few additional
test engineers aboard a new design to monitor instrumentation -- who are
you or the FAA to say that they can't. That is why the FAA leaves it up
to the manufacturer to determine the "required crew" during Phase One.
That is not a limitation.
I wondered how long it would be before the finger pointing and name
calling began from this tragic event. Now we know where it starts.
William
http://wcurtis.nerv10.com/
-------- Original Message --------
>
> When we eventually learn if the Phase One was completed other than
"SOLO
> ONLY" a lot of needless speculation will be answered. If anyone flew
> during the Phase One with Dan (or any other RV-10 builder for that
> matter), a full accounting would be in order. And I for one would
never
> ever consider business dealings with such a fool. If someone has
> Limitations that permit a second sole onboard I would love to hear
about
> it. If you are not qualified to complete the Phase One, hire a
> gunslinger who is (to fly it solo). The Phase One is a high valued
> process.
>
>
>
> Your plan for successful completion of your flying aircraft seems both
> prudent and safe.
>
>
>
> Tim, Scott and I sing the same notes on the same sheet of music. "Get
> Transition Training" Make certain every variable is reduced to a non
> event. Fly Often, Fly Safe, Live Long. I tend to sing off key with
> additional verse. "Get High Performance Proficiency Training" as well
> which teaches you the operation of the aircraft through its full range
> of potential - Including High Alpha - Engine Out maneuvers.
>
>
>
> As Scott has stated, When the engine stops in flight, the aircraft
> catches fire or the pilot becomes incapacitated, the aircraft is the
> immediate property of the insurance company. Walk away slowly and
> safely as soon as practical. Fly another day to share the experience
> with your builder brethren.
>
>
>
> Flight Prep is a wise thing.
>
>
>
> John Cox
>
> Do not Archive
>
>
>
> ________________________________
>
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Les Kearney
> Sent: Monday, November 19, 2007 12:50 PM
> To: rv10-list@matronics.com
> Subject: RV10-List: First Flight Prep
>
>
>
> Hi
>
>
>
> I have changed the thread title as I prefer to look forward.
>
>
>
> When I first spoke to my AME (Canadian A&P) about my RV10 project the
> first words that cam out of his mouth were "not to confuse a DAR
> inspection with a real pre-flight inspection". I am using my DAR to
> confirm that my build quality is reasonable and will meet
certification
> requirements. In practical terms it means that I am not doing anything
> that would otherwise impair my ability to get a CoA so I that I am
legal
> to fly. I do know that contrary to Transport Canada's opinion,
paperwork
> does not make an a/c fly.
>
>
>
> This in my mind is only the first step in a long process to getting
into
> the air.
>
>
>
> In very board terms, my plan of attack is to:
>
>
>
> * Know how to use whatever is in panel before I fly. Whatever
> ground calibrations can be done will be done and triple checked.
>
> * Have an AME who I respect to go over what I have done with a
> fine tooth comb. I want then to find every nit they can, to be as
picky
> as possible. When they have been corrected to the AME's satisfaction,
> then and only then will the a/c fly.
>
> * I would also like to find an experienced RV10 pilot to
> actually fly the a/c first. I know my PA28 extremely well and can
often
> tell when something is not right by sound / feel and intuition. I
would
> like to find someone with that kind of experience to start the fly
off.
>
> * I also plan to do transition training with an experienced
> instructor so I have a good understanding of what to expect. This will
> be done after the a/c is ready to fly and not before. Recency of
> training is important to me.
>
> * I also plan to lay out a flight program for the fly off
> period. The program will be based on what the best resources
available.
> If there are issues, they will be addressed as found.
>
>
>
> My view is that I want to minimize any risks (and there will always be
> some). I am in line for an EGG engine. While some may think that is an
> additional risk, I view it as just a different risk from a Lycosaur. I
> have only flown an O-360 so an IO540 with a C/S prop presents a new
> learning curve. The Egg engine also has a leaning curve. Bothe are
> manageable in mind and neither are particularly troublesome provided
> that I do the right and appropriate things to ensure I am never behind
> the a/c.
>
>
>
> I am still quite some time away from a first flight and I am certain
my
> plans will change. I would be interested in hearing what other people
> have/will do in preparation for their first flights. I'd like to learn
> from their experiences.
>
>
>
> Cheers
>
>
>
> Les Kearney
>
> #40643 - Still singing the section 29 blues (but much, much closer to
> the final few bars).
>
>
>
>
>
> ________________________________
>
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Scott
Schmidt
> Sent: November-19-07 12:09 PM
> To: rv10-list@matronics.com
> Subject: Re: RV10-List: N289DT Accident
>
>
>
> I could not agree with you more John. We should never stop expanding
> our piloting skills and if we don't feel comfortable with something,
> stop and get help. Everytime I go flying with an instructor, air
> traffic controller, airline pilot, aerobatic pilot and high time
pilot,
> if I let them critique my skills and open myself up to criticism, I
> always learn something new or have something pointed out to me. We
all
> have good and bad habits.
>
> One thing I picked up on in Tim's write-up that I have talked about
with
> my wife even before Dan's accident is the increased danger of flying
> single pilot. I can understand why insurance companies like two
pilots
> in the cockpit of certain jets, it is simply safer to have two brains
> working on conducting a safe flight. How many guys have taken an
> accidental cat nap while flying? How many of us get distracted with
> something and forget to look outside? If you have ever had someone
fly
> with you who is very good at cockpit management, you will understand
how
> nice it is. I love having someone read off my checklist for every
> aspect of the flight. Even if the person in the copilot seat is not a
> pilot, you fly safer because you don't want anything to go wrong. I
> know a person who fell asleep and flew into a mountain, luckily he is
> still alive but will probably never fly again. It is just a risk
factor
> that is added to the sum. Reviewing the NTSB teaches you that
typically
> accidents are not one thing. They are the sum of multiple risk
factors
> that reached a critical mass. This is not the case all the time, just
> most of the time.
> I think this is what John is pointing out in his e-mail and in Tim's
> write-up as well. We all know this stuff but it good to be reminded.
>
> I want to make a comment about the DAR. When I had my plane inspected,
> he spent 15 minutes looking at the plane. I don't think the DAR can
> fully inspect true defects, it is up to us to get good experienced
> builders to look at the workmanship of our planes. My biggest concern
> on my first flight was to make sure the engine ran flawlessly. I
> flushed my tanks 3 times to insure I had no large pieces of proseal, I
> did a flow test to check that I could sustain a 30 gph flow rate with
> the electric fuel pump and make sure there were no clogged lines, and
I
> pressurized the system to check for any leaks. If you are relying on
> the DAR to let you know where all the problems are, think again. I'm
> sure there are some incredible DAR's who really understand systems,
and
> not so great ones. To me, the DAR is there to do paperwork. Like I
> mentioned, we spent 15 minutes on the plane and literally 4 hours on
> paperwork, review of my manual for all steps checked off, engine and
> prop log review, ect...... With Light Sport registration and all the
> new Experimentals flying, these guys are very busy and do a very wide
> range of aircraft.
