Today's Message Index:
----------------------
1. 01:13 AM - Re: Aluminum Door Handles (truflite)
2. 04:54 AM - Re: Fuel Tank lables (orchidman)
3. 05:01 AM - Re: Seat Belt support Bracket (orchidman)
4. 05:03 AM - Boost Pump - On or Off for Takeoff? (jason.kreidler@regalbeloit.com)
5. 05:09 AM - Re: Hi Tim. (Scott Schmidt)
6. 05:16 AM - Re: Re: Fuel Tank lables (David McNeill)
7. 05:51 AM - Re: Hi Tim. (Michael Wellenzohn)
8. 06:06 AM - Re: Boost Pump - On or Off for Takeoff? (Rene Felker)
9. 06:10 AM - Re: Vegas crash (Rick Sked)
10. 06:10 AM - Re: Boost Pump - On or Off for Takeoff? (Kelly McMullen)
11. 06:39 AM - Re: Vegas crash (Kelly McMullen)
12. 07:09 AM - Re: Re: Hartzell Composite Three blade (Rob Kermanj)
13. 07:27 AM - Re: Fuel Tank lables (orchidman)
14. 08:23 AM - Re: Re: Hartzell Composite Three blade (RobHickman@aol.com)
15. 09:05 AM - Re: Re: Hartzell Composite Three blade (Rob Kermanj)
16. 09:55 AM - Re: Vegas crash (woxofswa)
17. 10:28 AM - Re: Seat Belt support Bracket (Cal Hoffman)
18. 11:53 AM - Avemco Insurance Quote (Robin Marks)
19. 12:07 PM - Re: Avemco Insurance Quote (Dj Merrill)
20. 12:53 PM - Re: Avemco Insurance Quote (Robin Marks)
21. 01:14 PM - Re: Avemco Insurance Quote (Dj Merrill)
22. 01:23 PM - Re: Avemco Insurance Quote (William Souza)
23. 02:04 PM - brake linings (David McNeill)
24. 02:04 PM - Re: Avemco Insurance Quote (gary)
25. 03:00 PM - baggage door lock length (pascal)
26. 03:18 PM - Re: Avemco Insurance Quote (Rick Sked)
27. 03:45 PM - filling canopy pinholes-better time than another? (tomhanaway)
28. 03:55 PM - Re: Avemco Insurance Quote (Wndwlkr1228@AOL.COM)
29. 03:56 PM - Re: Avemco Insurance Quote (Doug Preston)
30. 04:04 PM - Re: filling canopy pinholes-better time than another? (Rick Sked)
31. 05:25 PM - Shoulder harness bracket (partner14)
32. 05:43 PM - Re: Shoulder harness bracket (Rick Sked)
33. 05:47 PM - Got PPL (tomhanaway)
34. 05:58 PM - Re: Got PPL (Robin Marks)
35. 06:02 PM - Re: Boost Pump - On or Off for Takeoff? (gengrumpy@aol.com)
36. 06:02 PM - Re: filling canopy pinholes-better time than another? (AndrewTR30)
37. 06:02 PM - Re: filling canopy pinholes-better time than another? (AndrewTR30)
38. 06:18 PM - Re: Re: Hartzell Composite Three blade (John Cox)
39. 06:32 PM - Re: Vegas crash (Rick Sked)
40. 06:33 PM - Re: Re: filling canopy pinholes-better time than another? (Rick Sked)
41. 06:38 PM - Re: baggage door lock length (Lenny Iszak)
42. 07:06 PM - Re: Got PPL (Rick Sked)
43. 07:23 PM - Re: Vegas crash (David McNeill)
44. 07:33 PM - Re: Avemco Insurance Quote (cloudvalley@comcast.net)
45. 07:56 PM - Re: Vegas crash (Rick Sked)
46. 08:34 PM - Re: Vegas crash (John Cox)
47. 09:03 PM - Re: Vegas crash 415MK (David McNeill)
48. 09:05 PM - Re: Vegas crash (Rick Sked)
49. 10:20 PM - Re: Vegas crash (John Cox)
Message 1
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| Subject: | Re: Aluminum Door Handles |
Pictures will be forthcoming. I hope to have something in about 2-3 weeks. Have
to wait for the factory handles to get here and start design and manufacture
the prototype. Stay tuned.
Dave
--------
David Nellis
7A Slider
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1384#201384
Message 2
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| Subject: | Re: Fuel Tank lables |
Gary,
My check went out yesterday afternoon also.
Thanks,
Gary
--------
Gary Blankenbiller
RV10 - # 40674
Instrument Panel, Fiberglass - SB
(N2GB registered)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1393#201393
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| Subject: | Re: Seat Belt support Bracket |
Check went out in yesterdays mail.
Thanks,
Gary
--------
Gary Blankenbiller
RV10 - # 40674
Instrument Panel, Fiberglass - SB
(N2GB registered)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1394#201394
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| Subject: | Boost Pump - On or Off for Takeoff? |
A few days ago the conversation around our hangar was about the use of the
electric fuel pump. I reviewed the POHs that were available on Tim's site
and still didn't find a clear answer. So to my question, is the electric
fuel pump supposed to be on or off during takeoff? The answer to this
question even appears to vary in the certified world, some Pipers have it
on for takeoff, some Beechcraft have it off.
The follow up question of course would be, why, or why not?
Thanks, Jason Kreidler
4-Partner Build (Jason Kreidler, Tony Kolar, Kyle Hokel, Wayne Elsner)
Sheboygan Falls, WI
#40617 Finishing
Message 5
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Sorry about that all, stupid me forgot to change the To: section.
And Werner you are right I was mainly concerned with fuel prices.
Can you fly IFR in Switzerland with an Experimental?
This country is beautiful.
Scott Schmidt
Cell 801-718-1277
scottmschmidt@yahoo.com
--- On Thu, 8/28/08, Werner Schneider <glastar@gmx.net> wrote:
> From: Werner Schneider <glastar@gmx.net>
> Subject: Re: RV10-List: Hi Tim.
> To: rv10-list@matronics.com
> Date: Thursday, August 28, 2008, 1:40 PM
> <glastar@gmx.net>
>
> Hi Scott,
>
> tell me where you are this weekend and I will prove, that
> flying in
> Switzerland can compete with flying in the US :-)
>
> <http://www.youtube.com/watch?v=lfeUZgk5rnk>
>
> You might know, the PC-12 and PC-6 are made in Switzerland,
> I would
> regard the PC-12 as the RV-10 in the certified world (ok a
> bit uprated
> RV-10)
>
> <http://www.youtube.com/watch?v=TFzP9CRFdWw&feature=related>
>
> Sorry, couldn't resist on that.
>
> Werner
>
> Scott Schmidt wrote:
> > Hi Tim, just wanted to say a quick hi from
> Switzerland. We are having
> > a great time here and the motorcycling is off the
> charts
> > incredible. I might as well just sell my bike and
> come here once a
> > year to ride. We have the best flying though in the
> US by far.
> >
> > Good to hear Ed had his first flight and made it down
> OK. I bet that
> > was a little stressful.
> > I will email you later. It is hard to type on their
> keyboards here.
> > They switch the z and y.
> > Say hi to the girls from RaNae and I.
> >
> > Scott Schmidt
> > Cell 801-718-1277
> > scottmschmidt@yahoo.com
> >
> >
> > ----- Original Message ----
> > From: Tim Olson <Tim@MyRV10.com>
> > To: rv10-list@matronics.com
> > Sent: Monday, August 25, 2008 9:50:40 PM
> > Subject: RV10-List: N929EH Flies!
> >
> <Tim@myrv10.com
> > <mailto:Tim@myrv10.com>>
> >
> > News from Saturday.....fellow RV-10 builder Ed Hayden
> > did his 1st flight out in Hillsboro, OR on Saturday
> > a.m.! He's got a great looking plane, as you can
> > see here:
> >
> > http://www.myrv10.com/osh2/photos/N929EH.jpg
> >
> > He's got the Flightline AC system installed, which
> is
> > one of the things that is unique about his plane.
> > He reported that the plane flew beautifully, and
> handled
> > real well...and he was very pleased with the
> performance.
> >
> > The first flight, however, did not go uneventfully,
> > and here is where y'all should listen closely and
> prepare
> > yourself...
> >
> > Ed has a lightspeed ignition on one side, and a slick
> mag
> > on the other, just like I and many other have. In
> this
> > case, the lightspeed was once again the one good thing
> > he had going for him. As I understand it (sorry that
> > it's 2nd hand) he got to 1000' on takeoff and
> the plane
> > started missing real bad....making lots of noise. He
> > radioed the tower of his problems and immediate need
> > to return to land. He ran it on the lightspeed only
> (which
> > only gives maybe a 10 RPM drop on the mag test) and
> > said he had a beautiful landing.
> >
> > Upon having an A&P come over and test the mag, it
> was
> > readily determined that this was indeed a slick mag
> > failure. What ISN'T unique about this is that I
> now know
> > of TWO RV-10 builders who've had slick mags fail
> on
> > their first
> > *
> >
> >
> > *
>
Message 6
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| Subject: | Re: Fuel Tank lables |
Not to rain on anyone's parade but fuel tank labels are usually provide at
no charge by the paint shops. They do it in quantity for the aircraft that
they paint. Also if they are on the plane when sent to the paint shop they
will be removed and replaced after the paint.
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of orchidman
Sent: Friday, August 29, 2008 4:54 AM
Subject: RV10-List: Re: Fuel Tank lables
Gary,
My check went out yesterday afternoon also.
Thanks,
Gary
--------
Gary Blankenbiller
RV10 - # 40674
Instrument Panel, Fiberglass - SB
(N2GB registered)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1393#201393
Message 7
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Hey Scott,
if you are close to Zuerich let me contact me would be great to meet up with you.
Call +41 78 7905454. I am building my -10 in Zuerich.
Best Michael
www.wellenzohn.net
--------
RV-10 builder (engine, prop, finishing)
#511
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1404#201404
Message 8
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| Subject: | Boost Pump - On or Off for Takeoff? |
Here is my opinion...everyone has one.
For fuel injected (IO-540) engines, the fuel pump should be on for takeoffs
and landings as a precaution against the mechanical fuel pump failing. It
is my understanding that on some engine types, you should NOT use the
electric fuel pump because it can cause the engine to flood.
I have the pump on for takeoffs and landing.
Rene' Felker
RV-10 N423CF Flying
801-721-6080
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of
jason.kreidler@regalbeloit.com
Sent: Friday, August 29, 2008 6:03 AM
Subject: RV10-List: Boost Pump - On or Off for Takeoff?
A few days ago the conversation around our hangar was about the use of the
electric fuel pump. I reviewed the POHs that were available on Tim's site
and still didn't find a clear answer. So to my question, is the electric
fuel pump supposed to be on or off during takeoff? The answer to this
question even appears to vary in the certified world, some Pipers have it on
for takeoff, some Beechcraft have it off.
The follow up question of course would be, why, or why not?
Thanks, Jason Kreidler
4-Partner Build (Jason Kreidler, Tony Kolar, Kyle Hokel, Wayne Elsner)
Sheboygan Falls, WI
#40617 Finishing
Message 9
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And to add to all this a Piper Navajo went into a house=C2-yesterday kill
ing the pilot. He lost the right engine on departure and was trying to make
it back to the airport, Witnesses said it looked like he was going to make
it to Jones Blvd to set it down=C2-but impacted the LARGE power lines th
at run along that street, this made him veer into the home, everyone said t
he aircraft impacted sideways. Guess we have to ban twin engine aircraft at
Las Vegas airports now along with the experimentals. No one on the ground
was hurt. FWIW, the Velocity crash last week was the first time since the a
irport opened on Decemeber 7, 1941 that anyone on the ground was injured or
killed as a result of an aircraft crash.
Rick sked
40185
do not archive
----- Original Message -----
From: "David McNeill" <dlm46007@cox.net>
Sent: Thursday, August 28, 2008 6:10:51 PM (GMT-0800) America/Los_Angeles
Subject: RE: RV10-List: Vegas crash
check this; I was in the area and IIRC this was a new supercharger instalat
ion.
NTSB Identification: LAX04LA322 .
The docket is stored in the Docket Management System (DMS). Please contact
Records Management Division
14 CFR Part 91: General Aviation
Accident occurred Saturday, September 18, 2004 in Mesa, AZ
Probable Cause Approval Date: 1/31/2006
Aircraft: Wolf Glassair IIS, registration: N110UX
Injuries: 2 Fatal.
