Today's Message Index:
----------------------
1. 07:40 AM - Re: GRT HX (Eric_Kallio)
2. 08:33 AM - Wheel pants/lower strut fairing (Lew Gallagher)
3. 08:49 AM - Re: Hearing the Bear, Watching the Bear .. wanting to dance rath (johngoodman)
4. 08:50 AM - Re: Doors coming off (Lew Gallagher)
5. 09:35 AM - Re: Re: Doors coming off (David McNeill)
6. 10:36 AM - Re: Re: Hearing the Bear, Watching the Bear .. wanting to dance rath (Larry Rosen)
7. 10:36 AM - Re: RV safety (Dan Masys)
8. 11:02 AM - Re: Windscreen Crazing (Mike Kraus)
9. 11:17 AM - Re: Re: Hearing the Bear, Watching the Bear .. wanting to dance rath (John Cox)
10. 12:14 PM - Jan's posting of VAF regarding Dan's incident (Bob Leffler)
11. 12:59 PM - oil door (David McNeill)
12. 05:15 PM - Sun-n-Fun '08 (Bob-tcw)
13. 05:21 PM - test (Howard Crawford)
14. 06:38 PM - Re: Doors coming off (Lew Gallagher)
Message 1
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I am going with the HX screen in my panel. On the website for GRT they now have
a pricing wizard that should answer most of your questions. The dual screen is
$11,000, and pricing goes up from there with the options. I haven't seen any
screen shots of it yet and couldn't make it to Sun N fun. If anyone has some
screen shots send them my way. The capabilities proposed at the price of the system
were paramount in my decision to go with the GRT HX. I tried attaching the
pdf of my panel, hope I got it right. It is being built by Accuracy Avionics
while I am off playing Army for a year. Hopefully it is ready by OshKosh for
them to display and some of you will take plenty of pictures for me.
Eric Kallio
40518 buildus interruptus...was finishing the canopy
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=176535#176535
Attachments:
http://forums.matronics.com//files/kallio_dual_grt_151.pdf
Message 2
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| Subject: | Wheel pants/lower strut fairing |
If anyone is interested, I thought I'd post some pictures of how the wheel pants
fiberglass work is turning out. This is using Fred Williams' model. (THANKS
FRED!) You can also see the covering of the hinge rivets on the strut pants.
I forgot to take pictures of the initial splitting of the lower fairings. I split
them first, then positioned them on the strut fairing with the wheels off the
ground, strings pulled to the step, etc. then drilled and clecoed the halves
to the wheel pants, then fiberglassed them in position, filled the cleco holes,
built up overlapping lips (2" glass cloth/resin) ... and there you go.
They sandwich together and hold the strut pants perfectly in position, eliminates
the screws on the lower strut fairings. If you are planning on doing this,
it's best to split the fairing just forward of the apex of the strut curve --
otherwise you have to spread the front lips to install them on the back half.
No Bondo -- you convinced me! Mixing the microbeads in the fiberglass (Western
systems) is a bit more trouble, but it smooths OK and no worries about bonding.
With primer (2K urethane) they will slick up just fine.
The plans for the upper strut fairings look a little dinky to me -- sheet metal
screws? Has anyone improved upon this? I guess it's not really critical and since
they overlap the fuse and the wing joining panel, they have to be removable.
Probably a little weird, but this glass work gives me lots of satisfaction.
Later, - Lew
--------
non-pilot
crazy about building
NOW OFICIALLY BUILDER #40549
doors almost finished, pants on, WHEW!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=176537#176537
Attachments:
http://forums.matronics.com//files/pants_1_medium_357.jpg
http://forums.matronics.com//files/pants_2_medium_148.jpg
http://forums.matronics.com//files/pants_3_medium_199.jpg
http://forums.matronics.com//files/pants_4_medium_796.jpg
http://forums.matronics.com//files/pants_5_medium_170.jpg
http://forums.matronics.com//files/pants_6_medium_133.jpg
http://forums.matronics.com//files/pants_7_medium_103.jpg
http://forums.matronics.com//files/pants_8_medium_739.jpg
http://forums.matronics.com//files/pants_9_medium_192.jpg
Message 3
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| Subject: | Re: Hearing the Bear, Watching the Bear .. wanting to dance |
rath
I haven't heard anything about a "new list" but I was at Van's BBQ Friday night.
Dick spoke about the new rules and said that the existing kits are grandfathered
in. The only kit in question from Van is the RV-12. My take on that statement
is that if you go buy an RV-8 kit tomorrow or next year, you are still under
the same rule as all the other RV-8s ever built.
Good BBQ, by the way.