>
> This won't be the last accident. I am concerned that IMC related
> accidents will top the list after 5-10 more years. The invention of
> glass cockpits is incredible but it does increase your situational
> awareness even though you can't see outside which in turn increases
our
> confidence of flying into IMC conditions. Hopefully with weather info
> and better icing data, this won't be the case. I sure would like to
> see some data on the RV-10 over time showing it is one of the safest 4
> place plane on the market.
>
> Just remember, if anything does happen and you have to make a forced
> landing, the insurance company is now the new owner.
> I like the way Wayne Handley signs his posters, "Keep your Knots Up,
> Speed is Life".
> I think he writes that so that you'll think about it in emergency
> situations.
> Fly the plane to the ground.
>
>
>
> Scott Schmidt
>
> Do not archive
&7~ 2,=03g=16SS
Message 12
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| Subject: | Off Topic - New Pilot |
With a lot of help and support, I'm now a Private Pilot.
My wife and I bought a 7KCAB Citabria almost exactly a year ago to take primary
lessons in while my dad and I are building the RV10. Saturday was the big day
and it didn't look like it was going to happen. We live in the SF Bay Area
and we've had thick fog and a system parked on top of us for the past week, not
raining, but low, ugly gloomy clouds. Talked to the examiner Saturday morning
a couple times and we decided that no, not possible to do the flying portion
so might as well get the oral and paperwork out of the way. On my way over
though, I looked at the weather and it was changing for the better. Gnoss Field,
KDVO, went VFR and big thanks to my dad for flying the plane over so I could
do the practical exam as well. Flew the plane home to Oakland just as the
sun was setting and watched the fog pulling in under the Golden Gate Bridge and
up towards Berkeley- beautiful flight home.
The Citabria is more fun than a barrel of monkeys, but also looking forward to
the day when the RV10 is done so we can do for decent cross country trips. For
now, just looking forward to a little flying.
Jon Reining PP-ASEL :)
40514 - delayed due to framing the garage walls
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=147482#147482
Message 13
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| Subject: | Re: Painting and corrosion proofing the steps |
Bill, I had the same concern with mine, especially in the humidity of southern
Louisiana. I prepped my steps with sand paper starting very course and finishing
with somewhere around a 100 grit. Then I primed the steps and let them set
for a day or 2 to get a good cure time. When I went to install them I touched
up the primer before securing them. For the inside I sanded as far as I could
reach and then poured primer in to the end and slowly spun it until the interior
was primed. Perhaps this was a bit overboard but I really worry about corrosion
down here and have primed everything. As I am not too far ahead of you I
have no feedback to provide you for effectiveness of my method, but I am confident.
Hope this helps.
Eric Kallio
40518 Fuel system
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=147483#147483
Message 14
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| Subject: | Re: Off Topic - New Pilot |
Congrats, Jon! I just got my Private 3.5 months ago. Lots of work....lots of
fun...lots of learning left to go.
Good job, and be safe.
Sean
#40225
Do not archive
-------------- Original message ----------------------
From: "Jon Reining" <jonathan.w.reining@wellsfargo.com>
> <jonathan.w.reining@wellsfargo.com>
>
> With a lot of help and support, I'm now a Private Pilot.
>
> My wife and I bought a 7KCAB Citabria almost exactly a year ago to take primary
> lessons in while my dad and I are building the RV10. Saturday was the big day
> and it didn't look like it was going to happen. We live in the SF Bay Area and
> we've had thick fog and a system parked on top of us for the past week, not
> raining, but low, ugly gloomy clouds. Talked to the examiner Saturday morning
a
> couple times and we decided that no, not possible to do the flying portion so
> might as well get the oral and paperwork out of the way. On my way over though,
> I looked at the weather and it was changing for the better. Gnoss Field, KDVO,
> went VFR and big thanks to my dad for flying the plane over so I could do the
> practical exam as well. Flew the plane home to Oakland just as the sun was
> setting and watched the fog pulling in under the Golden Gate Bridge and up
> towards Berkeley- beautiful flight home.
>
> The Citabria is more fun than a barrel of monkeys, but also looking forward to
> the day when the RV10 is done so we can do for decent cross country trips. For
> now, just looking forward to a little flying.
>
> Jon Reining PP-ASEL :)
> 40514 - delayed due to framing the garage walls
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=147482#147482
>
>
>
>
>
>
>
>
>
>
Message 15
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| Subject: | Off Topic - New Pilot |
Congrats Jon!!!
Welcome to the brotherhood! (Or sisterhood for some.) :)
Phil
-----Original Message-----
From: Jon Reining [mailto:jonathan.w.reining@wellsfargo.com]
Sent: Tuesday, November 20, 2007 9:55 AM
Subject: RV10-List: Off Topic - New Pilot
--> <jonathan.w.reining@wellsfargo.com>
With a lot of help and support, I'm now a Private Pilot.
My wife and I bought a 7KCAB Citabria almost exactly a year ago to take
primary lessons in while my dad and I are building the RV10. Saturday
was the big day and it didn't look like it was going to happen. We live
in the SF Bay Area and we've had thick fog and a system parked on top of
us for the past week, not raining, but low, ugly gloomy clouds. Talked
to the examiner Saturday morning a couple times and we decided that no,
not possible to do the flying portion so might as well get the oral and
paperwork out of the way. On my way over though, I looked at the
weather and it was changing for the better. Gnoss Field, KDVO, went VFR
and big thanks to my dad for flying the plane over so I could do the
practical exam as well. Flew the plane home to Oakland just as the sun
was setting and watched the fog pulling in under the Golden Gate Bridge
and up towards Berkeley- beautiful flight home.
The Citabria is more fun than a barrel of monkeys, but also looking
forward to the day when the RV10 is done so we can do for decent cross
country trips. For now, just looking forward to a little flying.