Immediately after takeoff the experimental category airplane climbed to 100
feet, rolled left, and collided with terrain. The airplane took off, was a
irborne by mid field, and climbed to about 100 feet. After the initial clim
b it did not appear to be climbing or accelerating normally. Some witnesses
reported that the engine did not sound good and described engine noise flu
ctuations. About this time, the pilot transmitted to the local controller t
hat he was declaring an emergency and needed to return for landing. The con
troller cleared the flight to land on any runway. The airplane then rolled
to the left and impacted the ground inverted. The airplane had just complet
ed an annual inspection and was undergoing a post maintenance check flight
with the pilot and a mechanic onboard. Components that were replaced or ove
rhauled during the annual inspection included the engine driven fuel pump,
the fuel filter, and the supercharger . A post impact ground fire destroyed
many engine components, including those that were replaced at the annual,
and consumed the composite airframe. The propeller exhibited evidence of le
ading edge polishing, torsional twisting, and chordwise striations. Examina
tion of the wreckage found no evidence of a preimpact malfunction or failur
e of the control system or powerplant.
The National Transportation Safety Board determines the probable cause(s) o
f this accident as follows: a partial loss of power for undetermined reason
s, and, the failure of the pilot to maintain an adequate airspeed while man
euvering for a forced landing that resulted in a stall and a collision with
terrain.
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@m
atronics.com] On Behalf Of David McNeill
Sent: Thursday, August 28, 2008 5:57 PM
Subject: RE: RV10-List: Vegas crash
I saw this=C2-in the AM also. If you want to see an eerily similar report
and result check the NTSB for N110UX. I believe the=C2-latter supercharg
er was supplied by a LAS company.=C2-
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@m
atronics.com] On Behalf Of GenGrumpy@aol.com
Sent: Thursday, August 28, 2008 5:28 PM
Subject: RV10-List: Vegas crash
Thought I'd pass this along to keep all in the know here.
grumpy
do not archive
Editor's Note: Below is the unedited text of the National Transportation Sa
fety Board's preliminary report on last week's fatal crash of a Velocity 17
3RG in North Las Vegas, NV.
Of note is the fact the accident flight was to be the first with the engine
's supercharger engaged. According to the owner/builder of the aircraft, se
veral high-speed taxi tests had been conducted with the supercharger engage
d in the days prior to the accident.
As ANN reported , the plane crashed into a home last Friday, just after tak
eoff from the North Las Vegas Airport (VGT). The accident claimed the lives
of pilot Mack Creekmore Murphree Jr., 76, and two people living inside the
home, identified as Jack and Lucy Costa. NTSB Identification: LAX08LA274
14 CFR Part 91: General Aviation
Accident occurred Friday, August 22, 2008 in North Las Vegas, NV
Aircraft: Killgore M/Killgore K Velocity 173RG, registration: N415MK
Injuries: 3 Fatal.
This is preliminary information, subject to change, and may contain errors.
Any errors in this report=C2- =C2- =C2- will be corrected when the f
inal report has been completed.
On August 22, 2008, at 0628 Pacific daylight time, an experimental Killgore
M/Killgore K Velocity 173RG, N415MK, collided with a residential building
in North Las Vegas, Nevada. The airplane is registered to the owner/builder
and it was being operated by the pilot under the provisions of 14 Code of
Federal Regulations Part 91. The certificated airline transport pilot and t
wo people on the ground were killed. Post impact fire destroyed the airplan
e and partially burned the residence. The local flight departed North Las V
egas Airport at 0627. Visual meteorological conditions prevailed, and no fl
ight plan had been filed.
Preliminary information obtained from the Federal Aviation Administration (
FAA) revealed that the airplane departed North Las Vegas from runway 12 lef
t. Shortly after takeoff the air traffic controller observed that the airpl
ane was not gaining altitude. The controller asked the pilot if he needed a
ssistance, to which the pilot responded, "I'm going down, I'm going down."
The airplane then collided with a house 1.1 miles southeast of the airport.
The owner/builder was interviewed by the National Transportation Safety Boa
rd investigator-in-charge after the accident. He reported that the engine w
as equipped with a supercharger, and that the purpose of the flight was to
test the performance of the airplane and engine with the supercharger engag
ed. He further reported that the supercharger was tested on multiple occasi
ons during high speed taxi tests and ground runs the week prior to the acci
dent, but that this was to be the first time it would be engaged for flight
.
The pilot held an airline transport pilot certificate with ratings for airp
lane single engine land, multiengine land, and instrument airplane. He addi
tionally held a flight engineer certificate, mechanic certificate, and a fl
ight instructor certificate for airplane single engine, multiengine, and in
strument airplane. On his latest FAA third-class medical application, dated
September 7, 2006, the pilot stated that he had amassed 6,250 hours of tot
al flight time.
The canard configuration, four-seat, low-wing, retractable gear airplane, w
as issued a Special Airworthiness Certificate on March 9, 2008. It was powe
red by a Lycoming IO-360-C1C, engine and equipped with a three bladed MT-Pr
opeller, model MTV-18-B.
The Experimental Amateur-Built Airplane Operating Limitations for the accid
ent airplane specified the following compliance under the section: Phase 1
Limitations-Initial Flight Testing,
'After a minimum time of (5) hours, and after controllability, airworthines
s, and safety checks required by FAR 90.319(b) and chapter 4 of Advisory Ci
rcular 90.89A are established and recorded in the airplane logbook the airp
lane then may complete the remaining hours required in Phase 1 while based
at North Las Vegas Airport (VGT); OR, a one time flight to the "Airplane Ba
se of Operations" may also be conducted remaining clear of all densely popu
lated areas and congested airways. NOTE: Airplane Base of Operations: Show
Low Regional Airport (KSOW). This airplane must be operated for at least 25
(Twenty Five) hours in the assigned geographic areas'
Review of the airplane maintenance logbook records revealed that on March 1
7, 2008, the airplane had amassed a total flight time of 5.1 hours. A logbo
ok entry for that date noted, 'This airplane meets all the controllability,
airworthiness, and safety checks required by FAR 91.319(b) and chapter 4 o
f advisory circular 90-89A.
It's only a deal if it's where you want to go. Find your travel deal here .
href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics
.com/Navigator?RV10-List href="http://forums.matronics.com">http://forums
.matronics.com href="http://www.matronics.com/contribution">http://www.ma
tronics.com/c href="http://www.matronics.com/Navigator?RV10-List">http://
www.matronics.com/Navigator?RV10-List href="http://forums.matronics.com">
http://forums.matronics.com href="http://www.matronics.com/contribution">
===================
====
=======================
==
Message 10
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| Subject: | Re: Boost Pump - On or Off for Takeoff? |
Look to aircraft with the same engine and fuel injection and low wings
for your answer. Bonanzas have TCM engines with either a Bendix
pressure carb or TCM fuel injection, with entirely different
requirements than the plane your engine came out of, a Comanche 260.
With the RV10, I'd say have it on. The RSA system(or equivalent) isn't
sensitive to small variations in fuel pressure, and if the mechanical
pump were to fail at 50 ft, you would have a much less eventful flight
if you discovered it at 1000 ft when you turned the boost pump off
than if the fire went out at 50 ft.
On 8/29/08, jason.kreidler@regalbeloit.com
<jason.kreidler@regalbeloit.com> wrote:
>
> A few days ago the conversation around our hangar was about the use of the
> electric fuel pump. I reviewed the POHs that were available on Tim's site
> and still didn't find a clear answer. So to my question, is the electric
> fuel pump supposed to be on or off during takeoff? The answer to this
> question even appears to vary in the certified world, some Pipers have it on
> for takeoff, some Beechcraft have it off.
>
> The follow up question of course would be, why, or why not?
>
> Thanks, Jason Kreidler
> 4-Partner Build (Jason Kreidler, Tony Kolar, Kyle Hokel, Wayne Elsner)
> Sheboygan Falls, WI
> #40617 Finishing
>
>
Message 11
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|
Rick, why don't you notify LAS tower they can't allow any twins any more. ;-)
I guess most of the airlines might have just a tad of heartburn over
that. Maybe just composite twins......then at least Southwest could
continue, while America Worst..oops, US Scare couldn't fly those
Scarebuses anymore. Totally tongue in cheek.
do not archive.
On 8/29/08, Rick Sked <ricksked@embarqmail.com> wrote:
>
>
> And to add to all this a Piper Navajo went into a house yesterday killing
> the pilot. He lost the right engine on departure and was trying to make it
> back to the airport, Witnesses said it looked like he was going to make it
> to Jones Blvd to set it down but impacted the LARGE power lines that run
> along that street, this made him veer into the home, everyone said the
> aircraft impacted sideways. Guess we have to ban twin engine aircraft at Las
> Vegas airports now along with the experimentals. No one on the ground was
> hurt. FWIW, the Velocity crash last week was the first time since the
> airport opened on Decemeber 7, 1941 that anyone on the ground was injured or
> killed as a result of an aircraft crash.
>
> Rick sked
>
> 40185
>
> do not archive
> ----- Original Message -----
> From: "David McNeill" <dlm46007@cox.net>
> To: rv10-list@matronics.com
> Sent: Thursday, August 28, 2008 6:10:51 PM (GMT-0800) America/Los_Angeles
> Subject: RE: RV10-List: Vegas crash
>
>
> check this; I was in the area and IIRC this was a new supercharger
> instalation.
>
> NTSB Identification: LAX04LA322.
> The docket is stored in the Docket Management System (DMS). Please contact
> Records Management Division
> 14 CFR Part 91: General Aviation
> Accident occurred Saturday, September 18, 2004 in Mesa, AZ
> Probable Cause Approval Date: 1/31/2006
> Aircraft: Wolf Glassair IIS, registration: N110UX
> Injuries: 2 Fatal.
>
> Immediately after takeoff the experimental category airplane climbed to 100
> feet, rolled left, and collided with terrain. The airplane took off, was
> airborne by mid field, and climbed to about 100 feet. After the initial
> climb it did not appear to be climbing or accelerating normally. Some
> witnesses reported that the engine did not sound good and described engine
> noise fluctuations. About this time, the pilot transmitted to the local
> controller that he was declaring an emergency and needed to return for
> landing. The controller cleared the flight to land on any runway. The
> airplane then rolled to the left and impacted the ground inverted. The
> airplane had just completed an annual inspection and was undergoing a post
> maintenance check flight with the pilot and a mechanic onboard. Components
> that were replaced or overhauled during the annual inspection included the
> engine driven fuel pump, the fuel filter, and the supercharger. A post
> impact ground fire destroyed many engine components, including those that
> were replaced at the annual, and consumed the composite airframe. The
> propeller exhibited evidence of leading edge polishing, torsional twisting,
> and chordwise striations. Examination of the wreckage found no evidence of a
> preimpact malfunction or failure of the control system or powerplant.
>
> The National Transportation Safety Board determines the probable cause(s) of
> this accident as follows: a partial loss of power for undetermined reasons,
> and, the failure of the pilot to maintain an adequate airspeed while
> maneuvering for a forced landing that resulted in a stall and a collision
> with terrain.
>
>
> ________________________________
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of
> David McNeill
> Sent: Thursday, August 28, 2008 5:57 PM
> To: rv10-list@matronics.com
> Subject: RE: RV10-List: Vegas crash
>
>
> I saw this in the AM also. If you want to see an eerily similar report and
> result check the NTSB for N110UX. I believe the latter supercharger was
> supplied by a LAS company.
>
> ________________________________
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of
> GenGrumpy@aol.com
> Sent: Thursday, August 28, 2008 5:28 PM
> To: rv10-list@matronics.com
> Subject: RV10-List: Vegas crash
>
>
> Thought I'd pass this along to keep all in the know here.
>
> grumpy
>
> do not archive
>
> Editor's Note: Below is the unedited text of the National Transportation
> Safety Board's preliminary report on last week's fatal crash of a Velocity
> 173RG in North Las Vegas, NV.
>
> Of note is the fact the accident flight was to be the first with the
> engine's supercharger engaged. According to the owner/builder of the
> aircraft, several high-speed taxi tests had been conducted with the
> supercharger engaged in the days prior to the accident.
>
> As ANN reported, the plane crashed into a home last Friday, just after
> takeoff from the North Las Vegas Airport (VGT). The accident claimed the
> lives of pilot Mack Creekmore Murphree Jr., 76, and two people living inside
> the home, identified as Jack and Lucy Costa.
> NTSB Identification: LAX08LA274
> 14 CFR Part 91: General Aviation
> Accident occurred Friday, August 22, 2008 in North Las Vegas, NV
> Aircraft: Killgore M/Killgore K Velocity 173RG, registration: N415MK
> Injuries: 3 Fatal.
>
> This is preliminary information, subject to change, and may contain errors.
> Any errors in this report will be corrected when the final report has
> been completed.
>
> On August 22, 2008, at 0628 Pacific daylight time, an experimental Killgore
> M/Killgore K Velocity 173RG, N415MK, collided with a residential building in
> North Las Vegas, Nevada. The airplane is registered to the owner/builder and
> it was being operated by the pilot under the provisions of 14 Code of
> Federal Regulations Part 91. The certificated airline transport pilot and
> two people on the ground were killed. Post impact fire destroyed the
> airplane and partially burned the residence. The local flight departed North
> Las Vegas Airport at 0627. Visual meteorological conditions prevailed, and
> no flight plan had been filed.