John
--------
#40572 QB Fuselage, wings finished
N711JG reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=176542#176542
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| Subject: | Re: Doors coming off |
Door latch picture ... (Sorry, I couldn't resist!)
James, I agree about the micro switches -- if you play with the magnetic switches
provided (ohm meter on the leads while you move the magnet around the sensor),
there's really quite a wide range. I was resigned to adjusting it while installed
to find a true closed reading, but I'd prefer micro switches.
Thanks, Tim -- the bevel only makes sense to pull the door in.
And I'm really not comfortable with a threaded joint anywhere near the shear point.
Later, - Lew
do not archive
--------
non-pilot
crazy about building
NOW OFICIALLY BUILDER #40549
doors almost finished, pants on, WHEW!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=176543#176543
Attachments:
http://forums.matronics.com//files/doorwindow_medium_122.jpg
Message 5
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| Subject: | Re: Doors coming off |
You have threads (plans call for a tap) there already; its just a question
of whether you fill them with something. The bevel is required but the
length of it is the question. Van's bevels range in size from .5" to '9".
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Lew Gallagher
Sent: Sunday, April 13, 2008 8:48 AM
Subject: RV10-List: Re: Doors coming off
Door latch picture ... (Sorry, I couldn't resist!)
James, I agree about the micro switches -- if you play with the magnetic
switches provided (ohm meter on the leads while you move the magnet around
the sensor), there's really quite a wide range. I was resigned to adjusting
it while installed to find a true closed reading, but I'd prefer micro
switches.
Thanks, Tim -- the bevel only makes sense to pull the door in.
And I'm really not comfortable with a threaded joint anywhere near the shear
point.
Later, - Lew
do not archive
--------
non-pilot
crazy about building
NOW OFICIALLY BUILDER #40549
doors almost finished, pants on, WHEW!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=176543#176543
Attachments:
http://forums.matronics.com//files/doorwindow_medium_122.jpg
Message 6
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| Subject: | Re: Hearing the Bear, Watching the Bear .. wanting to |
dance rath
Ignore the EAA self promotion. I like how they like to take 100% of
the credit.
Previously Approved Kits to be 'Grandfathered'
FAA responds to EAA advocacy efforts
*April 11 2008* Manufacturers and owners of aircraft kits that were
previously evaluated and approved by the FAA as eligible to be
certificated in the Experimental Amateur-Built Category under the FAAs
51% Rule received welcome news at Sun n Fun Friday. The FAA announced
that its will not re-evaluate any previously approved aircraft kits
under its new policy on amateur-built certification.
Kim Smith, manager of the FAAs Small Airplane Directorate, appeared at
the Meet the FAA session Friday afternoon at Lakeland and made the
announcement, which essentially grandfathers those kits that appear on
the FAAs 51% approved list. The FAA suspended making evaluations
earlier this year until it finalizes its new policy revisiting
amateur-built certification, which was prompted by concerns over
excessive commercial assistance and prefabrication that could cause
finished aircraft to fall outside the homebuilt certification regulations.
There was no intent to reevaluate previously evaluated kits, Smith
explained. An NPRM (notice of proposed rulemaking) will be issued
sometime hopefully early next week stating that we will not re-evaluate
kits that have already been evaluated.
Asked by an EAA staffer if the term, grandfathered would apply, Smith
agreed that it would.
Several manufacturers exhibiting at Lakeland, who served on the
amateur-built aviation rulemaking committee (ARC) welcomed the news,
saying they had expected the FAA to heed the ARCs suggestion to not
re-evaluate previously approved kits.
This is good news, said Joe Bartels, president of Lancair, whose new
model Evolution was recently evaluated and approved as eligible for A-B
certification. We indeed needed that reassurance, and the FAA has
evaluated our new Evolution and found it to meet the requirements.
Mikael Via of Glasair Aviation added, Thats what we on the ARC
expected, and were glad to see it. Our main concern is what the new
policy will be regarding new kits, so well have to wait and see about
that. We look forward to learning the end result.
Dick Van Grunsven of Vans Aircraft also was not surprised at the
announcement. We expected them (approved kits) to be grandfathered, he
said. But we dont expect it to be business as usual, either. They
(inspectors) may pay closer attention than they used to when inspecting
the kits from now on, to make sure they do not exceed what is allowed
for commercial assistance.
EAA President Tom Poberezny, who is at Lakeland this week, added, We
are extremely pleased about the FAA announcement to grandfather kits
that have already been approved.