Jon Reining PP-ASEL :)
40514 - delayed due to framing the garage walls
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=147482#147482
Message 16
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| Subject: | Painting and corrosion proofing the steps |
Hey there -
I actually had the steps zinc coated, then powdercoated. The
powdercoating guys said that the zinc coating does well to prevent
corrosion, and also helps the powdercoating to stick. The zinc coating
is over the whole part, and the powdercoating is only done to the part
that hangs in the breeze. I had them mask off the tube that slides into
the fuse. The zinc coating didn't add any (perceivable) thickness, and
didn't hamper the install of the step. Worked pretty well. time will
tell!
cj
#40410
airplaning
www.perfectlygoodairplane.net
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of MauleDriver
Sent: Tuesday, November 20, 2007 7:37 AM
Subject: RV10-List: Painting and corrosion proofing the steps
As I prepare to seal up the baggage area floor, I keep looking at the
steps and trying to figure out the best way to handle prepping them
before permanently installing them. As far as installation, my current
plan is to drill small guide holes in the fuselage skin and the baggage
floor so that if I ever have to remove the step, I can drill holes to
access the bolts. I decided against installing access hatches in the
baggage floor.
I've seen the 'perfectly good airplane' treatment with nickel plating
and powder coating as I recall. Very nice but I wonder if how much was
powder coated and how it still fit in the hole if it was entirely
coated. Vans just has you mount it and presumably paint it with the
fuselage. I worry about the steel on steel contact in light of exposure
to moisture and a light, scratched coat of primer. I worry about the
interior where it should stay dry but any moisture would be trapped.
Any thoughts on corrosion proofing and paint appreciated.
Bill Watson
40605
Message 17
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Now that is good service Sean! :)
Now you've got me wondering if I over-torqued those nosewheel
nuts, or if there was a sticker when I did it and I caught
it. Hmmm. Well, it's time for a tire balance so I'll just
have to check it.
Tim Olson - RV-10 N104CD - Flying
do not archive
dogsbark@comcast.net wrote:
>
> I called Matco and got the following:
>
> Torque for the replacement nose wheel (3 assembly bolts) is 98 in/lbs
> dry.
>
> Tim, I believe you are correct about the torque settings on the mains
> at 150 in/lbs dry. I will double check what I did there, and it is
> printed on the label of the wheel.
>
> Since I'm learning and don't know otherwise, I asked about the tube
> installation. Hand tight the nut and washer next to the tube/valve
> stem and discard the nut at the end of the valve stem. Follow Van's
> directions otherwise.
>
> It does not matter which orientation the nuts/bolts are installed
> (keep them symmetrical of course) to connect the wheel halves in the
> nose wheel, but they recommended installing the nuts opposite the
> calipers on the mains for visibility on inspection. The mains are
> not Matco, but this idea still applies.
>
> I am using Aeroshell 22 (Matco liked this) for the nose wheel
> bearing. This is a different seal than the mains and is not to be
> removed (more new guy stuff) like the seals in the mains. Just work
> the grease into the bearings as it is constructed. A thin film of
> grease is helpful on the seal to assist in seating.
>
> Hope this helps.
>
> Everyone have a Great Thanksgiving. We are blessed!
>
> Sean Blair #40225
>
>
>
> -------------- Original message ---------------------- From: Tim
> Olson <Tim@MyRV10.com>
>>
>> I don't have a conclusive number on the front wheel, but the mains
>> I believe are not 50, but are 150 in/lbs DRY. You may want to
>> call Matco on the nose wheel. I think I used 150 like the mains,
>> but it's been too long to remember if I had a sticker on them or
>> not. Give Matco a call though and I'm sure they'll tell you. Then
>> you can report here and we'll all know.
>>
>> Tim Olson - RV-10 N104CD - Flying do not archive
>>
>>
>> dogsbark@comcast.net wrote:
>>>
>>> Does anyone have the torque settings for the replacement Matco
>>> nose wheel, for the the three bolts that hold the wheel halves
>>> together? My mains have it printed on the sticker, but not on the
>>> nose wheel. Looks like most of their wheels are 50 in/lbs.
>>>
>>> Thanks,
>>>
>>> Sean #40225
>>>
>>
>>
>>
>
>
> http://www.matronics.com/Navigator?RV10-List
>
>
>
Message 18
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| Subject: | Re: Off Topic - New Pilot |
Huge congrats, Jon!! Don't let the grass grow under
the wheels while you build the -10....all that skill
and experience comes in handy!
Tim Olson - RV-10 N104CD - Flying
do not archive
Jon Reining wrote:
> <jonathan.w.reining@wellsfargo.com>
>
> With a lot of help and support, I'm now a Private Pilot.
>
> My wife and I bought a 7KCAB Citabria almost exactly a year ago to
> take primary lessons in while my dad and I are building the RV10.
> Saturday was the big day and it didn't look like it was going to
> happen. We live in the SF Bay Area and we've had thick fog and a
> system parked on top of us for the past week, not raining, but low,
> ugly gloomy clouds. Talked to the examiner Saturday morning a couple
> times and we decided that no, not possible to do the flying portion
> so might as well get the oral and paperwork out of the way. On my
> way over though, I looked at the weather and it was changing for the
> better. Gnoss Field, KDVO, went VFR and big thanks to my dad for
> flying the plane over so I could do the practical exam as well. Flew
> the plane home to Oakland just as the sun was setting and watched the
> fog pulling in under the Golden Gate Bridge and up towards Berkeley-
> beautiful flight home.
>
> The Citabria is more fun than a barrel of monkeys, but also looking
> forward to the day when the RV10 is done so we can do for decent
> cross country trips. For now, just looking forward to a little
> flying.
>
> Jon Reining PP-ASEL :) 40514 - delayed due to framing the garage
> walls
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=147482#147482
>
Message 19
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| Subject: | Re: Painting and corrosion proofing the steps |
Bill, I just recently installed my steps and was on verge of posting
some information regarding these. I will have photos to share
tomorrow.
I decided I was not satisfied with the use of a 3/16" bolt thru the
hollow tube as the means of securing the step, it seemes that over time
the bolt hole will ellongate and there will be movement of the step.
The fundamental issue seemed to me that the hollow tube and support
structure do not actually provide any real clamping force to prevent
tube rotation. ( as you torque the bolt the tube/ weldment will just
deform)
Therefore, what I decided to do was make a solid bushing to press
into the tube leg that supports the tube wall where the bolt passes
thru. I turned a set of bushings out of 1" x 1.5" aluminum stock.
I turned the diameter to match the interior diameter of the step tube
and drilled a 1/4" clearance hole for the bolt to pass thru. Now the
bolt torque has a solid structure to actually provide clamping force on
the weldment/tube combination.
I'll post pictures tomorrow.