>
> Preliminary information obtained from the Federal Aviation Administration
> (FAA) revealed that the airplane departed North Las Vegas from runway 12
> left. Shortly after takeoff the air traffic controller observed that the
> airplane was not gaining altitude. The controller asked the pilot if he
> needed assistance, to which the pilot responded, "I'm going down, I'm going
> down." The airplane then collided with a house 1.1 miles southeast of the
> airport.
>
> The owner/builder was interviewed by the National Transportation Safety
> Board investigator-in-charge after the accident. He reported that the engine
> was equipped with a supercharger, and that the purpose of the flight was to
> test the performance of the airplane and engine with the supercharger
> engaged. He further reported that the supercharger was tested on multiple
> occasions during high speed taxi tests and ground runs the week prior to the
> accident, but that this was to be the first time it would be engaged for
> flight.
>
> The pilot held an airline transport pilot certificate with ratings for
> airplane single engine land, multiengine land, and instrument airplane. He
> additionally held a flight engineer certificate, mechanic certificate, and a
> flight instructor certificate for airplane single engine, multiengine, and
> instrument airplane. On his latest FAA third-class medical application,
> dated September 7, 2006, the pilot stated that he had amassed 6,250 hours of
> total flight time.
>
>
> The canard configuration, four-seat, low-wing, retractable gear airplane,
> was issued a Special Airworthiness Certificate on March 9, 2008. It was
> powered by a Lycoming IO-360-C1C, engine and equipped with a three bladed
> MT-Propeller, model MTV-18-B.
>
> The Experimental Amateur-Built Airplane Operating Limitations for the
> accident airplane specified the following compliance under the section:
> Phase 1 Limitations-Initial Flight Testing,
>
> 'After a minimum time of (5) hours, and after controllability,
> airworthiness, and safety checks required by FAR 90.319(b) and chapter 4 of
> Advisory Circular 90.89A are established and recorded in the airplane
> logbook the airplane then may complete the remaining hours required in Phase
> 1 while based at North Las Vegas Airport (VGT); OR, a one time flight to the
> "Airplane Base of Operations" may also be conducted remaining clear of all
> densely populated areas and congested airways. NOTE: Airplane Base of
> Operations: Show Low Regional Airport (KSOW). This airplane must be operated
> for at least 25 (Twenty Five) hours in the assigned geographic areas'
>
> Review of the airplane maintenance logbook records revealed that on March
> 17, 2008, the airplane had amassed a total flight time of 5.1 hours. A
> logbook entry for that date noted, 'This airplane meets all the
> controllability, airworthiness, and safety checks required by FAR 91.319(b)
> and chapter 4 of advisory circular 90-89A.
>
>
> ________________________________
> It's only a deal if it's where you want to go. Find your travel deal here.
>
> href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List
> href="http://forums.matronics.com">http://forums.matronics.com
> href="http://www.matronics.com/contribution">http://www.matronics.com/c
>
>
> href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Navigator?RV10-List
> href="http://forums.matronics.com">http://forums.matronics.com
> href="http://www.matronics.com/contribution">http://www.matronics.com/c
>
>
> get=_blank>http://www.matronics.com/Navigator?RV10-List
> p://forums.matronics.com
> blank>http://www.matronics.com/contribution
>
>
Message 12
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| Subject: | Re: Hartzell Composite Three blade |
Dial your RPM down, You'll do much better.
On Aug 25, 2008, at 9:03 PM, RobHickman@aol.com wrote:
> I have the MT govenor, speed test is scheduled for this week.
>
> Jennifer and I flew it to Seattle on Sunday and we got the
> following speeds:
>
> 8500 FT
> 2450 RPM
> Full Throttle
> 169-171 KTS True Airspeed
>
> Rob Hickman
> N402RH RV-10
>
>
> It's only a deal if it's where you want to go. Find your travel deal
> here.
>
>
Message 13
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| Subject: | Re: Fuel Tank lables |
dlm46007(at)cox.net wrote:
> Not to rain on anyone's parade but fuel tank labels are usually provide at
> no charge by the paint shops. They do it in quantity for the aircraft that
> they paint. Also if they are on the plane when sent to the paint shop they
> will be removed and replaced after the paint.
>
> --
True, but I will probably fly for several months before I paint. Would like something
a little better then a Sharpie for this time period. [Mr. Green]
--------
Gary Blankenbiller
RV10 - # 40674
Instrument Panel, Fiberglass - SB
(N2GB registered)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1427#201427
Message 14
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| Subject: | Re: Hartzell Composite Three blade |
In a message dated 8/29/2008 7:11:12 A.M. Pacific Daylight Time,
flysrv10@gmail.com writes:
Dial your RPM down, You'll do much better.
I am flying to eastern Washington later today to drop off my neighbors at
Moses Lake so I will give different RPM settings a try.
Rob Hickman
N402RH RV-10
**************It's only a deal if it's where you want to go. Find your travel
deal here.
(http://information.travel.aol.com/deals?ncid=aoltrv00050000000047)
Message 15
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| Subject: | Re: Hartzell Composite Three blade |
I have been told the IO54 has the most torque around 2200 RPM. I
don't remember the source.
I have tested different RPMs and I get the best speed around 2250. It
kinda adds up, lower RPM has less drag.
Rob.
On Aug 29, 2008, at 11:21 AM, RobHickman@aol.com wrote:
> In a message dated 8/29/2008 7:11:12 A.M. Pacific Daylight Time, flysrv10@gmail.com
> writes:
> Dial your RPM down, You'll do much better.
> I am flying to eastern Washington later today to drop off my
> neighbors at Moses Lake so I will give different RPM settings a try.
>
> Rob Hickman
> N402RH RV-10
>
>
> It's only a deal if it's where you want to go. Find your travel deal
> here.
>
>
Message 16
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--------
Myron Nelson
Mesa, AZ
Emp completed, legacy build fuse in progress
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1462#201462
Message 17
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| Subject: | Re: Seat Belt support Bracket |
Put me on the list for the bracket. Check in the mail on 8/29.
Cal Hoffman
97 Myrick Street
Barnwell, SC 29812
40119 Fiberglas and Instruments
----- Original Message -----
From: "partner14" <building_partner@yahoo.com>
Sent: Wednesday, August 27, 2008 11:53 PM
Subject: RV10-List: Seat Belt support Bracket
>
> Ok, it's been redesigned, punched out, tumbled, and ready to install. I
> will finish installing mine on Friday. They look great. Not trying to
> make money here, just taking advantage of my brothers equipment and I had
> promised 3 to RV10 guys in this area. We ran off 20, and 8 are already
> spoken for. $12 should cover the bracket and shipping. Any questions on
> how I installed mine, just give me a call.
>
> Don McDonald
> 11460 Elks Circle
> Rancho Cordova, Ca 95742
>
> 916-801-8402
>
> #40636
> Almost ready to pour fuel to it!
>
> --------
> Don A. McDonald
> 40636
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 1090#201090
>
>
> Attachments:
>
> http://forums.matronics.com//files/img_2625c_159.jpg
>
>
>
Message 18
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| Subject: | Avemco Insurance Quote |
I just got off the phone with Avemco to see about insuring my -10 for
first flight and then basic flight coverage. I have 4 other plans
insured with them and receive a multi-plane discount. Unfortunately
their quote is not reality based as coverage begins only after 10 hours
of fly off (no First Flight Coverage) and for $200K hull coverage the
quote was close to $8,000. I informed them that the plane will be in a
hangar, it is a Technically Advanced Aircraft (Panel), I have 800 TT,
500 of which are Retract, High Performance plus 125 Tail Wheel. Not bad
for 6 years of flying (I thought).
I now have filled out the EAA form as suggested by Wayne E and I hope to
hear back from multiple insurance companies.
I read the archives (Really!) and it seems like the insurance should be
closer to $3,000.
I am looking forward to the day I cancel 4 additional aircraft from
Avemco and move them over to the new insurance carrier.
Robin
BPE Cold Induction / James Cowl Air box Complete!
Ready to fly...
Message 19
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| Subject: | Re: Avemco Insurance Quote |
Robin Marks wrote:
>
> I just got off the phone with Avemco to see about insuring my -10 for
> first flight and then basic flight coverage. I have 4 other plans
>
Interesting! The last time I called Avemco (maybe 2 years ago),
they told me that they did not cover any experimental aircraft.
Apparently they changed their minds, but now charge such a high premium
that effectively they've priced themselves out of the market anyways.
-Dj
do not archive
--
Dj Merrill - N1JOV
Glastar Sportsman 2+2 Builder #7118 N421DJ
http://deej.net/sportsman/
"Many things that are unexplainable happen during the construction of an
airplane." --Dave Prizio, 30 Aug 2005
Message 20
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| Subject: | Avemco Insurance Quote |
Avemco does cover experimental as the last 5+ years I had my RV-4 and
RV-6A covered with them (at a competitive rate).
Robin
Snip
Interesting! The last time I called Avemco (maybe 2 years ago),
they told me that they did not cover any experimental aircraft.
Apparently they changed their minds, but now charge such a high premium
that effectively they've priced themselves out of the market anyways.
-Dj
do not archive
--
Dj Merrill - N1JOV
Glastar Sportsman 2+2 Builder #7118 N421DJ
http://deej.net/sportsman/
"Many things that are unexplainable happen during the construction of an
airplane." --Dave Prizio, 30 Aug 2005
Message 21
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| Subject: | Re: Avemco Insurance Quote |
Robin Marks wrote:
>
> Avemco does cover experimental as the last 5+ years I had my RV-4 and
> RV-6A covered with them (at a competitive rate).
>
>
Very strange! Maybe there was a new person that answered the phone
when I called. They had an ad in Kitplanes if I remember correctly,
which is why I called. I asked him if they did not cover experimentals,
why did they have an ad in Kitplanes, which is specifically for
experimentals, but all he could tell me was that it was a relatively
recent decision not to cover experimentals anymore (within the previous
year time frame I believe). I ended up going with AIG and have been
very happy with them.
-Dj
do not archive
--
Dj Merrill - N1JOV
Glastar Sportsman 2+2 Builder #7118 N421DJ
http://deej.net/sportsman/
"Many things that are unexplainable happen during the construction of an
airplane." --Dave Prizio, 30 Aug 2005
Message 22
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| Subject: | Re: Avemco Insurance Quote |
Give Jenny Estes A call at NATIONAIR AVIATION
INSURANCE @ 877-475-5860 OR NATIONAIR.COM.
I have my RV-10 insured for full coverage @ $225,000
hull and under $4800.00 yr.
Bill Souza
RV-10
SoCal RV Group
--- Robin Marks <robin1@mrmoisture.com> wrote:
> <robin1@mrmoisture.com>
>
> I just got off the phone with Avemco to see about
> insuring my -10 for
> first flight and then basic flight coverage. I have
> 4 other plans
> insured with them and receive a multi-plane
> discount. Unfortunately
> their quote is not reality based as coverage begins
> only after 10 hours
> of fly off (no First Flight Coverage) and for $200K
> hull coverage the
> quote was close to $8,000. I informed them that the
> plane will be in a
> hangar, it is a Technically Advanced Aircraft
> (Panel), I have 800 TT,
> 500 of which are Retract, High Performance plus 125
> Tail Wheel. Not bad
> for 6 years of flying (I thought).
> I now have filled out the EAA form as suggested by
> Wayne E and I hope to
> hear back from multiple insurance companies.
> I read the archives (Really!) and it seems like the
> insurance should be
> closer to $3,000.
> I am looking forward to the day I cancel 4
> additional aircraft from
> Avemco and move them over to the new insurance
> carrier.
>
> Robin
> BPE Cold Induction / James Cowl Air box Complete!
> Ready to fly...
>
>
>
> browse
> Un/Subscription,
> FAQ,
> http://www.matronics.com/Navigator?RV10-List
>
> Forums!
>
> Admin.
>
>
>
>
>
Message 23
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|
Just a follow up. I got my sets today and they are the Cleveland 66-11200
This is the real deal as these same linings are priced at about $70 for a
set for the mains versus Vans price of $33 rivets included.
Message 24
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| Subject: | Avemco Insurance Quote |
I have a great independent agent who shops all the major carriers and the
price is great. Contact me off line if you want his name.
Gary Specketer
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Robin Marks
Sent: Friday, August 29, 2008 1:52 PM
Subject: RV10-List: Avemco Insurance Quote
I just got off the phone with Avemco to see about insuring my -10 for
first flight and then basic flight coverage. I have 4 other plans
insured with them and receive a multi-plane discount. Unfortunately
their quote is not reality based as coverage begins only after 10 hours
of fly off (no First Flight Coverage) and for $200K hull coverage the
quote was close to $8,000. I informed them that the plane will be in a
hangar, it is a Technically Advanced Aircraft (Panel), I have 800 TT,
500 of which are Retract, High Performance plus 125 Tail Wheel. Not bad
for 6 years of flying (I thought).
I now have filled out the EAA form as suggested by Wayne E and I hope to
hear back from multiple insurance companies.
I read the archives (Really!) and it seems like the insurance should be
closer to $3,000.
