Today's Message Index:
----------------------
1. 04:49 AM - Re: Missing index holes in doors (MauleDriver)
2. 08:37 AM - Re: Missing index holes in doors (RV Builder (Michael Sausen))
3. 11:37 AM - N46007 Phase I complete (David McNeill)
4. 03:51 PM - Re: N46007 Phase I complete (n801bh@netzero.com)
Message 1
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| Subject: | Re: Missing index holes in doors |
Well, I guess I do find the Vans composite parts acceptably not "State
of the Art". Of course, I wouldn't know "state of the art" if I sanded
right through it. But the beauty of the '10 (and perhaps the rest of
the RV line) is the balance struck between technologies used, design
choices , building ease, and economy.
Lancair-ish composites are closer to "state of the art". This aluminum
stuff was leading edge between the wars. But it's real comfortable
homebuilding an aircraft with a 75 year old technology at the peak of
it's maturity. For this builder, that "maturity" of the RV line and
'10 product in particular makes it the only aircraft I would be building
at this point.
I view the glass content on the '10 as an optimal design decision and a
necessary compromise on what would otherwise be an all aluminum
aircraft. Otherwise, why mix technologies and complicate both the
production of the kit and the building process. A "state of the art"
performance in composites may cost more than desired or simply be beyond
the core skill set of the Vans operation. Probably a combination of both.
It's an acceptable set of compromises to my eyes. Of course I'm flying
a Maule - a true composite aircraft with steel tube, fabric, aluminum,
and fiberglass. A product of grassroots design, crude
construction, and open air painting. A successful exercise in low
cost and low tech by a family business in rural GA. It works, it's
cheap, and it's cute. On the other end of the scale, I owned a couple
of racing sailplanes. High design exercises from the German craftsman
school of engineering and manufacture. Pricey, ultimate performance
airframes. After some wing profiling and gear door repairs, I decided
composites were nice to fly but an acquired taste to work with.
Bill "gonna sand some doors" Watson
First timer in Durham
John Cox wrote:
>
> It is unfortunate that the Repeat Offenders and new Van kit builders
> believe the Vans parts to be acceptable. The developments in
> solvents, cements, potting compounds and substrates are easily a
> decade ahead of what is "Vans - State of the Art". I found it
> interesting to hear the guys at Composites Unlimited who are equal or
> second only to Scaled Composites in moving the bar.
>
>
>
> They can often tell by the product who built it and what was used
> because the changes have been so pronounced. What the RV-10 list
> needs are Composite guys like you who have dealt with professionals at
> Phoenix Composites to bring us into the 21st century and not circa
> 1958. Abarus training in Nevada does a pretty compelling job and then
> you stack it against the home projects at OSH and it all falls into a
> logical order.
>
>
>
Message 2
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| Subject: | Missing index holes in doors |
I know, just trying to be nice. :)
Do not archive
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@m
atronics.com] On Behalf Of John Cox
Sent: Friday, May 09, 2008 5:27 PM
Subject: RE: RV10-List: Missing index holes in doors
You would be mistaken if you believe it has anything to do with lowest bidd
er. Van tends to award a lot of production items to friends, acquaintances
and established business relationships. Can anyone identify the parts use
d that have a connection to Tom Green, President? Van may be frugal but go
ing for the lowest bid implies a willingness to cut a corner and that is no
t necessarily connected.
Now having more than a single supplier might be a great QC idea. QC is an
issue that deserves discussion.
Contrary to some feeling the RV-10 composite is superior in production fini
sh to Lancair, I say Bunk. The chemistry and quality of fitment is generat
ions ahead of Vans. JMHO. I understand that Vans does sub out both the we
ldment and the metal treatment to single source. His loyalty to suppliers
is legendary.
John
Do Not Archive
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@m
atronics.com] On Behalf Of RV Builder (Michael Sausen)
Sent: Friday, May 09, 2008 2:12 PM
Subject: RE: RV10-List: Missing index holes in doors
Van's subcontracts the fiberglass work and I think someone once told me th
ey sub out the weldments also. Can you say lowest bidder?
Michael
Do not archive
Message 3
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| Subject: | N46007 Phase I complete |
N46007 completed Phase one this morning; CHTs are settling; now all between
340-380 at low cruise (130 KIAS) I would expect that there will be further
cooling for a given power setting when we get the wheel pants and leg
fairings installed. I would expect another 10 KIAS at least for a given
power setting. Have leaned EGTs to the 1350-11400 range and have fuel flow
down in the 11-12 gph range. The injectors seem to pretty evenly matched as
the EGT range for a given setting is less than 20 degrees. Will have to
re-index the prop governor arm as do not get more than 2600 rpm at any time.