Now as for corrision proofing, I've elected to have my steps chrome
plated. I had this done up to the point where the tube passes thru the
weldment. From there on I painted the steel tubes with the same epoxy
primer I've used on the rest of the airplane. ( Deft 44g-11).
Bob Newman
TCW Technologies
Message 20
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| Subject: | First Flight Prep |
You won personal credit for bringing the definition of Solo to light or
more specifically not carrying any passengers during Phase One. Section
13, paragraph e (1).
Until the Operating Limitations for Dan are published here on the RV-10
list, we are speculating that he was able to convince the FAA
Airworthiness Inspector he needed a named individual aboard during Phase
One. One thing that is now fact is that there was no DAR involved. The
Phase One was an FAA issuance.
Here is an attachment which is the exact language. The italicized word
"strongly" are the FAAs - not mine.
I am patiently waiting to read specific Limitations which allow
additional crewmembers. I am wagering Dan's was not one of them and his
primary flight area during Phase One did not include Florida.
What kind of certificate do you believe is carried aboard manufacturer
aircraft during their research and development phase before final
issuance of the Production TC and published guidelines of the TCDS?
Lets see a raising of hands as to which RV-10s of the 100+ flying
aircraft obtained written permission to carry passengers during Phase
One. I'll bite - who? Next I am going to hear about instruction
received too.
Joe Gauthier is the contact at EAA if you want their help in developing
a safe and effective Phase One testing program.
The addition of the weight and power increase of the turbo may have
triggered a second 40 hour Phase One after the initial period.
John
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of William
Curtis
Sent: Monday, November 19, 2007 8:44 PM
Subject: RE: RV10-List: First Flight Prep
OK, I bit. A few folks have reported getting approval for second crew
member on phase on, not-withstanding the requirements of the insurance
company. Further, this is dependant on the local FSDOs interpretation
of the Advisory Circular (which are not binding regulations by the
way)--so what did I win for this bonus round?
What's a "experimental production certificate?" Now you are just making
things up. Not all aircraft developed by manufacturers go into nor are
intended to go into production. Regardless, how many test pilot do you
think the Citation Mustang had during Phase One? This aircraft is
certified for single pilot operation.
William
http://wcurtis.nerv10.com/
-------- Original Message --------
<johnwcox@pacificnw.com>
>
> William, thank you for taking the bait, both hook,line and sinker.
>
Message 21
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| Subject: | Re: Painting and corrosion proofing the steps |
What I did for the step was to simply cut access holes in my baggage compartment
so I could take the steps on and off. I just manufactured a simple cover with
nutplates. Then you don't have to worry about the step right now. You can
do this at anytime as well. The carpet kit covers this area and you never even
know.
Plus, when I take the plane to Reno I can remove the steps and hope for 200 knots
more speed to compete with the NXT's.
I had my steps ceramic coated when I did my exhaust. They aren't real shiny but
it has really held up nicely. They informed me that the ceramic coating had
a tensile strength of 30ksi which should prevent any cracking as they bend when
people get on and off them.
http://www.scottandranae.smugmug.com/gallery/400885/1/15988904/Medium
Scott Schmidt
----- Original Message ----
From: Chris Johnston <CJohnston@popsound.com>
Sent: Tuesday, November 20, 2007 9:42:22 AM
Subject: RE: RV10-List: Painting and corrosion proofing the steps
<CJohnston@popsound.com>
Hey there -
I actually had the steps zinc coated, then powdercoated. The
powdercoating guys said that the zinc coating does well to prevent
corrosion, and also helps the powdercoating to stick. The zinc coating
is over the whole part, and the powdercoating is only done to the part
that hangs in the breeze. I had them mask off the tube that slides
into
the fuse. The zinc coating didn't add any (perceivable) thickness, and
didn't hamper the install of the step. Worked pretty well. time will
tell!
cj
#40410
airplaning
www.perfectlygoodairplane.net
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of MauleDriver
Sent: Tuesday, November 20, 2007 7:37 AM
Subject: RV10-List: Painting and corrosion proofing the steps
As I prepare to seal up the baggage area floor, I keep looking at the
steps and trying to figure out the best way to handle prepping them
before permanently installing them. As far as installation, my current
plan is to drill small guide holes in the fuselage skin and the baggage
floor so that if I ever have to remove the step, I can drill holes to
access the bolts. I decided against installing access hatches in the
baggage floor.
I've seen the 'perfectly good airplane' treatment with nickel plating
and powder coating as I recall. Very nice but I wonder if how much was
powder coated and how it still fit in the hole if it was entirely
coated. Vans just has you mount it and presumably paint it with the
fuselage. I worry about the steel on steel contact in light of
exposure
to moisture and a light, scratched coat of primer. I worry about the
interior where it should stay dry but any moisture would be trapped.
Any thoughts on corrosion proofing and paint appreciated.
Bill Watson
40605
Message 22
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| Subject: | Painting and corrosion proofing the steps |
Scott,
Have you tried to put the bold in the receiver when the side wall panels ar
e on. I can't remember, but I think the bolt was too long to fit without ei
ther making an additional hole in the floor(Behind those side panels) or al
so having the side panels removable with screws and nutplates.
John G. 409
Re: RV10-List: Painting and corrosion proofing the stepsTo: rv10-list@matro
nics.com
What I did for the step was to simply cut access holes in my baggage compar
tment so I could take the steps on and off. I just manufactured a simple c
over with nutplates. Then you don't have to worry about the step right now
. You can do this at anytime as well. The carpet kit covers this area and
you never even know. Plus, when I take the plane to Reno I can remove the
steps and hope for 200 knots more speed to compete with the NXT's. I had
my steps ceramic coated when I did my exhaust. They aren't real shiny but
it has really held up nicely. They informed me that the ceramic coating had
a tensile strength of 30ksi which should prevent any cracking as they bend
when people get on and off them. http://www.scottandranae.smugmug.com/gall
ery/400885/1/15988904/MediumScott Schmidt
----- Original Message ----From: Chris Johnston <CJohnston@popsound.com>To:
rv10-list@matronics.comSent: Tuesday, November 20, 2007 9:42:22 AMSubject:
RE: RV10-List: Painting and corrosion proofing the steps--> RV10-List mess
age posted by: "Chris Johnston" <CJohnston@popsound.com>Hey there - I actua
lly had the steps zinc coated, then powdercoated. Thepowdercoating guys sa
id that the zinc coating does well to preventcorrosion, and also helps the
powdercoating to stick. The zinc coatingis over the whole part, and the po
wdercoating is only done to the partthat hangs in the breeze. I had them m
ask off the tube that slides intothe fuse. The zinc coating didn't add any
(perceivable) thickness, anddidn't hamper the install of the step. Worked
pretty well. time willtell!cj#40410airplaningwww.perfectlygoodairplane.ne
t-----Original Message-----From: owner-rv10-list-server@matronics.com[mailt
o:owner-rv10-list-server@matronics.com] On Behalf Of MauleDriverSent: Tuesd
ay, November 20, 2007 7:37 AMTo: RV10-List Digest ServerSubject: RV10-List:
MauleDriver <MauleDriver@nc.rr.com>As I prepare to seal up the baggage area
floor, I keep looking at the steps and trying to figure out the best way t
o handle prepping them before permanently installing them. As far as insta
llation, my current plan is to drill small guide holes in the fuselage skin
and the baggage floor so that if I ever have to remove the step, I can dri
ll holes to access the bolts. I decided against installing access hatches
in the baggage floor.I've seen the 'perfectly good airplane' treatment with
nickel plating and powder coating as I recall. Very nice but I wonder if
how much was powder coated and how it still fit in the hole if it was entir
ely coated. Vans just has you mount it and presumably paint it with the fu
selage. I worry about the steel on steel contact in light of
Message 23
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| Subject: | RV Pilot at Whiteman (WHP) |
No hangers at Camarillo are there?