I am looking forward to the day I cancel 4 additional aircraft from
Avemco and move them over to the new insurance carrier.
Robin
BPE Cold Induction / James Cowl Air box Complete!
Ready to fly...
Message 25
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|
| Subject: | baggage door lock length |
Anyone know how long the arm is for the baggage door lock. Have a 5/8th
lock need to create the arm.
Thanks
Pascal
Message 26
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| Subject: | Re: Avemco Insurance Quote |
You can't beat Jenny, I'm at $3600 but that's for $125K hull, bulders risk, transport,
liability all that good stuff. Prior to the first flight it will go up
to $250k on the hull and around the same, $4800 I'm guessing.
Rick S.
40185
do not archive
----- Original Message -----
From: "William Souza" <electspec@sbcglobal.net>
Sent: Friday, August 29, 2008 1:22:45 PM (GMT-0800) America/Los_Angeles
Subject: Re: RV10-List: Avemco Insurance Quote
Give Jenny Estes A call at NATIONAIR AVIATION
INSURANCE @ 877-475-5860 OR NATIONAIR.COM.
I have my RV-10 insured for full coverage @ $225,000
hull and under $4800.00 yr.
Bill Souza
RV-10
SoCal RV Group
--- Robin Marks <robin1@mrmoisture.com> wrote:
> <robin1@mrmoisture.com>
>
> I just got off the phone with Avemco to see about
> insuring my -10 for
> first flight and then basic flight coverage. I have
> 4 other plans
> insured with them and receive a multi-plane
> discount. Unfortunately
> their quote is not reality based as coverage begins
> only after 10 hours
> of fly off (no First Flight Coverage) and for $200K
> hull coverage the
> quote was close to $8,000. I informed them that the
> plane will be in a
> hangar, it is a Technically Advanced Aircraft
> (Panel), I have 800 TT,
> 500 of which are Retract, High Performance plus 125
> Tail Wheel. Not bad
> for 6 years of flying (I thought).
> I now have filled out the EAA form as suggested by
> Wayne E and I hope to
> hear back from multiple insurance companies.
> I read the archives (Really!) and it seems like the
> insurance should be
> closer to $3,000.
> I am looking forward to the day I cancel 4
> additional aircraft from
> Avemco and move them over to the new insurance
> carrier.
>
> Robin
> BPE Cold Induction / James Cowl Air box Complete!
> Ready to fly...
>
>
>
> browse
> Un/Subscription,
> FAQ,
> http://www.matronics.com/Navigator?RV10-List
>
> Forums!
>
> Admin.
>
>
>
>
>
Message 27
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| Subject: | filling canopy pinholes-better time than another? |
Canopy is on (not yet riveted) and I'm satisfied with fit.
Does it make more sense to go forward with doors and windows now or should I fill
pinholes (with canopy either on or off fuselage) and do initial prime of canopy
before moving forward?
Just trying to figure out best order of steps to follow.
Thanks,
Tom H.
Boynton Beach, FL
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1508#201508
Message 28
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| Subject: | Re: Avemco Insurance Quote |
A few years ago, I was with AVEMCO. Then they decided to cancel all
coverage of experimental aircraft. I was building a RV-6A at the time so I
cancelled all of my policies in protest. Even though my coverage was about to
expire
anyway, they billed me for not renewing my policy.
I am with Jenny at Nationwide and have been since then.
George S.
RV-6A panel
In a message dated 8/29/2008 3:19:57 P.M. US Mountain Standard Time,
ricksked@embarqmail.com writes:
--> RV10-List message posted by: Rick Sked <ricksked@embarqmail.com>
You can't beat Jenny, I'm at $3600 but that's for $125K hull, bulders risk,
transport, liability all that good stuff. Prior to the first flight it will
go up to $250k on the hull and around the same, $4800 I'm guessing.
Rick S.
40185
do not archive
----- Original Message -----
From: "William Souza" <electspec@sbcglobal.net>
Sent: Friday, August 29, 2008 1:22:45 PM (GMT-0800) America/Los_Angeles
Subject: Re: RV10-List: Avemco Insurance Quote
--> RV10-List message posted by: William Souza <electspec@sbcglobal.net>
Give Jenny Estes A call at NATIONAIR AVIATION
INSURANCE @ 877-475-5860 OR NATIONAIR.COM.
I have my RV-10 insured for full coverage @ $225,000
hull and under $4800.00 yr.
Bill Souza
RV-10
SoCal RV Group
--- Robin Marks <robin1@mrmoisture.com> wrote:
> --> RV10-List message posted by: "Robin Marks"
> <robin1@mrmoisture.com>
>
> I just got off the phone with Avemco to see about
> insuring my -10 for
> first flight and then basic flight coverage. I have
> 4 other plans
> insured with them and receive a multi-plane
> discount. Unfortunately
> their quote is not reality based as coverage begins
> only after 10 hours
> of fly off (no First Flight Coverage) and for $200K
> hull coverage the
> quote was close to $8,000. I informed them that the
> plane will be in a
> hangar, it is a Technically Advanced Aircraft
> (Panel), I have 800 TT,
> 500 of which are Retract, High Performance plus 125
> Tail Wheel. Not bad
> for 6 years of flying (I thought).
> I now have filled out the EAA form as suggested by
> Wayne E and I hope to
> hear back from multiple insurance companies.
> I read the archives (Really!) and it seems like the
> insurance should be
> closer to $3,000.
> I am looking forward to the day I cancel 4
> additional aircraft from
> Avemco and move them over to the new insurance
> carrier.
>
> Robin
> BPE Cold Induction / James Cowl Air box Complete!
> Ready to fly...
>
>
>
> browse
> Un/Subscription,
> FAQ,
> http://www.matronics.com/Navigator?RV10-List
>
> Forums!
>
> Admin.
>
>
>
>
>
**************It's only a deal if it's where you want to go. Find your travel
deal here.
(http://information.travel.aol.com/deals?ncid=aoltrv00050000000047)
Message 29
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| Subject: | Re: Avemco Insurance Quote |
I found insurance to be very unrealistic. I have my 10 covered through
Nation Air. The underwriter is AIG with 180K hull and with the TAA discount
I paid almost $2900. I am a corporate pilot on a Citation, go to Simuflite
every year, have over 24,000 hrs in over 50 types and I feel ripped. I did
get first flight coverage. I had done the checkout with m\Mike Seagers. We
get the shaft regardless. Good luck.
Doug Preston
RV10 N372RV
KBHM
On Fri, Aug 29, 2008 at 1:51 PM, Robin Marks <robin1@mrmoisture.com> wrote:
>
> I just got off the phone with Avemco to see about insuring my -10 for
> first flight and then basic flight coverage. I have 4 other plans
> insured with them and receive a multi-plane discount. Unfortunately
> their quote is not reality based as coverage begins only after 10 hours
> of fly off (no First Flight Coverage) and for $200K hull coverage the
> quote was close to $8,000. I informed them that the plane will be in a
> hangar, it is a Technically Advanced Aircraft (Panel), I have 800 TT,
> 500 of which are Retract, High Performance plus 125 Tail Wheel. Not bad
> for 6 years of flying (I thought).
> I now have filled out the EAA form as suggested by Wayne E and I hope to
> hear back from multiple insurance companies.
> I read the archives (Really!) and it seems like the insurance should be
> closer to $3,000.
> I am looking forward to the day I cancel 4 additional aircraft from
> Avemco and move them over to the new insurance carrier.
>
> Robin
> BPE Cold Induction / James Cowl Air box Complete!
> Ready to fly...
>
>
Message 30
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| Subject: | Re: filling canopy pinholes-better time than another? |
Tom,
I completely body worked the interior and primed it prior to installing. I'm using
a faux suede paint (stuff used on yachts in the bridge interiors) that was
use on my panel and console to paint the interior once I get the filling completed
around the point where it mates to the fuselage. I have done nothing to
the exterior and won't until close to paint time. Do as much to the interior
as you can stand before sticking it on for good. Mike Sausen is installing his
headliner while it's off, leaving the part of the headliner rolled up that go
to the rivet line. If I was doing a headliner I would do the exact same thing.
If you have an upholster in mind now is a good time to contact them for a first
look at the headliner unless you going to do it yourself. I really did a
lot of body work to the interior of my cabin top...smoothed all the window areas,
the posts, blended the area behind the doors that look like big ol square
chunks of garbage. I also have the overhead console and the green top...you pink
top owners may have less to do. I can say that at several times in the process
I said I had enough, but I came back and did more and glad I did, Mine would
take a headliner very nicely now due to the faring and rounding of the protrusions
but I'm sticking with my suede paint...at $100 a quart, which I already
purchased, I'm sticking to that plan!!
Rick Sked
40185
----- Original Message -----
From: "tomhanaway" <tomhanaway@comcast.net>
Sent: Friday, August 29, 2008 3:44:57 PM (GMT-0800) America/Los_Angeles
Subject: RV10-List: filling canopy pinholes-better time than another?
Canopy is on (not yet riveted) and I'm satisfied with fit.
Does it make more sense to go forward with doors and windows now or should I fill
pinholes (with canopy either on or off fuselage) and do initial prime of canopy
before moving forward?
Just trying to figure out best order of steps to follow.
Thanks,
Tom H.
Boynton Beach, FL
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1508#201508
Message 31
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| Subject: | Shoulder harness bracket |
Ok, the install is finished and it works and looks great. Based on the response
I guess I need to run some more. Attached is a pic.
Rick Sked asked about using them as a headset holder.... I have a different bracket
design already done and mounted in the plane. Will take a pic and send it
out tomorrow.
Don McDonald
#40636
--------
Don A. McDonald
40636
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1524#201524
Attachments:
http://forums.matronics.com//files/img_2629c_119.jpg
Message 32
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| Subject: | Re: Shoulder harness bracket |
Like I said Don, nice piece, now onto the headset holder...My checks in the mail
for both. It saved me from the mechanics for both parts, actually I had it drawn
out, and ready to fab...yours is perfect and an almost perfect finished surface
from the tumbler :) I don't know why I love to polish metal!!
Rick Sked
40185
d0 not archive
----- Original Message -----
From: "partner14" <building_partner@yahoo.com>
Sent: Friday, August 29, 2008 5:24:26 PM (GMT-0800) America/Los_Angeles
Subject: RV10-List: Shoulder harness bracket
Ok, the install is finished and it works and looks great. Based on the response
I guess I need to run some more. Attached is a pic.
Rick Sked asked about using them as a headset holder.... I have a different bracket
design already done and mounted in the plane. Will take a pic and send it
out tomorrow.
Don McDonald
#40636
--------
Don A. McDonald
40636
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1524#201524
Attachments:
http://forums.matronics.com//files/img_2629c_119.jpg
Message 33
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I started building my rv-10 about 18 months ago because I really liked the idea
of the project.
Over the years (I'm currently 61 and working full time), I took some flying lessons
but never as far as license. It always bothered me that I'd left this unfinished.
So... passed my practical a few weeks ago and have the PPL ticket to learn. Now
putting in some x-country hours while taking my initial intrument lessons.
After building some time and experience, I'll do my transition training (probably
another 18 months or so).
What a neat feeling of accomplishment.
Tom Hanaway
Boynton Beach, FL
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1526#201526
Message 34
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Way to go Tom! That's a feel great story. Keep at it.
Robin
Do Not Archive
Message 35
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| Subject: | Re: Boost Pump - On or Off for Takeoff? |
Kelly is spot on.
It is insurance during a very critical phase of flight.
For low wings, not a bad idea to have them on in the landing pattern as
well.
grumpy
N184JM
do not archive
-----Original Message-----
From: Kelly McMullen <apilot2@gmail.com>
Sent: Fri, 29 Aug 2008 9:10 am
Subject: Re: RV10-List: Boost Pump - On or Off for Takeoff?
Look to aircraft with the same engine and fuel injection and low wings
for your answer. Bonanzas have TCM engines with either a Bendix
pressure carb or TCM fuel injection, with entirely different
requirements than the plane your engine came out of, a Comanche 260.
With the RV10, I'd say have it on. The RSA system(or equivalent) isn't
sensitive to small variations in fuel pressure, and if the mechanical
pump were to fail at 50 ft, you would have a much less eventful flight
if you discovered it at 1000 ft when you turned the boost pump off
than if the fire went out at 50 ft.
On 8/29/08, jason.kreidler@regalbeloit.com
<jason.kreidler@regalbeloit.com> wrote:
>
> A few days ago the conversation around our hangar was about the use
of the
> electric fuel pump. I reviewed the POHs that were available on Tim's
site
> and still didn't find a clear answer. So to my question, is the
electric
> fuel pump supposed to be on or off during takeoff? The answer to this
> question even appears to vary in the certified world, some Pipers
have it on
> for takeoff, some Beechcraft have it off.
>
> The follow up question of course would be, why, or why not?