Earl Lawrence, EAA vice president of industry and regulatory affairs and
co-chair of the ARC, applauded the announcement. This shows that EAA
advocacy efforts are working and that the FAA is sensitive to the
concerns of current amateur-builders, he said. But EAA members need to
continue to be vigilant, and continue to follow this effort. If youre
an amateur-builder, we encourage you to write the FAA
<http://www.eaa.org/news/2008/public_comment_letter.pdf> to help ensure
that they fully understand from the builders perspective how what you
are doing is fully within the intent and letter of the regulation.
Innovation should not be restricted.
At the same meeting Friday, the FAA also released a draft of an NPRM
that fixes several long-awaited changed to the sport pilot-slight-sport
aircraft regulations.
johngoodman wrote:
>
> I haven't heard anything about a "new list" but I was at Van's BBQ Friday night.
Dick spoke about the new rules and said that the existing kits are grandfathered
in. The only kit in question from Van is the RV-12. My take on that statement
is that if you go buy an RV-8 kit tomorrow or next year, you are still
under the same rule as all the other RV-8s ever built.
>
> Good BBQ, by the way.
> John
>
> --------
> #40572 QB Fuselage, wings finished
> N711JG reserved
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=176542#176542
>
>
>
Message 7
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> From: "John Cox" <johnwcox@pacificnw.com>
>
> Conclusion, the RV-10 is significantly more
> complex and challenging than our little brother RV-6, RV-7 or RV8.
I can second John's observation as I continue to fly my RV-7A (more or less one
of the last round gauge panel RV's to be built, with first flight in December
2003) and my RV-10 with its GRT dual EFIS coupled to GNS480 and TruTrak with
GSVG.
The -7A requires more attention to airmanship, especially in slow flight where
those short wings will bite you if a stall occurs close to the ground. The -10
is much more forgiving with respect to airspeeds and handling.
The -7A does have an approach certified GPS (UPS GX-60) that gives course guidance
to a TruTrak with altitude hold, but I have to mind the altitude during IFR
approaches just like in the days of hand-flown ILS's. One can either have the
GPS fly the approach, or can abandon the approach and go missed; that's about
it. So when things don't go according to plan on an approach, there is a real
simple mindset of 'ok, let's climb, get out of here, and make some other plan'.
The RV-10, on the other hand, has a bunch of different autopilot modes: its own
internal course guidance from the TruTrak, GPSS guidance which is coming from
the EFIS and might or might not really be GPSS, since the EFIS generates its
own course guidance. And the GNS480 has a mind of its own about what it calls
discontinuities between enroute and approach configurations.
With the latest database update on the GNS480 it suddenly decided that approaches
to my home airport in Nashville can only be flown via STARS (Standard Terminal
Arrival Routes) and the last time I was in the muck trying to get home it
suprised me by asking me to choose a STAR before it would load the approach.
Not even knowing what approach fixes where in each STAR, I fiddled for a few minutes
then just asked for a vector to final on the ILS from approach control,
which they provided. Ended up just hand flying the ILS with traditional needle
displays since the fancy WAAS GPS was completely rigid in its sequencing, and
not useful at that point. Good thing I have hand flown that approach many
many times.
So my assessment of the fancy electronics is that they are wonderful when everything
is going according to plan, but have way too many subtle failure modes when
the game changes and one has to make a new plan while hurtling along IMC at
200 mph. Yes, I will go back to school and figure out how to insert STARS into
the flight planning, but remain suspicious of losing positional awareness
when a surprise comes my way in an approach environment.
My friend Ham Cartwright put his superbly equipped RV-10 into the trees in Alabama
last week, and took another friend of mine, Bob Lloyd to the great beyond
with him. Ham's RV-10 had nearly identical avionics to mine: Dual GRT EFIS, TruTrak
GSVG, though with a Garmin 430W instead of a 480. The sad radar track
on flightaware.com of his last flight sure has the signature wandering of an IFR
flight that has gotten seriously lost and disoriented. Sure hope he wasn't
fiddling with the fancy boxes trying to reprogram them as they hit.
Stay safe, friends.
-Dan Masys
RV-10 N104LD
RV-7A N747DL
Message 8
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| Subject: | Windscreen Crazing |
I had a similar issue with crazing that occurred under a tape line that
I used to mask off the top of the fiberglass edge at the base of the
windscreen. After replacing the windshield, I did a bunch of tests on
the old windscreen to see what would make it craze. I was able to get
cracks and crazing using the Van's recommended Weld-On when under
pressure (not a lot of pressure, but some pressure). I decided to
switch on my second install to Sika-Flex. I pooled acetone on the
window until it evaporated, no crazing. I then took the Sika-Flex
primer and applied it and let it air dry for a few minutes (not fully
cured, but dry to the touch). Then when I sprayed it with acetone, it
disintegrated the primer and proceeded to craze the windshield in that
area... Looks just like your window did.