If the guy at Whiteman is not online give me a ring and I'll get his contac
t information from his hanger neighbor who I know.
John G.
818 970 7768
Subject: RV10-List: RV Pilot at Whiteman (WHP)Date: Thu, 15 Nov 2007 23:13:
34 -0500From: robin1@mrmoisture.comTo: rv10-list@matronics.com
I recall not too long ago there was a -10 builder based at Whiteman (WHP).
I was hoping to speak with you regarding field specifics.
Robin
805-801-8550
Message 24
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| Subject: | Re: Off Topic - New Pilot |
Thanks for the congrats.
Phil mentioned sisterhood for some and I thought I'd comment on it.
My wife joined the 99's, an organization of women pilots, and absolutely loves
it. She finds a lot of encouragement from hanging out with other women pilots
and it has really helped get her into flying. Her flying also has a ton of benefits:
Safety - looking forward to switching off and being her co-pilot
Financial - she's more willing to have part of the budget support the hobby
Fun! - I'll go down to Oakland and watch her do touch and goes and bounce down
the runway (she used to laugh at me too).
In case you're wondering, husbands are referred to as 49 1/2's.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=147524#147524
Message 25
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| Subject: | Re: Painting and corrosion proofing the steps |
I have no issues taking the bolt on and off through the one access hole shown in
the picture. I don't have any additional holes. It is hard to remember but
the bolt I believe goes from the top down. It is not something I want to do
alot, but I could have both steps off in 20 minutes I would guess.
Scott Schmidt
N104XP
----- Original Message ----
From: John Gonzalez <indigoonlatigo@msn.com>
Sent: Tuesday, November 20, 2007 11:33:55 AM
Subject: RE: RV10-List: Painting and corrosion proofing the steps
.hmmessage P
{
margin:0px;padding:0px;}
body.hmmessage
{
FONT-SIZE:10pt;FONT-FAMILY:Tahoma;}
Scott,
Have you tried to put the bold in the receiver when the side wall panels are on.
I can't remember, but I think the bolt was too long to fit without either making
an additional hole in the floor(Behind those side panels) or also having
the side panels removable with screws and nutplates.
John G. 409
From: scottmschmidt@yahoo.com
Subject: Re: RV10-List: Painting and corrosion proofing the steps
.ExternalClass DIV
{}
What I did for the step was to simply cut access holes in my baggage compartment
so I could take the steps on and off. I just manufactured a simple cover with
nutplates. Then you don't have to worry about the step right now. You can
do this at anytime as well. The carpet kit covers this area and you never even
know.
Plus, when I take the plane to Reno I can remove the steps and hope for 200 knots
more speed to compete with the NXT's.
I had my steps ceramic coated when I did my exhaust. They aren't real shiny but
it has really held up nicely. They informed me that the ceramic coating had
a tensile strength of 30ksi which should prevent any cracking as they bend when
people get on and off them.
http://www.scottandranae.smugmug.com/gallery/400885/1/15988904/Medium
Scott Schmidt
----- Original Message ----
From: Chris Johnston <CJohnston@popsound.com>
Sent: Tuesday, November 20, 2007 9:42:22 AM
Subject: RE: RV10-List: Painting and corrosion proofing the steps
Hey there -
I actually had the steps zinc coated, then powdercoated. The
powdercoating guys said that the zinc coating does well to prevent
corrosion, and also helps the powdercoating to stick. The zinc coating
is over the whole part, and the powdercoating is only done to the part
that hangs in the breeze. I had them mask off the tube that slides into
the fuse. The zinc coating didn't add any (perceivable) thickness, and
didn't hamper the install of the step. Worked pretty well. time will
tell!
cj
#40410
airplaning
www.perfectlygoodairplane.net
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of MauleDriver
Sent: Tuesday, November 20, 2007 7:37 AM
Subject: RV10-List: Painting and corrosion proofing the steps
As I prepare to seal up the baggage area floor, I keep looking at the
steps and trying to figure out the best way to handle prepping them
before permanently installing them. As far as installation, my current
plan is to drill small guide holes in the fuselage skin and the baggage
floor so that if I ever have to remove the step, I can drill holes to
access the bolts. I decided against installing access hatches in the
baggage floor.
I've seen the 'perfectly good airplane' treatment with nickel plating
and powder coating as I recall. Very nice but I wonder if how much was
powder coated and how it still fit in the hole if it was entirely
coated. Vans just has you mount it and presumably paint it with the
fuselage. I worry about the steel on steel contact in light of
blank>http://www.matronics.com/contribution
get=_blank>http://www.matronics.com/Navigator?RV10-List
p://forums.matronics.com
Message 26
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| Subject: | Re: Painting and corrosion proofing the steps |
I had mine chromed. Looks good. I was worried about the fit into the
sleeve after the chrome was put on, but it slid right in. I did fill
the inside of the step with primer. After I rinsed out all the rust and
debris from the chrome plating job. Cost about $150.
Dr Fred
40515.
MauleDriver wrote:
>
> As I prepare to seal up the baggage area floor, I keep looking at the
> steps and trying to figure out the best way to handle prepping them
> before permanently installing them. As far as installation, my
> current plan is to drill small guide holes in the fuselage skin and
> the baggage floor so that if I ever have to remove the step, I can
> drill holes to access the bolts. I decided against installing access
> hatches in the baggage floor.