>
> Thanks, Jason Kreidler
> 4-Partner Build (Jason Kreidler, Tony Kolar, Kyle Hokel, Wayne Elsner)
> Sheboygan Falls, WI
> #40617 Finishing
>
>
Message 36
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| Subject: | Re: filling canopy pinholes-better time than another? |
Hey Rick, what's the name of the paint you're using?
--------
Andrew Rayhill
RV-10 40078
Phoenix
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1530#201530
Message 37
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| Subject: | Re: filling canopy pinholes-better time than another? |
Hey Rick, what's the name of the paint you're using?
--------
Andrew Rayhill
RV-10 40078
Phoenix
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1531#201531
Message 38
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| Subject: | Re: Hartzell Composite Three blade |
Rob, thanks for your continual reporting.
John Cox
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of
RobHickman@aol.com
Sent: Friday, August 29, 2008 8:22 AM
Subject: Re: RV10-List: Re: Hartzell Composite Three blade
In a message dated 8/29/2008 7:11:12 A.M. Pacific Daylight Time,
flysrv10@gmail.com writes:
Dial your RPM down, You'll do much better.
I am flying to eastern Washington later today to drop off my neighbors
at Moses Lake so I will give different RPM settings a try.
Rob Hickman
N402RH RV-10
________________________________
It's only a deal if it's where you want to go. Find your travel deal
here
<http://information.travel.aol.com/deals?ncid=aoltrv00050000000047>
.
Message 39
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If he came off 12L and=C2- established a=C2-positive rate of climb,=C2
- it may have been a different story, There is a much great chance of sur
vival if you use 12R it's 800 feet longer, 5000'=C2- vs. 4200 foot on 12
L and the overrun is well within the confines of the airport. Let me toss o
ut a thought, to get over to 12 L you may be held=C2-on the tarmac a LONG
time waiting to cross over and deal with inbound traffic getting to 12 L..
., if he came out of the hangars in the south or as we call it and my hanga
r is located in this area=C2-the "Outback"=C2- which can be close to a
mile of taxi to the hold short line of 12 R, let alone 12L, given=C2-the
=C2-Velocity's pusher configuration and no positive airflow from the prop
eller into the air intakes for cooling,=C2-=C2-what are the chances of
=C2-overheating with potential vapor lock during prolonged ground operati
on? =C2-With limited power it appears there was enough energy to carry hi
m to the neighborhoods south east but unable to gain or maintain=C2-any a
ltitude.=C2-I can't help but wonder if the abnormal engine operation was
=C2-noted on=C2-initial take off roll=C2-but the flight pressed on in
hopes of it clearing itself=C2- vs. aborting the takeoff...I'm sorry, I'
m just speculating from my computer chair. I'm sure the velocity has the pe
rformance that making a decision to abort is more NOW then later...We may n
ever know what Murph was thinking. If it were an RV-10 we=C2-could have b
een at 1000+ AGL, pattern altitude is 3000 AGL, field elevation is 2200=C2
- by the 4000 foot marker below, hopefully enough altitude to setup for t
he emergency. I think a properly performing Velocity would be comparable to
an RV-10? I don't know it's numbers.
Rick Sked
40185=C2-
----- Original Message -----
From: GenGrumpy@aol.com
Sent: Thursday, August 28, 2008 5:27:50 PM (GMT-0800) America/Los_Angeles
Subject: RV10-List: Vegas crash
Thought I'd pass this along to keep all in the know here.
grumpy
do not archive
Editor's Note: Below is the unedited text of the National Transportation Sa
fety Board's preliminary report on last week's fatal crash of a Velocity 17
3RG in North Las Vegas, NV.
Of note is the fact the accident flight was to be the first with the engine
's supercharger engaged. According to the owner/builder of the aircraft, se
veral high-speed taxi tests had been conducted with the supercharger engage
d in the days prior to the accident.
As ANN reported , the plane crashed into a home last Friday, just after tak
eoff from the North Las Vegas Airport (VGT). The accident claimed the lives
of pilot Mack Creekmore Murphree Jr., 76, and two people living inside the
home, identified as Jack and Lucy Costa. NTSB Identification: LAX08LA274
14 CFR Part 91: General Aviation
Accident occurred Friday, August 22, 2008 in North Las Vegas, NV
Aircraft: Killgore M/Killgore K Velocity 173RG, registration: N415MK
Injuries: 3 Fatal.
This is preliminary information, subject to change, and may contain errors.
Any errors in this report will be corrected when the final report has been
completed.
On August 22, 2008, at 0628 Pacific daylight time, an experimental Killgore
M/Killgore K Velocity 173RG, N415MK, collided with a residential building
in North Las Vegas, Nevada. The airplane is registered to the owner/builder
and it was being operated by the pilot under the provisions of 14 Code of
Federal Regulations Part 91. The certificated airline transport pilot and t
wo people on the ground were killed. Post impact fire destroyed the airplan
e and partially burned the residence. The local flight departed North Las V
egas Airport at 0627. Visual meteorological conditions prevailed, and no fl
ight plan had been filed.
Preliminary information obtained from the Federal Aviation Administration (
FAA) revealed that the airplane departed North Las Vegas from runway 12 lef
t. Shortly after takeoff the air traffic controller observed that the airpl
ane was not gaining altitude. The controller asked the pilot if he needed a
ssistance, to which the pilot responded, "I'm going down, I'm going down."
The airplane then collided with a house 1.1 miles southeast of the airport.
The owner/builder was interviewed by the National Transportation Safety Boa
rd investigator-in-charge after the accident. He reported that the engine w
as equipped with a supercharger, and that the purpose of the flight was to
test the performance of the airplane and engine with the supercharger engag
ed. He further reported that the supercharger was tested on multiple occasi
ons during high speed taxi tests and ground runs the week prior to the acci
dent, but that this was to be the first time it would be engaged for flight
.
The pilot held an airline transport pilot certificate with ratings for airp
lane single engine land, multiengine land, and instrument airplane. He addi
tionally held a flight engineer certificate, mechanic certificate, and a fl
ight instructor certificate for airplane single engine, multiengine, and in
strument airplane. On his latest FAA third-class medical application, dated
September 7, 2006, the pilot stated that he had amassed 6,250 hours of tot
al flight time.
The canard configuration, four-seat, low-wing, retractable gear airplane, w
as issued a Special Airworthiness Certificate on March 9, 2008. It was powe
red by a Lycoming IO-360-C1C, engine and equipped with a three bladed MT-Pr
opeller, model MTV-18-B.
The Experimental Amateur-Built Airplane Operating Limitations for the accid
ent airplane specified the following compliance under the section: Phase 1
Limitations-Initial Flight Testing,
'After a minimum time of (5) hours, and after controllability, airworthines
s, and safety checks required by FAR 90.319(b) and chapter 4 of Advisory Ci
rcular 90.89A are established and recorded in the airplane logbook the airp
lane then may complete the remaining hours required in Phase 1 while based
at North Las Vegas Airport (VGT); OR, a one time flight to the "Airplane Ba
se of Operations" may also be conducted remaining clear of all densely popu
lated areas and congested airways. NOTE: Airplane Base of Operations: Show
Low Regional Airport (KSOW). This airplane must be operated for at least 25
(Twenty Five) hours in the assigned geographic areas'
Review of the airplane maintenance logbook records revealed that on March 1
7, 2008, the airplane had amassed a total flight time of 5.1 hours. A logbo
ok entry for that date noted, 'This airplane meets all the controllability,
airworthiness, and safety checks required by FAR 91.319(b) and chapter 4 o
f advisory circular 90-89A.
It's only a deal if it's where you want to go. Find your travel deal here .
====
=======================
===
Message 40
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| Subject: | Re: filling canopy pinholes-better time than another? |
Andrew,
It's made by Mankiewicz and imported through the NEXTEL brand
Heres the link : http://www.gatewaycoatingsandsupply.com/nextelsuedecoating.html
Rick Sked
40185
----- Original Message -----
From: "AndrewTR30" <AndrewTR30@aol.com>
Sent: Friday, August 29, 2008 6:02:14 PM (GMT-0800) America/Los_Angeles
Subject: RV10-List: Re: filling canopy pinholes-better time than another?
Hey Rick, what's the name of the paint you're using?
--------
Andrew Rayhill
RV-10 40078
Phoenix
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1530#201530
Message 41
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| Subject: | Re: baggage door lock length |
It's 1 5/8 from the bolt center to the tip of the arm.
Lenny
#40803
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1541#201541
Message 42
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Tom,
FANTASTIC...Neat feeling is an understatement...you have joined a very small percentage
of the population who can call themselves an "Aviator". I will never
forget that day...My examiner telling me he had enough, turn this thing back
to Kingman and land, I'm signing your slip...WOW!! I DID IT!! I was 40 then and
I turn 47 next week...you did it at 61!! Good on you!!
FWIW, after he gave me my temporary certificate, I then had to do another cross
country to bring the 172 back to Henderson NV (KHND) from Kingman (KIGM) where
I had flown in that morning to satisfy my last hour or so of X-country time
and full stop landings just and take the exam, the oral first which felt like
HOURS then the practical, the difference on the return flight was now I was a
Private Pilot!! My first logbook entry after getting the PPL. That was a long
and unforgettable day..I still don't know how I drove from Henderson airport to
my house after landing and tying down the aircraft!
Rick Sked
40185
do not archive
----- Original Message -----
From: "tomhanaway" <tomhanaway@comcast.net>
Sent: Friday, August 29, 2008 5:47:38 PM (GMT-0800) America/Los_Angeles
Subject: RV10-List: Got PPL
I started building my rv-10 about 18 months ago because I really liked the idea
of the project.
Over the years (I'm currently 61 and working full time), I took some flying lessons
but never as far as license. It always bothered me that I'd left this unfinished.
So... passed my practical a few weeks ago and have the PPL ticket to learn. Now
putting in some x-country hours while taking my initial intrument lessons.
After building some time and experience, I'll do my transition training (probably
another 18 months or so).
What a neat feeling of accomplishment.
Tom Hanaway
Boynton Beach, FL
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 1526#201526
Message 43
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|
I think they may want to investigate what the supercharger could have
contributed to the loss of power. We had a similar crash (N110UX) here both
using a supercharger from a Vegas company. It was also a first flight with
the supercharger. The loss of power was apparent to observers during the
takeoff run; but he continued. Another perplexing item was the full fuel
load unless this was intended to be the return to Show low AZ trip.
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Rick Sked
Sent: Friday, August 29, 2008 6:28 PM
Subject: Re: RV10-List: Vegas crash
If he came off 12L and established a positive rate of climb, it may have
been a different story, There is a much great chance of survival if you use
12R it's 800 feet longer, 5000' vs. 4200 foot on 12 L and the overrun is
well within the confines of the airport. Let me toss out a thought, to get
over to 12 L you may be held on the tarmac a LONG time waiting to cross over
and deal with inbound traffic getting to 12 L..., if he came out of the
hangars in the south or as we call it and my hangar is located in this area
the "Outback" which can be close to a mile of taxi to the hold short line
of 12 R, let alone 12L, given the Velocity's pusher configuration and no
positive airflow from the propeller into the air intakes for cooling, what
are the chances of overheating with potential vapor lock during prolonged
ground operation? With limited power it appears there was enough energy to
carry him to the neighborhoods south east but unable to gain or maintain any
altitude. I can't help but wonder if the abnormal engine operation was noted
on initial take off roll but the flight pressed on in hopes of it clearing
itself vs. aborting the takeoff...I'm sorry, I'm just speculating from my
computer chair. I'm sure the velocity has the performance that making a
decision to abort is more NOW then later...We may never know what Murph was
thinking. If it were an RV-10 we could have been at 1000+ AGL, pattern
altitude is 3000 AGL, field elevation is 2200 by the 4000 foot marker
below, hopefully enough altitude to setup for the emergency. I think a
properly performing Velocity would be comparable to an RV-10? I don't know
it's numbers.
Rick Sked
40185
----- Original Message -----
From: GenGrumpy@aol.com
Sent: Thursday, August 28, 2008 5:27:50 PM (GMT-0800) America/Los_Angeles
Subject: RV10-List: Vegas crash
Thought I'd pass this along to keep all in the know here.
grumpy
do not archive
Editor's Note: Below is the unedited text of the National Transportation
Safety Board's preliminary report on last week's fatal crash of a Velocity
173RG in North Las Vegas, NV.
Of note is the fact the accident flight was to be the first with the
engine's supercharger engaged. According to the owner/builder of the
aircraft, several high-speed taxi tests had been conducted with the
supercharger engaged in the days prior to the accident.
As ANN reported
<http://www.aero-news.net/news/sport.cfm?ContentBlockID=70d65731-9e6a-4a7d-9
0e3-c4fe293e5cd0&Dynamic=1> , the plane crashed into a home last Friday,
just after takeoff from the North Las Vegas Airport (VGT). The accident
claimed the lives of pilot Mack Creekmore Murphree Jr., 76, and two people
living inside the home, identified as Jack and Lucy Costa.