I then took a fresh section, applied the primer and let it dry
overnight. I then sprayed it with the acetone and it would not remove
the primer and it did not craze the windscreen. I played around with it
again and if I sprayed the acetone before the primer was dry, it would
craze the window every time.
There clearly was some reaction with the Sika-Flex primer and acetone
while the primer was not fully cured. This never explained why my RV-10
windscreen crazed, but I have come to the conclusion to not use acetone
on my windscreen (even though others have used it for years with 'no
issues').
FYI, for removing the windscreen I took a router and set the depth to
the window thickness and routed around the edges where it was adhered.
It made a big mess, but it sure did a nice job and left a nice surface
to glue the new windshield to....
-Mike Kraus
RV-4 Flying
RV-10 FWF and wiring
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Bobby J.
Hughes
Sent: Monday, April 07, 2008 1:04 PM
Subject: RV10-List: Windscreen Crazing
Yesterday I decided to remove the protective coverings from all my
windows. The inside had the factory plastic coating still in place and
the outside had been covered with spraylat after installation of the
windscreen. I think the spraylat was applied in August 2006. Plane was
moved to the hanger via a wrecker in December 2006.
We used the lancair method and materials to glue in all of the windows.
Hysol mixed with flox. Only the windscreen has any signs of crazing. We
glued a lancair ES, Mark Ritters RV10 and mine within a few months of
each other. The ES is flying with no problems and Mark's plane did not
have any cracks using this method. Acetone was used on the glue seam
and frame but none touched any other part of the glass.
Any ideas?
Bobby J Hughes
40116
Message 9
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| Subject: | Re: Hearing the Bear, Watching the Bear .. wanting to |
dance rath
Larry & John - All of this smacks of big (Good Ole) boy politic. One
manufacturer does not want their volume of kit sales reduced. A second
manufacturer had a kit that was not approved when this suspension went
into effect and is glad it is going to be grandfathered back before the
suspension started. This is before they even had a flying prototype
(The EVO was NOT PREVIOUSLY EVALUATED). Another blatantly promotes that
they can stay under the definition of 51% and do it all with a novice
builder with teams of factory trained professionals in "Two Weeks to
Taxi". Where is that representative of the lone guy in his garage who
does all of the build themselves (within 51%, that the rule was supposed
to protect)?
The vast majority of those 29,000+ Experimentals were plans built, kit
build or true one of a kind prototypes before the big boys developed
"Factory Endorsed Quick Build", "Two weeks to Taxi" or This kit can only
be completed at our unique one of a kind "Safety is object ONE" factory.
This whole mess began over Rick Schrameck slapping 1250 shp turboprops
from mothballed Beech Starships into a composite build fuselage only at
their "Safety" factory concept. Sounds like Epic made the Grandfather
cut. I am clearly missing how grandfathering Fat Cats shows a great job
the EAA is doing for the individual members. Point me in the right
direction.
The only thing I can conclude is the Professional Build shops who buy
kits and build to order, are about to be fed to the Bear. I am still
wanting to see the revised Tasks List that was being applied against
those kits that they looked at SNF '08. Sounds like it may have gotten
harder to meet the new Task List for the little guys. Let's see ...
Taxes due April 15th then read the Federal Registry for the facts from
SNF. Got it! The fuse is lit on April 15th, 2008. Don't sit on the
sideline as this NPRM deadline lapses.
John
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Larry Rosen
Sent: Sunday, April 13, 2008 10:32 AM
Subject: Re: RV10-List: Re: Hearing the Bear, Watching the Bear ..
wanting to dance rath
Ignore the EAA self promotion. I like how they like to take 100% of
the credit.
Previously Approved Kits to be 'Grandfathered'
FAA responds to EAA advocacy efforts
*April 11 2008* - Manufacturers and owners of aircraft kits that were
previously evaluated and approved by the FAA as eligible to be
certificated in the Experimental Amateur-Built Category under the FAA's
51% Rule received welcome news at Sun 'n Fun Friday. The FAA announced
that it will not re-evaluate any previously approved aircraft kits
under its new policy on amateur-built certification.
Kim Smith, manager of the FAA's Small Airplane Directorate, appeared at
the "Meet the FAA" session Friday afternoon at Lakeland and made the
announcement, which essentially grandfathers those kits that appear on
the FAA's 51% approved list. The FAA suspended making evaluations
earlier this year until it finalizes its new policy revisiting
amateur-built certification, which was prompted by concerns over
excessive commercial assistance and prefabrication that could cause
finished aircraft to fall outside the homebuilt certification
regulations.