>
> I've seen the 'perfectly good airplane' treatment with nickel plating
> and powder coating as I recall. Very nice but I wonder if how much
> was powder coated and how it still fit in the hole if it was entirely
> coated. Vans just has you mount it and presumably paint it with the
> fuselage. I worry about the steel on steel contact in light of
> exposure to moisture and a light, scratched coat of primer. I worry
> about the interior where it should stay dry but any moisture would be
> trapped.
>
> Any thoughts on corrosion proofing and paint appreciated.
>
> Bill Watson
> 40605
>
>
Message 27
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| Subject: | First Flight Prep |
oy vay! Can someone translate the below message for me?
When did we make the jump from "required crew" to "passengers?" I think EVERYONE
knows passengers are NOT allowed. This was never in question.
I specifically said in my first post that I was not going to comment on what Dan
did or did not do, but you keep bringing it up. I'll choose only to address
your finger pointing and you making up regulations on the fly.
I started building my RV-10 because I got tired of A&Ps that made up regulations on the fly as a way to stick their hands in my pocket. Obviously that is not your intention, but it seems a hard habit to break. I got very good and separating actual regulations from the crap that they sometimes up with. So I'm especially sensitive when someone on the forum spouts Truthiness (http://en.wikipedia.org/wiki/Truthiness) in the guise of regulations, weather I agree with it or not.
Do you know what the "A" in AC stands for? Do you know what the "R" in FAR stands
for? You seem to be confusing the two.
> What kind of certificate do you believe is carried aboard manufacturer aircraft
during their research and development phase before final issuance of the Production
TC and published guidelines of the TCDS?
Maybe you need to brush up on you FARs. Aircraft don't get production certificates,
companies do. Aircraft get type certificate or remain on an experimental
certificate. Just making up as you go, huh?
William
http://wcurtis.nerv10.com/
-------- Original Message --------
>
> You won personal credit for bringing the definition of Solo to light or
> more specifically not carrying any passengers during Phase One. Section
> 13, paragraph e (1).
>
> Until the Operating Limitations for Dan are published here on the RV-10
> list, we are speculating that he was able to convince the FAA
> Airworthiness Inspector he needed a named individual aboard during Phase
> One. One thing that is now fact is that there was no DAR involved. The
> Phase One was an FAA issuance.
>
> Here is an attachment which is the exact language. The italicized word
> "strongly" are the FAAs - not mine.
>
> I am patiently waiting to read specific Limitations which allow
> additional crewmembers. I am wagering Dan's was not one of them and his
> primary flight area during Phase One did not include Florida.
>
> What kind of certificate do you believe is carried aboard manufacturer
> aircraft during their research and development phase before final
> issuance of the Production TC and published guidelines of the TCDS?
>
> Lets see a raising of hands as to which RV-10s of the 100+ flying
> aircraft obtained written permission to carry passengers during Phase
> One. I'll bite - who? Next I am going to hear about instruction
> received too.
>
> Joe Gauthier is the contact at EAA if you want their help in developing
> a safe and effective Phase One testing program.
>
> The addition of the weight and power increase of the turbo may have
> triggered a second 40 hour Phase One after the initial period.
>
> John
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of William
> Curtis
> Sent: Monday, November 19, 2007 8:44 PM
> To: rv10-list@matronics.com
> Subject: RE: RV10-List: First Flight Prep
>
>
> OK, I bit. A few folks have reported getting approval for second crew
> member on phase on, not-withstanding the requirements of the insurance
> company. Further, this is dependant on the local FSDOs interpretation
> of the Advisory Circular (which are not binding regulations by the
> way)--so what did I win for this bonus round?
>
> What's a "experimental production certificate?" Now you are just making
> things up. Not all aircraft developed by manufacturers go into nor are
> intended to go into production. Regardless, how many test pilot do you
> think the Citation Mustang had during Phase One? This aircraft is
> certified for single pilot operation.
>
> William
> http://wcurtis.nerv10.com/
>
> -------- Original Message --------
> <johnwcox@pacificnw.com>
> >
> > William, thank you for taking the bait, both hook,line and sinker.
> >
Message 28
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| Subject: | RVATOR to be free in 2008 |
You have to provide your own paper but it looks like Vans will be providing the
RVATOR electronically in '08--and in color. This is great!
You can still get the printed copy for the $15 per year. That will probably remain
monochrome.
http://www.vansaircraft.com/pdf/free_rvator.pdf
William
http://wcurtis.nerv10.com/
Message 29
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| Subject: | Firewall penetrations |
G'day all,
I am about to work the firewall for wire and cable pass throughs. What
penetration techniques have people found the best - eyeballs, s/s
grommet covers, tube/firesleeve etc?
Are there any specific locations to avoid when making the penetrations?
Is there a 'best spot'?
What is the best way to cut 'largish' holes (ie >1/2") into the
stainless??
Thanks in advance for your suggestions.
Ron
187 finishing
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taken to ensure this email and its attachments are virus free,
however, any loss or damage incurred in using this email is not the
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Message 30
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| Subject: | Re: Painting and corrosion proofing the steps |
Bob, you didn't happen to turn a few extra bushings did you?
Bob Newman wrote:
>
> Bill, I just recently installed my steps and was on verge of posting
> some information regarding these. I will have photos to share
> tomorrow.
>
> I decided I was not satisfied with the use of a 3/16" bolt thru the
> hollow tube as the means of securing the step, it seemes that over time
> the bolt hole will ellongate and there will be movement of the step.
> The fundamental issue seemed to me that the hollow tube and support
> structure do not actually provide any real clamping force to prevent
> tube rotation. ( as you torque the bolt the tube/ weldment will just
> deform)
> Therefore, what I decided to do was make a solid bushing to press
> into the tube leg that supports the tube wall where the bolt passes
> thru. I turned a set of bushings out of 1" x 1.5" aluminum stock.
> I turned the diameter to match the interior diameter of the step tube
> and drilled a 1/4" clearance hole for the bolt to pass thru. Now the
> bolt torque has a solid structure to actually provide clamping force on
> the weldment/tube combination.
> I'll post pictures tomorrow.
>
> Now as for corrision proofing, I've elected to have my steps chrome
> plated. I had this done up to the point where the tube passes thru the
> weldment. From there on I painted the steel tubes with the same epoxy
> primer I've used on the rest of the airplane. ( Deft 44g-11).
>
> Bob Newman
> TCW Technologies
>
>
>
Message 31
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| Subject: | Re: RV Pilot at Whiteman (WHP) |
I'm the Whiteman guy.. tried to respond directly earlier..