Already tried adjusting the low pitch stop on the prop. Plan to place some
insulation on the lower cowl to prevent deliberation from exhaust heat
radiation. Do not have a hot tunnel at all. attribute this to good sealing
(with baffling material and rtv) of the cabin heat valves. Full flap
landings at forward CG require a good pull on the stick unless there is a
lot of up trim already set. Largest direct crosswind encountered was 10 kts.
Landing was fine with 1/3 flaps and 65 KIAS on short final at 2300 lbs.
Standard wing down into the crosswind and rudder the aircraft straight down
the runway. Chelton system is impressive; HITS provides guidance for the
complete approach procedure; will update the databases and software next
week. Trutrak AP handy but the Cheltons are easy to hand fly precisely. I
have the TT 2.2 software and need an upgrade to 2.24 for the VNAV stuff to
work properly. I did find that the magnetometer in the DigiFlite II is not
useful. After calibration it is still off the Cheltons and the GRT by 10-15
degrees. Floscan transducer is very accurate; I adjusted my calibration
value in the GRT EIS6000 down from 200 to 178. I now find that the agreement
between amount used and actual is less than .2 gallon and this may be due to
how closely I fill the tanks. The GRT Sport backup EFIS is usually set to
map (XM weather) for flight but is on the engine page for start. With the
dual battery setup all the avionics are perking about 2 minutes before
start. They are disconnected from the starting primary bus. One thing I
would suggest is that the AP should be on a toggle breaker. mine is
pullable. I initially was told by the TT staff that starting with the AP on
would not be a problem on that bus; reading there documentation suggest a
different story. The truth is somewhere between. The Trutrak AP can be ON
when the aircraft is started but the initialization sequence should be
complete. Will post more later.Perhaps after a trip to the paint shop and a
re-weighing.
Message 4
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| Subject: | Re: N46007 Phase I complete |
Congrats to you on reaching a milestone... Thanks for the pireps on all
your items too. I agree the Flowscan transducer is amazingly accurate...
..
do not archive
Ben Haas
N801BH
www.haaspowerair.com
-- "David McNeill" <dlm46007@cox.net> wrote:
N46007 completed Phase one this morning; CHTs are settling; now all betw
een 340-380 at low cruise (130 KIAS) I would expect that there will be f
urther cooling for a given power setting when we get the wheel pants and
leg fairings installed. I would expect another 10 KIAS at least for a g
iven power setting. Have leaned EGTs to the 1350-11400 range and have fu
el flow down in the 11-12 gph range. The injectors seem to pretty evenly
matched as the EGT range for a given setting is less than 20 degrees. W
ill have to re-index the prop governor arm as do not get more than 2600
rpm at any time. Already tried adjusting the low pitch stop on the prop.
Plan to place some insulation on the lower cowl to prevent deliberation
from exhaust heat radiation. Do not have a hot tunnel at all. attribute
this to good sealing (with baffling material and rtv) of the cabin heat
valves. Full flap landings at forward CG require a good pull on the sti
ck unless there is a lot of up trim already set. Largest direct crosswin
d encountered was 10 kts. Landing was fine with 1/3 flaps and 65 KIAS on
short final at 2300 lbs. Standard wing down into the crosswind and rudd
er the aircraft straight down the runway. Chelton system is impressive;
HITS provides guidance for the complete approach procedure; will update
the databases and software next week. Trutrak AP handy but the Cheltons
are easy to hand fly precisely. I have the TT 2.2 software and need an u
pgrade to 2.24 for the VNAV stuff to work properly. I did find that the
magnetometer in the DigiFlite II is not useful. After calibration it is
still off the Cheltons and the GRT by 10-15 degrees. Floscan transducer
is very accurate; I adjusted my calibration value in the GRT EIS6000 dow
n from 200 to 178. I now find that the agreement between amount used and
actual is less than .2 gallon and this may be due to how closely I fill
the tanks. The GRT Sport backup EFIS is usually set to map (XM weather)
for flight but is on the engine page for start. With the dual battery s
etup all the avionics are perking about 2 minutes before start. They are
disconnected from the starting primary bus. One thing I would suggest i
s that the AP should be on a toggle breaker. mine is pullable. I initial
ly was told by the TT staff that starting with the AP on would not be a
problem on that bus; reading there documentation suggest a different sto
ry. The truth is somewhere between. The Trutrak AP can be ON when the ai
rcraft is started but the initialization sequence should be complete. Wi
ll post more later.Perhaps after a trip to the paint shop and a re-weigh
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