NTSB Identification: LAX08LA274
14 CFR Part 91: General Aviation
Accident occurred Friday, August 22, 2008 in North Las Vegas, NV
Aircraft: Killgore M/Killgore K Velocity 173RG, registration: N415MK
Injuries: 3 Fatal.
This is preliminary information, subject to change, and may contain errors.
Any errors in this report will be corrected when the final report has been
completed.
On August 22, 2008, at 0628 Pacific daylight time, an experimental Killgore
M/Killgore K Velocity 173RG, N415MK, collided with a residential building in
North Las Vegas, Nevada. The airplane is registered to the owner/builder and
it was being operated by the pilot under the provisions of 14 Code of
Federal Regulations Part 91. The certificated airline transport pilot and
two people on the ground were killed. Post impact fire destroyed the
airplane and partially burned the residence. The local flight departed North
Las Vegas Airport at 0627. Visual meteorological conditions prevailed, and
no flight plan had been filed.
Preliminary information obtained from the Federal Aviation Administration
(FAA) revealed that the airplane departed North Las Vegas from runway 12
left. Shortly after takeoff the air traffic controller observed that the
airplane was not gaining altitude. The controller asked the pilot if he
needed assistance, to which the pilot responded, "I'm going down, I'm going
down." The airplane then collided with a house 1.1 miles southeast of the
airport.
The owner/builder was interviewed by the National Transportation Safety
Board investigator-in-charge after the accident. He reported that the engine
was equipped with a supercharger, and that the purpose of the flight was to
test the performance of the airplane and engine with the supercharger
engaged. He further reported that the supercharger was tested on multiple
occasions during high speed taxi tests and ground runs the week prior to the
accident, but that this was to be the first time it would be engaged for
flight.
The pilot held an airline transport pilot certificate with ratings for
airplane single engine land, multiengine land, and instrument airplane. He
additionally held a flight engineer certificate, mechanic certificate, and a
flight instructor certificate for airplane single engine, multiengine, and
instrument airplane. On his latest FAA third-class medical application,
dated September 7, 2006, the pilot stated that he had amassed 6,250 hours of
total flight time.
<mip://036195c0/default.html#> <mip://036195c0/default.html#>
The canard configuration, four-seat, low-wing, retractable gear airplane,
was issued a Special Airworthiness Certificate on March 9, 2008. It was
powered by a Lycoming IO-360-C1C, engine and equipped with a three bladed
MT-Propeller, model MTV-18-B.
The Experimental Amateur-Built Airplane Operating Limitations for the
accident airplane specified the following compliance under the section:
Phase 1 Limitations-Initial Flight Testing,
'After a minimum time of (5) hours, and after controllability,
airworthiness, and safety checks required by FAR 90.319(b) and chapter 4 of
Advisory Circular 90.89A are established and recorded in the airplane
logbook the airplane then may complete the remaining hours required in Phase
1 while based at North Las Vegas Airport (VGT); OR, a one time flight to the
"Airplane Base of Operations" may also be conducted remaining clear of all
densely populated areas and congested airways. NOTE: Airplane Base of
Operations: Show Low Regional Airport (KSOW). This airplane must be operated
for at least 25 (Twenty Five) hours in the assigned geographic areas'
Review of the airplane maintenance logbook records revealed that on March
17, 2008, the airplane had amassed a total flight time of 5.1 hours. A
logbook entry for that date noted, 'This airplane meets all the
controllability, airworthiness, and safety checks required by FAR 91.319(b)
and chapter 4 of advisory circular 90-89A.
_____
It's only a deal if it's where you want to go. Find your travel deal
<http://information.travel.aol.com/deals?ncid=aoltrv00050000000047> here.
get=_blank>http://www.matronics.com/Navigator?RV10-List
p://forums.matronics.com
blank>http://www.matronics.com/contribution
Message 44
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| Subject: | Re: Avemco Insurance Quote |
Hello,
My wife owned a Grumman Tiger for 25 years and was given a good quote for an RV10
when we were about to build one. They have very good rates, shopping around
for the best ones. My wife Ruth has about 3000 hrs in Grummans ( and 110 hrs
in a Cirrus SR20) but stiill got a good approximate quote when we checked.
Try calling Aircraft Marine and Assurnace Inc in Vancouver Washington. Ask for
Vivian Hibbler. With your hours one would think you would get a much better rate
than that.
Phone number is: 800-466-4944
E-mail is mail@aircraftandmarine.com
Brian Preston
-------------- Original message --------------
From: "Doug Preston" <dougpflyrv@gmail.com>
I found insurance to be very unrealistic. I have my 10 covered through Nation Air.
The underwriter is AIG with 180K hull and with the TAA discount I paid almost
$2900. I am a corporate pilot on a Citation, go to Simuflite every year, have
over 24,000 hrs in over 50 types and I feel ripped. I did get first flight
coverage. I had done the checkout with m\Mike Seagers. We get the shaft regardless.
Good luck.
Doug Preston
RV10 N372RV
KBHM
On Fri, Aug 29, 2008 at 1:51 PM, Robin Marks <robin1@mrmoisture.com> wrote:
I just got off the phone with Avemco to see about insuring my -10 for
first flight and then basic flight coverage. I have 4 other plans
insured with them and receive a multi-plane discount. Unfortunately
their quote is not reality based as coverage begins only after 10 hours
of fly off (no First Flight Coverage) and for $200K hull coverage the
quote was close to $8,000. I informed them that the plane will be in a
hangar, it is a Technically Advanced Aircraft (Panel), I have 800 TT,
500 of which are Retract, High Performance plus 125 Tail Wheel. Not bad
for 6 years of flying (I thought).
I now have filled out the EAA form as suggested by Wayne E and I hope to
hear back from multiple insurance companies.
I read the archives (Really!) and it seems like the insurance should be
closer to $3,000.
I am looking forward to the day I cancel 4 additional aircraft from
Avemco and move them over to the new insurance carrier.
Robin
BPE Cold Induction / James Cowl Air box Complete!
Ready to fly...
<html><body>
<DIV>Hello,</DIV>
<DIV>My wife owned a Grumman Tiger for 25 years and was given a good quote
for an RV10 when we were about to build one. They have very good rates, shopping
around for the best ones. My wife Ruth has about 3000 hrs in Grummans
( and 110 hrs in a Cirrus SR20) but stiill got a good approximate quote when
we checked.</DIV>
<DIV> </DIV>
<DIV>Try calling Aircraft Marine and Assurnace Inc in Vancouver Washington.
Ask for Vivian Hibbler. With your hours one would think you would get a much
better rate than that.</DIV>
<DIV> </DIV>
<DIV> Phone number is: 800-466-4944 </DIV>
<DIV>E-mail is <STRONG> </STRONG><A href="mailto:mail@aircraftandmarine.com"><STRONG>mail@aircraftandmarine.com </STRONG></A></DIV>
<DIV> </DIV>
<DIV>Brian Preston</DIV>
<BLOCKQUOTE style="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #1010ff 2px
solid">-------------- Original message -------------- <BR>From: "Doug Preston"
<dougpflyrv@gmail.com> <BR>
<DIV dir=ltr>I found insurance to be very unrealistic. I have my 10 covered through
Nation Air. The underwriter is AIG with 180K hull and with the TAA discount
I paid almost $2900. I am a corporate pilot on a Citation, go to Simuflite
every year, have over 24,000 hrs in over 50 types and I feel ripped. I did
get first flight coverage. I had done the checkout with m\Mike Seagers.
We get the shaft regardless. Good luck.<BR>Doug Preston<BR>RV10
N372RV<BR>KBHM<BR><BR>
<DIV class=gmail_quote>On Fri, Aug 29, 2008 at 1:51 PM, Robin Marks <SPAN dir=ltr><<A href="mailto:robin1@mrmoisture.com">robin1@mrmoisture.com</A>></SPAN> wrote:<BR>
<BLOCKQUOTE class=gmail_quote style="PADDING-LEFT: 1ex; MARGIN: 0pt 0pt 0pt 0.8ex; BORDER-LEFT: rgb(204,204,204) 1px solid">--> RV10-List message posted by: "Robin Marks" <<A href="mailto:robin1@mrmoisture.com">robin1@mrmoisture.com</A>><BR><BR>I just got off the phone with Avemco to see about insuring my -10 for<BR>first flight and then basic flight coverage. I have 4 other plans<BR>insured with them and receive a multi-plane discount. Unfortunately<BR>their quote is not reality based as coverage begins only after 10 hours<BR>of fly off (no First Flight Coverage) and for $200K hull coverage the<BR>quote was close to $8,000. I informed them that the plane will be in a<BR>hangar, it is a Technically Advanced Aircraft (Panel), I have 800 TT,<BR>500 of which are Retract, High Performance plus 125 Tail Wheel. Not bad<BR>for 6 years of flying (I thought).<BR>I now have filled out the EAA form as suggested by Wayne E and I hope to<BR>hear back from multiple insurance compa
nies.<
BR>I read the archives (Really!) and it seems like the insurance should be<BR>closer
to $3,000.<BR>I am looking forward to the day I cancel 4 additional aircraft
from<BR>Avemco and move them over to the new insurance carrier.<BR><BR>Robin<BR>BPE
Cold Induction / James Cowl Air box Complete!<BR>Ready to fly...<BR><BR><BR><BR><BR><BR></BLOCKQUOTE></DIV><BR></DIV><PRE><B><FONT
face="courier
new,courier" color=#000000 size=2>
</B></FONT></PRE></BLOCKQUOTE>
<pre><b><font size=2 color="#000000" face="courier new,courier">
</b></font></pre></body></html>
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Good points David,=C2-
I think I'm familiar with the company you are referencing, matter of fact t
hey are right behind me in the hangar row...I know they are Lancair builder
s by trade,=C2-and they also put out an =C2-A/C system where the compre
ssor runs off the Continental accessory drive, impressive stuff but nonethe
less, I don't really know them...their Lancair superchargers are some of th
e best out there from what I have been told, but ummm... they tend to come
down with frequency too. They do have a some affiliation with the Reno crow
d...All speculation on my part...they are a high tech heady bunch if they a
re=C2-ones you're talking about. If not forgive, my finger pointing. You
don't get a cold one at their joint, unless it's club soda so...as you migh
t guess I don't visit often. :) But I do like club soda!!!
Rick Sked
40185
----- Original Message -----
From: "David McNeill" <dlm46007@cox.net>
Sent: Friday, August 29, 2008 7:22:23 PM (GMT-0800) America/Los_Angeles
Subject: RE: RV10-List: Vegas crash
I think they may want to investigate what the supercharger could have contr
ibuted to the loss of power. We had a similar crash (N110UX) here both usin
g a supercharger from a Vegas company. It was also a first flight with the
supercharger. The loss of power was apparent to observers during the takeof
f run; but he continued. Another perplexing item was the full fuel load unl
ess this was intended to be the return to Show low AZ trip.
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@m
atronics.com] On Behalf Of Rick Sked
Sent: Friday, August 29, 2008 6:28 PM
Subject: Re: RV10-List: Vegas crash
If he came off 12L and=C2- established a=C2-positive rate of climb,=C2
- it may have been a different story, There is a much great chance of sur
vival if you use 12R it's 800 feet longer, 5000'=C2- vs. 4200 foot on 12
L and the overrun is well within the confines of the airport. Let me toss o
ut a thought, to get over to 12 L you may be held=C2-on the tarmac a LONG
time waiting to cross over and deal with inbound traffic getting to 12 L..
., if he came out of the hangars in the south or as we call it and my hanga
r is located in this area=C2-the "Outback"=C2- which can be close to a
mile of taxi to the hold short line of 12 R, let alone 12L, given=C2-the
=C2-Velocity's pusher configuration and no positive airflow from the prop
eller into the air intakes for cooling,=C2-=C2-what are the chances of
=C2-overheating with potential vapor lock during prolonged ground operati
on? =C2-With limited power it appears there was enough energy to carry hi
m to the neighborhoods south east but unable to gain or maintain=C2-any a
ltitude.=C2-I can't help but wonder if the abnormal engine operation was
=C2-noted on=C2-initial take off roll=C2-but the flight pressed on in
hopes of it clearing itself=C2- vs. aborting the takeoff...I'm sorry, I'
m just speculating from my computer chair. I'm sure the velocity has the pe
rformance that making a decision to abort is more NOW then later...We may n
ever know what Murph was thinking. If it were an RV-10 we=C2-could have b
een at 1000+ AGL, pattern altitude is 3000 AGL, field elevation is 2200=C2
- by the 4000 foot marker below, hopefully enough altitude to setup for t
he emergency. I think a properly performing Velocity would be comparable to
an RV-10? I don't know it's numbers.
Rick Sked
40185=C2-
----- Original Message -----
From: GenGrumpy@aol.com
Sent: Thursday, August 28, 2008 5:27:50 PM (GMT-0800) America/Los_Angeles
Subject: RV10-List: Vegas crash
Thought I'd pass this along to keep all in the know here.
grumpy
do not archive
Editor's Note: Below is the unedited text of the National Transportation Sa
fety Board's preliminary report on last week's fatal crash of a Velocity 17
3RG in North Las Vegas, NV.