Jeff Carpenter
626-622-7716
Do Not Archive
On Nov 20, 2007, at 10:37 AM, John Gonzalez wrote:
> No hangers at Camarillo are there?
>
> If the guy at Whiteman is not online give me a ring and I'll get
> his contact information from his hanger neighbor who I know.
>
> John G.
>
> 818 970 7768
>
>
> Subject: RV10-List: RV Pilot at Whiteman (WHP)
> Date: Thu, 15 Nov 2007 23:13:34 -0500
> From: robin1@mrmoisture.com
> To: rv10-list@matronics.com
>
> I recall not too long ago there was a -10 builder based at Whiteman
> (WHP).
> I was hoping to speak with you regarding field specifics.
>
> Robin
> 805-801-8550
>
> blank>http://www.matronics.com/contribution
> get=_blank>http://www.matronics.com/Navigator?RV10-List
> p://forums.matronics.com
>
>
Message 32
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| Subject: | Re: Painting and corrosion proofing the steps |
I was also concerned about the single AN3 bolt that attaches the steps.
I had noticed and received reports that some early flyers had
experienced the step loosening up on them. you can't put much torque on
an AN3 bolt. So if thing loosen up after some use there's not a lot of
extra torque to be applied. Also a drill bit makes a slightly triangular
hole anyway. I didn't have the idea, skills or equipment to machine a
bushing , which is an ideal solution, so I drilled the holes out and
replaced them with an AN4 bolt. Seems to provide a more solid attachment
IMO.
Deems Davis # 406
'Its all done....Its just not put together'
http://deemsrv10.com/
Message 33
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Earlier today I posted regarding side step preparations and had
indicated I had pictures of the bushings I made that prevent the tube
from deforming when you tighten the bolt that holds the step. Well
here are the pictures.
Best regards,
Bob Newman
TCW Technologies
Message 34
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| Subject: | Tail Longeron bending |
Pascal:
I originally had to go into hibernation on the build because my work sucked
up all my time and energy. However, just recently another impediment came
along. I hate to rent. All that good money going out the window, so, guess
what? After whining about not having a plane to fly until some at the
airpark ran the other way when I turned the corner, I finally bought myself
a plane. I'm now am having so much fun flying that that and the job give me
no time to build. I do love building though, so do plan on getting back to
it. Maybe sometime this winter. Unless, of course, I decide to redo the
panel on my new toy.
For those who might not know the type. This is a Glastar, 2-place. Built
by a wonderful craftsman, Charlie Eubanks.
John Jessen
40328
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Pascal
Sent: Sunday, November 18, 2007 9:37 PM
Subject: Re: RV10-List: Tail Longeron bending
John;
Of course I'm right, I got the original information off your website!!
speaking of which, when are you going to end the break and start the wings??
Pascal
Wings- half way there to being half done with them
Do not archive
----- Original Message -----
From: John Jessen <mailto:n212pj@gmail.com>
Sent: Sunday, November 18, 2007 2:39 PM
Subject: RE: RV10-List: Tail Longeron bending
Pascal has it right. You might take a look at my pictures here:
http://www.soundingsresearch.com/RV-10/Empennage/Tailcone/Tailcone06.htm
Use a shot filled mallet. Don't be shy. Just stress it in the right
direction and whack it just in front of the vice jaws where you have it
secured using the plastic or aluminum jaw inserts. Take your time and don't
be nervous about it. It will bend.
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Pascal
Sent: Sunday, November 18, 2007 2:19 PM
Subject: Re: RV10-List: Tail Longeron bending
I recall putting it on a vise and hitting it with a mallet, bend rather
easily for me. I started close to the bending point and once I had the
slight bend hit it hard a couple of times a little farther out. Pretty much
followed the plans, as I recall.
If you have it positioned solidly in a vise hit it hard to get the initial
bend going, should be easy after that.
Pascal
Do not archive
----- Original Message -----
From: Bob Leffler <mailto:rv@thelefflers.com>
Sent: Sunday, November 18, 2007 1:26 PM
Subject: RV10-List: Tail Longeron bending
Any secrets to bending the longeron easily?
I seem to be banging on it without any results. I'm assuming that I must
either start hitting with more force or get a heavier mallet.
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Message 35
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| Subject: | Tail Longeron bending |
I concurr; mine goes up for sale as soon as the 10 flies about Jan 45.
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of John Jessen
Sent: Tuesday, November 20, 2007 7:52 PM
Subject: RE: RV10-List: Tail Longeron bending
Pascal:
I originally had to go into hibernation on the build because my work sucked
up all my time and energy. However, just recently another impediment came
along. I hate to rent. All that good money going out the window, so, guess
what? After whining about not having a plane to fly until some at the
airpark ran the other way when I turned the corner, I finally bought myself
a plane. I'm now am having so much fun flying that that and the job give me
no time to build. I do love building though, so do plan on getting back to
it. Maybe sometime this winter. Unless, of course, I decide to redo the
panel on my new toy.
For those who might not know the type. This is a Glastar, 2-place. Built
by a wonderful craftsman, Charlie Eubanks.
John Jessen
40328
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Pascal
Sent: Sunday, November 18, 2007 9:37 PM
Subject: Re: RV10-List: Tail Longeron bending
John;
Of course I'm right, I got the original information off your website!!
speaking of which, when are you going to end the break and start the wings??
Pascal
Wings- half way there to being half done with them
Do not archive
----- Original Message -----
From: John Jessen <mailto:n212pj@gmail.com>
Sent: Sunday, November 18, 2007 2:39 PM
Subject: RE: RV10-List: Tail Longeron bending
Pascal has it right. You might take a look at my pictures here:
http://www.soundingsresearch.com/RV-10/Empennage/Tailcone/Tailcone06.htm
Use a shot filled mallet. Don't be shy. Just stress it in the right
direction and whack it just in front of the vice jaws where you have it
secured using the plastic or aluminum jaw inserts. Take your time and don't
be nervous about it. It will bend.
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Pascal
Sent: Sunday, November 18, 2007 2:19 PM
Subject: Re: RV10-List: Tail Longeron bending
I recall putting it on a vise and hitting it with a mallet, bend rather
easily for me. I started close to the bending point and once I had the
slight bend hit it hard a couple of times a little farther out. Pretty much
followed the plans, as I recall.
If you have it positioned solidly in a vise hit it hard to get the initial
bend going, should be easy after that.
Pascal
Do not archive
----- Original Message -----
From: Bob Leffler <mailto:rv@thelefflers.com>
Sent: Sunday, November 18, 2007 1:26 PM
Subject: RV10-List: Tail Longeron bending
Any secrets to bending the longeron easily?