"There was no intent to reevaluate previously evaluated kits," Smith
explained. "An NPRM (notice of proposed rulemaking) will be issued
sometime hopefully early next week stating that we will not re-evaluate
kits that have already been evaluated."
Asked by an EAA staffer if the term, "grandfathered" would apply, Smith
agreed that it would.
Several manufacturers exhibiting at Lakeland, who served on the
amateur-built aviation rulemaking committee (ARC) welcomed the news,
saying they had expected the FAA to heed the ARC's suggestion to not
re-evaluate previously approved kits.
"This is good news," said Joe Bartels, president of Lancair, whose new
model Evolution was recently evaluated and approved as eligible for A-B
certification. "We indeed needed that reassurance, and the FAA has
evaluated our new Evolution and found it to meet the requirements."
Mikael Via of Glasair Aviation added, "That's what we on the ARC
expected, and we're glad to see it. Our main concern is what the new
policy will be regarding new kits, so we'll have to wait and see about
that. We look forward to learning the end result."
Dick Van Grunsven of Van's Aircraft also was not surprised at the
announcement. "We expected them (approved kits) to be grandfathered," he
said. "But we don't expect it to be business as usual, either. They
(inspectors) may pay closer attention than they used to when inspecting
the kits from now on, to make sure they do not exceed what is allowed
for commercial assistance."
EAA President Tom Poberezny, who is at Lakeland this week, added, "We
are extremely pleased about the FAA announcement to grandfather kits
that have already been approved."
Earl Lawrence, EAA vice president of industry and regulatory affairs and
co-chair of the ARC, applauded the announcement. "This shows that EAA
advocacy efforts are working and that the FAA is sensitive to the
concerns of current amateur-builders," he said. "But EAA members need to
continue to be vigilant, and continue to follow this effort. If you're
an amateur-builder, we encourage you to write the FAA
<http://www.eaa.org/news/2008/public_comment_letter.pdf> to help ensure
that they fully understand from the builder's perspective how what you
are doing is fully within the intent and letter of the regulation.
Innovation should not be restricted."
At the same meeting Friday, the FAA also released a draft of an NPRM
that fixes several long-awaited changed to the sport pilot-slight-sport
aircraft regulations.
johngoodman wrote:
Message 10
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| Subject: | Jan's posting of VAF regarding Dan's incident |
Check out:
http://www.vansairforce.com/community/showthread.php?t=28964
Jan just posted a note talking Eggenfellner service alert about
appropriately crimping battery connections. Although he didn't post the
actual NTSB findings, it does imply that the root cause may have been that
improperly crimped battery cables may have caused the engine to quit.
It would be interesting to read the actual NTSB preliminary report.
Message 11
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Just a heads up The 2600-3W as supplied by Van's is one size too small if
you do any buildup on the back side of the door to make it flush with the
cowl. A Camloc 2600-4W is required. $7.50 each from Spruce. They doubled
their catalog price this year.
Message 12
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Fellow RV- Builders
I would personally like to thank all of you who visited our booth
this year at Sun-n-Fun. Although we had been to the show many times,
this was our first time as an exhibitor and we really enjoyed the warm
welcome and encouragement that you all provided. It was certainly a
thrill to demonstrate Safety-Trim and our Intelligent Flap Controller
for so many people.
Again, Many thanks for your support!
Bob Newman
Jason Adams
TCW Technologies
www.tcwtech.com
do not archive
Message 13
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A test to verify sending capabilities.
Howard
_________________________________________________________________
Pack up or back up'use SkyDrive to transfer files or keep extra copies. L
earn how.
hthttp://www.windowslive.com/skydrive/overview.html?ocid=TXT_TAGLM_WL_Ref
resh_skydrive_packup_042008
Message 14
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| Subject: | Re: Doors coming off |
Ahhh, the threads in the end of the rod.
I had asked earlier (and don't remember a response) about if the only reason to
thread the end of the rod was to put a center marker in it to mark the sill.
If so, seems like overkill when a marker can be put in there to do the same thing
(a pencil is the right diameter), whether threads weaken the rod or not.
Folks are leaving the bolt in there and grinding it flush with the taper for strength?
The AL rod isn't strong enough? OK, but I didn't like the idea of screwing
in a bullet tip to extend the rod -- which I envision having to grind off
the original taper, then the threaded joint would be very close to a shear
point ... ?
Later, - Lew
--------
non-pilot
crazy about building
NOW OFICIALLY BUILDER #40549
doors almost finished, pants on, WHEW!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=176643#176643
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