Of note is the fact the accident flight was to be the first with the engine
's supercharger engaged. According to the owner/builder of the aircraft, se
veral high-speed taxi tests had been conducted with the supercharger engage
d in the days prior to the accident.
As ANN reported , the plane crashed into a home last Friday, just after tak
eoff from the North Las Vegas Airport (VGT). The accident claimed the lives
of pilot Mack Creekmore Murphree Jr., 76, and two people living inside the
home, identified as Jack and Lucy Costa. NTSB Identification: LAX08LA274
14 CFR Part 91: General Aviation
Accident occurred Friday, August 22, 2008 in North Las Vegas, NV
Aircraft: Killgore M/Killgore K Velocity 173RG, registration: N415MK
Injuries: 3 Fatal.
This is preliminary information, subject to change, and may contain errors.
Any errors in this report will be corrected when the final report has been
completed.
On August 22, 2008, at 0628 Pacific daylight time, an experimental Killgore
M/Killgore K Velocity 173RG, N415MK, collided with a residential building
in North Las Vegas, Nevada. The airplane is registered to the owner/builder
and it was being operated by the pilot under the provisions of 14 Code of
Federal Regulations Part 91. The certificated airline transport pilot and t
wo people on the ground were killed. Post impact fire destroyed the airplan
e and partially burned the residence. The local flight departed North Las V
egas Airport at 0627. Visual meteorological conditions prevailed, and no fl
ight plan had been filed.
Preliminary information obtained from the Federal Aviation Administration (
FAA) revealed that the airplane departed North Las Vegas from runway 12 lef
t. Shortly after takeoff the air traffic controller observed that the airpl
ane was not gaining altitude. The controller asked the pilot if he needed a
ssistance, to which the pilot responded, "I'm going down, I'm going down."
The airplane then collided with a house 1.1 miles southeast of the airport.
The owner/builder was interviewed by the National Transportation Safety Boa
rd investigator-in-charge after the accident. He reported that the engine w
as equipped with a supercharger, and that the purpose of the flight was to
test the performance of the airplane and engine with the supercharger engag
ed. He further reported that the supercharger was tested on multiple occasi
ons during high speed taxi tests and ground runs the week prior to the acci
dent, but that this was to be the first time it would be engaged for flight
.
The pilot held an airline transport pilot certificate with ratings for airp
lane single engine land, multiengine land, and instrument airplane. He addi
tionally held a flight engineer certificate, mechanic certificate, and a fl
ight instructor certificate for airplane single engine, multiengine, and in
strument airplane. On his latest FAA third-class medical application, dated
September 7, 2006, the pilot stated that he had amassed 6,250 hours of tot
al flight time.
The canard configuration, four-seat, low-wing, retractable gear airplane, w
as issued a Special Airworthiness Certificate on March 9, 2008. It was powe
red by a Lycoming IO-360-C1C, engine and equipped with a three bladed MT-Pr
opeller, model MTV-18-B.
The Experimental Amateur-Built Airplane Operating Limitations for the accid
ent airplane specified the following compliance under the section: Phase 1
Limitations-Initial Flight Testing,
'After a minimum time of (5) hours, and after controllability, airworthines
s, and safety checks required by FAR 90.319(b) and chapter 4 of Advisory Ci
rcular 90.89A are established and recorded in the airplane logbook the airp
lane then may complete the remaining hours required in Phase 1 while based
at North Las Vegas Airport (VGT); OR, a one time flight to the "Airplane Ba
se of Operations" may also be conducted remaining clear of all densely popu
lated areas and congested airways. NOTE: Airplane Base of Operations: Show
Low Regional Airport (KSOW). This airplane must be operated for at least 25
(Twenty Five) hours in the assigned geographic areas'
Review of the airplane maintenance logbook records revealed that on March 1
7, 2008, the airplane had amassed a total flight time of 5.1 hours. A logbo
ok entry for that date noted, 'This airplane meets all the controllability,
airworthiness, and safety checks required by FAR 91.319(b) and chapter 4 o
f advisory circular 90-89A.
It's only a deal if it's where you want to go. Find your travel deal here .
get=_blank>http://www.matronics.com/Navigator?RV10-List p://forums.matro
nics.com blank>http://www.matronics.com/contribution
href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics.
com/Navigator?RV10-List href="http://forums.matronics.com">http://forums.
matronics.com href="http://www.matronics.com/contribution">http://www.mat
======================
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PT09PT0NCiANCg=
Message 47
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| Subject: | Vegas crash 415MK |
Sorry to confuse. N110UX was a Glasair at FFZ. It did have a new
supercharger (Vortec I believe) and the fatal flight was the first with
it installed. for more details check the NTSB synopsis.
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of John Cox
Sent: Friday, August 29, 2008 8:33 PM
Subject: RE: RV10-List: Vegas crash
Okay Rick, after losing Shannon Knoeflein and his plastic aircraft N98SN
departing OSH '04, you now have my curiosity.
Shannon was running a Vortec Supercharger from Rick Schrameck's company
in Las Vegas on his winning Lancair Legacy. The same Rick Schrameck
that conceived, financed and produces the controversial and sexy EPIC
(now of Bend, OR). The same pursuit that triggered the FAA
investigation and rewrite of the 51% policy we all feel so acutely. Do
name who your neighbor is! Do tell us if the Velocity (N110UX) was
running a Schrameck Vortec Supercharger. I have lots of pictures for
the curious on the gorgeous kit he assembles for sale to those of Stout
Heart. Kit builders should tread lightly with Superchargers,
Turbochargers and other exotic mods on our beloved RV-10s - YMMV.
Lancair does not have a Supercharger offering, however there are
independent professional builders who offer aftermarket knockoffs (Don
Barnes comes to mind). Most exotic variants are the Continental
TSIO-550 with intercoolers. Darrel Greenemeier (Reno) comes to mind
with Andy Chiavetti's mods. Now Lycoming (Lycosaurus) has responded
with the twin Intercooler, FADEC Lycoming IO-540 variant in both
Certified and Thunderbolt iterations for the 21st Century Evolution
OBAM.
The gene pool is too shallow to fund too many losses each year. Let's
make '2009 less than three , "Shall we?"
John Cox
do not archive
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Rick Sked
Sent: Friday, August 29, 2008 7:56 PM
Subject: Re: RV10-List: Vegas crash
Good points David,
I think I'm familiar with the company you are referencing, matter of
fact they are right behind me in the hangar row...I know they are
Lancair builders by trade, and they also put out an A/C system where
the compressor runs off the Continental accessory drive, impressive
stuff but nonetheless, I don't really know them...their Lancair
superchargers are some of the best out there from what I have been told,
but ummm... they tend to come down with frequency too. They do have a
some affiliation with the Reno crowd...All speculation on my part...they
are a high tech heady bunch if they are ones you're talking about. If
not forgive, my finger pointing. You don't get a cold one at their
joint, unless it's club soda so...as you might guess I don't visit
often. :) But I do like club soda!!!
Rick Sked
40185
----- Original Message -----
From: "David McNeill" <dlm46007@cox.net>
Sent: Friday, August 29, 2008 7:22:23 PM (GMT-0800) America/Los_Angeles
Subject: RE: RV10-List: Vegas crash
I think they may want to investigate what the supercharger could have
contributed to the loss of power. We had a similar crash (N110UX) here
both using a supercharger from a Vegas company. It was also a first
flight with the supercharger. The loss of power was apparent to
observers during the takeoff run; but he continued. Another perplexing
item was the full fuel load unless this was intended to be the return to
Show low AZ trip.
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Rick Sked
Sent: Friday, August 29, 2008 6:28 PM
Subject: Re: RV10-List: Vegas crash
If he came off 12L and established a positive rate of climb, it may
have been a different story, There is a much great chance of survival if
you use 12R it's 800 feet longer, 5000' vs. 4200 foot on 12 L and the
overrun is well within the confines of the airport. Let me toss out a
thought, to get over to 12 L you may be held on the tarmac a LONG time
waiting to cross over and deal with inbound traffic getting to 12 L...,
if he came out of the hangars in the south or as we call it and my
hangar is located in this area the "Outback" which can be close to a
mile of taxi to the hold short line of 12 R, let alone 12L, given the
Velocity's pusher configuration and no positive airflow from the
propeller into the air intakes for cooling, what are the chances of
overheating with potential vapor lock during prolonged ground operation?
With limited power it appears there was enough energy to carry him to
the neighborhoods south east but unable to gain or maintain any
altitude. I can't help but wonder if the abnormal engine operation was
noted on initial take off roll but the flight pressed on in hopes of it
clearing itself vs. aborting the takeoff...I'm sorry, I'm just
speculating from my computer chair. I'm sure the velocity has the
performance that making a decision to abort is more NOW then later...We
may never know what Murph was thinking. If it were an RV-10 we could
have been at 1000+ AGL, pattern altitude is 3000 AGL, field elevation is
2200 by the 4000 foot marker below, hopefully enough altitude to setup
for the emergency. I think a properly performing Velocity would be
comparable to an RV-10? I don't know it's numbers.
Rick Sked
40185
----- Original Message -----
From: GenGrumpy@aol.com
Sent: Thursday, August 28, 2008 5:27:50 PM (GMT-0800)
America/Los_Angeles
Subject: RV10-List: Vegas crash
Thought I'd pass this along to keep all in the know here.
grumpy
do not archive
Editor's Note: Below is the unedited text of the National Transportation
Safety Board's preliminary report on last week's fatal crash of a
Velocity 173RG in North Las Vegas, NV.
Of note is the fact the accident flight was to be the first with the
engine's supercharger engaged. According to the owner/builder of the
aircraft, several high-speed taxi tests had been conducted with the
supercharger engaged in the days prior to the accident.
As ANN reported
<http://www.aero-news.net/news/sport.cfm?ContentBlockID=70d65731-9e6a-4
a7d-90e3-c4fe293e5cd0&Dynamic=1> , the plane crashed into a home last
Friday, just after takeoff from the North Las Vegas Airport (VGT). The
accident claimed the lives of pilot Mack Creekmore Murphree Jr., 76, and
two people living inside the home, identified as Jack and Lucy Costa.
NTSB Identification: LAX08LA274
14 CFR Part 91: General Aviation
Accident occurred Friday, August 22, 2008 in North Las Vegas, NV
Aircraft: Killgore M/Killgore K Velocity 173RG, registration: N415MK
Injuries: 3 Fatal.
This is preliminary information, subject to change, and may contain
errors. Any errors in this report will be corrected when the final
report has been completed.
On August 22, 2008, at 0628 Pacific daylight time, an experimental
Killgore M/Killgore K Velocity 173RG, N415MK, collided with a
residential building in North Las Vegas, Nevada. The airplane is
registered to the owner/builder and it was being operated by the pilot
under the provisions of 14 Code of Federal Regulations Part 91. The
certificated airline transport pilot and two people on the ground were
killed. Post impact fire destroyed the airplane and partially burned the
residence. The local flight departed North Las Vegas Airport at 0627.
Visual meteorological conditions prevailed, and no flight plan had been
filed.
Preliminary information obtained from the Federal Aviation
Administration (FAA) revealed that the airplane departed North Las Vegas
from runway 12 left. Shortly after takeoff the air traffic controller
observed that the airplane was not gaining altitude. The controller
asked the pilot if he needed assistance, to which the pilot responded,
"I'm going down, I'm going down." The airplane then collided with a
house 1.1 miles southeast of the airport.
The owner/builder was interviewed by the National Transportation Safety
Board investigator-in-charge after the accident. He reported that the
engine was equipped with a supercharger, and that the purpose of the
flight was to test the performance of the airplane and engine with the
supercharger engaged. He further reported that the supercharger was
tested on multiple occasions during high speed taxi tests and ground
runs the week prior to the accident, but that this was to be the first
time it would be engaged for flight.
The pilot held an airline transport pilot certificate with ratings for
airplane single engine land, multiengine land, and instrument airplane.
He additionally held a flight engineer certificate, mechanic
certificate, and a flight instructor certificate for airplane single
engine, multiengine, and instrument airplane. On his latest FAA
third-class medical application, dated September 7, 2006, the pilot
stated that he had amassed 6,250 hours of total flight time.
The canard configuration, four-seat, low-wing, retractable gear
airplane, was issued a Special Airworthiness Certificate on March 9,
2008. It was powered by a Lycoming IO-360-C1C, engine and equipped with
a three bladed MT-Propeller, model MTV-18-B.
The Experimental Amateur-Built Airplane Operating Limitations for the
accident airplane specified the following compliance under the section:
Phase 1 Limitations-Initial Flight Testing,
'After a minimum time of (5) hours, and after controllability,
airworthiness, and safety checks required by FAR 90.319(b) and chapter 4
of Advisory Circular 90.89A are established and recorded in the airplane
logbook the airplane then may complete the remaining hours required in
Phase 1 while based at North Las Vegas Airport (VGT); OR, a one time
flight to the "Airplane Base of Operations" may also be conducted
remaining clear of all densely populated areas and congested airways.