I seem to be banging on it without any results. I'm assuming that I must
either start hitting with more force or get a heavier mallet.
href="http://www.matronics.com/contribution">http://www.matronics.com/chref
"http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navi
gator?RV10-List
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Message 36
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| Subject: | Tail Longeron bending |
Mine goes for sale around Q2 2008.
www.painttheweb.com/rv-6a
Significantly upgraded since photos. Dual Infinity Grips, Classic Aero
Interior, EZ A/P & TT Alt Hold. Hardwired Garmin 396
Robin
Do Not Archive
Message 37
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| Subject: | Re: Firewall penetrations |
Ron,
I used=C2- aluminum eyeballs for everything, it made getting the alignmen
t a snap. I filled the aft pocket of the eyeball inside the cockpit with=C2
-high temp=C2-silicone. I use a greenlee punch to make the holes,=C2-
you drill a 3/4 hole with a unibit then use the punch, works great. I'll fw
d some photos and shoot them out to you. I used the three triangle=C2-sta
cked in the recess for power, rpm and mixture. I use the upper left=C2-fi
rewall for the purge control and low in the tunnel for the FAB aux air door
. I also used the eyeballs for my battery and alternator lead penetrations.
Granted these are a bit pricey, but they look good, allow for the cable to
exit the firewall at it's best angle. The only thing that was a pain, not
hard but time consuming was drilling out the balls for the cables or wire w
ith the drill press.
Rick Sked
40185
----- Original Message -----
From: "Ron McGANN" <ron.mcgann@baesystems.com>
Sent: Tuesday, November 20, 2007 1:37:04 PM (GMT-0800) America/Los_Angeles
Subject: RV10-List: Firewall penetrations
G'day all,
I am about to work the firewall for wire and cable pass throughs.=C2- Wha
t penetration techniques have people found the best - eyeballs, s/s grommet
covers, tube/firesleeve etc?
Are there any specific locations to avoid when making the penetrations?=C2
- Is there a 'best spot'?
What is the best way to cut 'largish' holes (ie >1/2") into the stainless??
Thanks in advance for your suggestions.
Ron
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Message 38
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| Subject: | Re: Door Hinges. |
It is tricky. You have to watch the diagrams verrrrrry carefully. Essentially the
hinge pins line up in a straight axis with each other. This is a classic case
of not measure twice cut once, but measure 6x - cut 1x.
I am slogged down in this phase right now. I decided to hold off on fastening my
cabin top. I installed the rear windows and I am putting the cabin top liner
on (Fliteline) before I put the cabin top on.
--------
OSH '08 or Bust
Q/B Kit - Doors/windows/fiberglass stuff
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=147644#147644
Message 39
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| Subject: | Re: First Flight Prep |
William,
You need to get out the the North East, Oy Vay! Does not fit you!!! lol....
Rick Sked
40185
do not archive
----- Original Message -----
From: "William Curtis" <wcurtis@nerv10.com>
Sent: Tuesday, November 20, 2007 1:10:06 PM (GMT-0800) America/Los_Angeles
Subject: RE: RV10-List: First Flight Prep
oy vay! Can someone translate the below message for me?
When did we make the jump from "required crew" to "passengers?" I think EVERYONE
knows passengers are NOT allowed. This was never in question.
I specifically said in my first post that I was not going to comment on what Dan
did or did not do, but you keep bringing it up. I'll choose only to address
your finger pointing and you making up regulations on the fly.
I started building my RV-10 because I got tired of A&Ps that made up regulations on the fly as a way to stick their hands in my pocket. Obviously that is not your intention, but it seems a hard habit to break. I got very good and separating actual regulations from the crap that they sometimes up with. So I'm especially sensitive when someone on the forum spouts Truthiness (http://en.wikipedia.org/wiki/Truthiness) in the guise of regulations, weather I agree with it or not.
Do you know what the "A" in AC stands for? Do you know what the "R" in FAR stands
for? You seem to be confusing the two.
> What kind of certificate do you believe is carried aboard manufacturer aircraft
during their research and development phase before final issuance of the Production
TC and published guidelines of the TCDS?
Maybe you need to brush up on you FARs. Aircraft don't get production certificates,
companies do. Aircraft get type certificate or remain on an experimental
certificate. Just making up as you go, huh?
William
http://wcurtis.nerv10.com/
-------- Original Message --------
>
> You won personal credit for bringing the definition of Solo to light or
> more specifically not carrying any passengers during Phase One. Section
> 13, paragraph e (1).
>
> Until the Operating Limitations for Dan are published here on the RV-10
> list, we are speculating that he was able to convince the FAA
> Airworthiness Inspector he needed a named individual aboard during Phase
> One. One thing that is now fact is that there was no DAR involved. The
> Phase One was an FAA issuance.
>
> Here is an attachment which is the exact language. The italicized word
> "strongly" are the FAAs - not mine.
>
> I am patiently waiting to read specific Limitations which allow
> additional crewmembers. I am wagering Dan's was not one of them and his
> primary flight area during Phase One did not include Florida.
>
> What kind of certificate do you believe is carried aboard manufacturer
> aircraft during their research and development phase before final
> issuance of the Production TC and published guidelines of the TCDS?
>
> Lets see a raising of hands as to which RV-10s of the 100+ flying
> aircraft obtained written permission to carry passengers during Phase
> One. I'll bite - who? Next I am going to hear about instruction
> received too.
>
> Joe Gauthier is the contact at EAA if you want their help in developing
> a safe and effective Phase One testing program.
>
> The addition of the weight and power increase of the turbo may have
> triggered a second 40 hour Phase One after the initial period.
>
> John
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of William
> Curtis
> Sent: Monday, November 19, 2007 8:44 PM
> To: rv10-list@matronics.com
> Subject: RE: RV10-List: First Flight Prep
>
>
> OK, I bit. A few folks have reported getting approval for second crew
> member on phase on, not-withstanding the requirements of the insurance
> company. Further, this is dependant on the local FSDOs interpretation
> of the Advisory Circular (which are not binding regulations by the
> way)--so what did I win for this bonus round?
>
> What's a "experimental production certificate?" Now you are just making
> things up. Not all aircraft developed by manufacturers go into nor are
> intended to go into production. Regardless, how many test pilot do you
> think the Citation Mustang had during Phase One? This aircraft is
> certified for single pilot operation.
>
> William
> http://wcurtis.nerv10.com/
>
> -------- Original Message --------
> <johnwcox@pacificnw.com>
> >
> > William, thank you for taking the bait, both hook,line and sinker.
> >
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