NOTE: Airplane Base of Operations: Show Low Regional Airport (KSOW).
This airplane must be operated for at least 25 (Twenty Five) hours in
the assigned geographic areas'
Review of the airplane maintenance logbook records revealed that on
March 17, 2008, the airplane had amassed a total flight time of 5.1
hours. A logbook entry for that date noted, 'This airplane meets all the
controllability, airworthiness, and safety checks required by FAR
91.319(b) and chapter 4 of advisory circular 90-89A.
_____
It's only a deal if it's where you want to go. Find your travel deal
<http://information.travel.aol.com/deals?ncid=aoltrv00050000000047>
here.
get=_blank>http://www.matronics.com/Navigator?RV10-List
p://forums.matronics.com
blank>http://www.matronics.com/contribution
href="http://www.matronics.com/Navigator?RV10-List">http://www.matronic
s.com/Navigator?RV10-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
http://www.matronics.com/Navigator?RV10-List
ttp://forums.matronics.com/" target=_blank>http://forums.matronics.com
= --> http://www.matronics.com/contribution
=EF=BD=EF=BD=EF=BD~=EF=BD=EF=BD=EF=BD,=EF=BD=03g(=EF
=BD=EF=BD=EF=BDM=EF=BDGq=EF=BDz=EF=BD=EF=BD
Message 48
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John,
I won't comment on specifics...I know what I know...and John, if you were c
alling in artillery you would now be saying fire for effect...but until I v
isit the closed doors behind me ( heh heh again), overthere and up thataway
...hold your fire... KVGT has a fair amount of innovative developers on se
veral fronts...lots of propped up doors with nifty things round cheer. But
Jess Meyers (did I spell it right Jess?)=C2-is always ready to show and t
alk about his RV-6=C2-powered by a Chevy=C2- V-6 belted airpower drive
that keeps going and going and going...as far as the supercharger? Too many
investigators around here now...I'm just a quiet RV builder with a normall
y aspirated 263 HP Lycoming built by and tested by BPE in Oklahoma..wanna s
ee my engine logbook?
Rick
do not archive
----- Original Message -----
From: "John Cox" < johnwcox @ pacificnw .com>
Sent: Friday, August 29, 2008 8:32:30 PM ( GMT-0800 ) America/ Los_Angeles
Subject: RE: RV10-List : Vegas crash
Okay Rick, after losing Shannon Knoeflein and his plastic aircraft N98SN de
parting OSH '04 , you now have my curiosity.
Shannon was running a Vortec Supercharger from Rick Schrameck's company in
Las Vegas on his winning Lancair Legacy.=C2- The same Rick Schrameck that
conceived, financed and produces the controversial and sexy EPIC (now of B
end, OR).=C2- The same pursuit that triggered the FAA investigation and r
ewrite of the 51% policy we all feel so acutely.=C2- Do name who your nei
ghbor is!=C2- Do tell us if the Velocity ( N110UX ) was running a Schrame
ck Vortec Supercharger.=C2- I have lots of pictures for the curious on th
e gorgeous kit he assembles for sale to those of Stout Heart.=C2- Kit bui
lders should tread lightly with Superchargers, Turbochargers and other exot
ic mods on our beloved RV-10s - YMMV.=C2-
Lancair does not have a Supercharger=C2- offering, however there are inde
pendent professional builders who offer aftermarket knockoffs (Don Barnes c
omes to mind).=C2- Most exotic variants are the Continental TSIO-550 with
intercoolers .=C2- Darrel Greenemeier (Reno) comes to mind with Andy Chi
avetti's mods.=C2- Now Lycoming ( Lycosaurus ) has responded with the twi
n Intercooler , FADEC Lycoming IO-540 variant in both Certified and Thunder
bolt iterations for the 21st Century Evolution OBAM .
The gene pool is too shallow to fund too many losses each year.=C2- Let's
make '2009 less than three , "Shall we?"
John Cox
do not archive
From: owner-rv10-list-server @ matronics .com [ mailto : owner-rv10-list-se
rver @ matronics .com] On Behalf Of Rick Sked
Sent: Friday, August 29, 2008 7:56 PM
Subject: Re: RV10-List : Vegas crash
Good points David,=C2-
I think I'm familiar with the company you are referencing, matter of fact t
hey are right behind me in the hangar row...I know they are Lancair builder
s by trade,=C2-and they also put out an =C2-A/C system where the compre
ssor runs off the Continental accessory drive, impressive stuff but nonethe
less, I don't really know them...their Lancair superchargers are some of th
e best out there from what I have been told, but ummm ... they tend to come
down with frequency too. They do have a some affiliation with the Reno cro
wd...All speculation on my part...they are a high tech heady bunch if they
are=C2-ones you're talking about. If not forgive, my finger pointing. You
don't get a cold one at their joint, unless it's club soda so...as you mig
ht guess I don't visit often. :) But I do like club soda!!!
Rick Sked
40185
----- Original Message -----
From: "David McNeill " < dlm46007 @cox.net>
Sent: Friday, August 29, 2008 7:22:23 PM ( GMT-0800 ) America/ Los_Angeles
Subject: RE: RV10-List : Vegas crash
I think they may want to investigate what the supercharger could have contr
ibuted to the loss of power. We had a similar crash ( N110UX ) here both us
ing a supercharger from a Vegas company. It was also a first flight with th
e supercharger. The loss of power was apparent to observers during the take
off run; but he continued. Another perplexing item was the full fuel load u
nless this was intended to be the return to Show low AZ trip.
From: owner-rv10-list-server @ matronics .com [ mailto : owner-rv10-list-se
rver @ matronics .com] On Behalf Of Rick Sked
Sent: Friday, August 29, 2008 6:28 PM
Subject: Re: RV10-List : Vegas crash
If he came off 12L and=C2- established a=C2-positive rate of climb,=C2
- it may have been a different story, There is a much great chance of sur
vival if you use 12R it's 800 feet longer, 5000'=C2- vs. 4200 foot on 12
L and the overrun is well within the confines of the airport. Let me toss o
ut a thought, to get over to 12 L you may be held=C2-on the tarmac a LONG
time waiting to cross over and deal with inbound traffic getting to 12 L..
., if he came out of the hangars in the south or as we call it and my hanga
r is located in this area=C2-the "Outback"=C2- which can be close to a
mile of taxi to the hold short line of 12 R, let alone 12L , given=C2-the
=C2-Velocity's pusher configuration and no positive airflow from the prop
eller into the air intakes for cooling,=C2-=C2-what are the chances of
=C2-overheating with potential vapor lock during prolonged ground operati
on? =C2-With limited power it appears there was enough energy to carry hi
m to the neighborhoods south east but unable to gain or maintain=C2-any a
ltitude.=C2-I can't help but wonder if the abnormal engine operation was
=C2-noted on=C2-initial take off roll=C2-but the flight pressed on in
hopes of it clearing itself=C2- vs. aborting the takeoff...I'm sorry, I'
m just speculating from my computer chair. I'm sure the velocity has the pe
rformance that making a decision to abort is more NOW then later...We may n
ever know what Murph was thinking. If it were an RV-10 we=C2-could have b
een at 1000+ AGL , pattern altitude is 3000 AGL , field elevation is 2200
=C2- by the 4000 foot marker below, hopefully enough altitude to setup fo
r the emergency. I think a properly performing Velocity would be comparable
to an RV-10 ? I don't know it's numbers.
Rick Sked
40185=C2-
----- Original Message -----
From: GenGrumpy @ aol .com
Sent: Thursday, August 28, 2008 5:27:50 PM ( GMT-0800 ) America/ Los_Angele
s
Subject: RV10-List : Vegas crash
Thought I'd pass this along to keep all in the know here.
grumpy
do not archive
Editor's Note: Below is the unedited text of the National Transportation Sa
fety Board's preliminary report on last week's fatal crash of a Velocity 17
3RG in North Las Vegas, NV.
Of note is the fact the accident flight was to be the first with the engine
's supercharger engaged. According to the owner/builder of the aircraft, se
veral high-speed taxi tests had been conducted with the supercharger engage
d in the days prior to the accident.
As ANN reported , the plane crashed into a home last Friday, just after tak
eoff from the North Las Vegas Airport ( VGT ). The accident claimed the liv
es of pilot Mack Creekmore Murphree Jr., 76, and two people living inside t
he home, identified as Jack and Lucy Costa. NTSB Identification: LAX08LA274
14 CFR Part 91: General Aviation
Accident occurred Friday, August 22, 2008 in North Las Vegas, NV
Aircraft: Killgore M/ Killgore K Velocity 173RG , registration: N415MK
Injuries: 3 Fatal.
This is preliminary information, subject to change, and may contain errors.
Any errors in this report will be corrected when the final report has been
completed.
On August 22, 2008, at 0628 Pacific daylight time, an experimental Killgore
M/ Killgore K Velocity 173RG , N415MK , collided with a residential buildi
ng in North Las Vegas, Nevada. The airplane is registered to the owner/buil
der and it was being operated by the pilot under the provisions of 14 Code
of Federal Regulations Part 91. The certificated airline transport pilot an
d two people on the ground were killed. Post impact fire destroyed the airp
lane and partially burned the residence. The local flight departed North La
s Vegas Airport at 0627. Visual meteorological conditions prevailed, and no
flight plan had been filed.
Preliminary information obtained from the Federal Aviation Administration (
FAA) revealed that the airplane departed North Las Vegas from runway 12 lef
t. Shortly after takeoff the air traffic controller observed that the airpl
ane was not gaining altitude. The controller asked the pilot if he needed a
ssistance, to which the pilot responded, "I'm going down, I'm going down."
The airplane then collided with a house 1.1 miles southeast of the airport.
The owner/builder was interviewed by the National Transportation Safety Boa
rd investigator-in-charge after the accident. He reported that the engine w
as equipped with a supercharger, and that the purpose of the flight was to
test the performance of the airplane and engine with the supercharger engag
ed. He further reported that the supercharger was tested on multiple occasi
ons during high speed taxi tests and ground runs the week prior to the acci
dent, but that this was to be the first time it would be engaged for flight
.
The pilot held an airline transport pilot certificate with ratings for airp
lane single engine land, multiengine land, and instrument airplane. He addi
tionally held a flight engineer certificate, mechanic certificate, and a fl
ight instructor certificate for airplane single engine, multiengine , and i
nstrument airplane. On his latest FAA third-class medical application, date
d September 7, 2006, the pilot stated that he had amassed 6,250 hours of to
tal flight time.
The canard configuration, four-seat , low-wing , retractable gear airplane,
was issued a Special Airworthiness Certificate on March 9, 2008. It was po
wered by a Lycoming IO-360-C1C , engine and equipped with a three bladed MT
-Propeller , model MTV-18-B .
The Experimental Amateur-Built Airplane Operating Limitations for the accid
ent airplane specified the following compliance under the section: Phase 1
Limitations-Initial Flight Testing,
'After a minimum time of (5) hours, and after controllability , airworthine
ss, and safety checks required by FAR 90.319(b) and chapter 4 of Advisory C
ircular 90. 89A are established and recorded in the airplane logbook the ai
rplane then may complete the remaining hours required in Phase 1 while base
d at North Las Vegas Airport ( VGT ); OR, a one time flight to the "Airplan
e Base of Operations" may also be conducted remaining clear of all densely
populated areas and congested airways. NOTE: Airplane Base of Operations: S
how Low Regional Airport ( KSOW ). This airplane must be operated for at le
ast 25 (Twenty Five) hours in the assigned geographic areas'
Review of the airplane maintenance logbook records revealed that on March 1
7, 2008, the airplane had amassed a total flight time of 5.1 hours. A logbo
ok entry for that date noted, 'This airplane meets all the controllability
, airworthiness, and safety checks required by FAR 91.319(b) and chapter 4
of advisory circular 90-89A .
It's only a deal if it's where you want to go. Find your travel deal here .
=C2- =C2- get= _blank > http :// www . matronics .com/Navigator? RV1
0-List p://forums. matronics .com blank> http :// www . matronics .com/cont
ribution =C2- =C2- =C2- href =" http :// www . matronics .com/Navig
ator? RV10-List "> http :// www . matronics .com/Navigator? RV10-List href
=" http ://forums. matronics .com"> http ://forums. matronics .com href
=" http :// www . matronics .com/contribution"> http :// www . matronics
.com/c =C2- =C2- http :// www . matronics .com/Navigator? RV10-List ttp
://forums. matronics .com/" target= _blank > http ://forums. matronics .
com = --> http :// www . matronics .com/contribution =C2- =C2- =C2-
=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2
-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-
=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2-=C2- -M
================ =C2- =EF=BD=EF=BD
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M4=EF=BD =EF=BD x=EF=BD =EF=BD=EF=BD=EF=BDw=EF=BD r
=EF=BD =EF=BD=EF=BD=EF=BD
Message 49
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