Today's Message Index:
----------------------
1. 05:19 AM - Re: Visiting Osh and California (RV Builder (Michael Sausen))
2. 06:44 AM - Nav antenna location (billz)
3. 06:53 AM - Re: Trip to Maine (billz)
4. 07:16 AM - Re: Nav antenna location (Tim Olson)
5. 08:12 AM - Re: Starter replacementStarter replacement (Rhonda Bewley)
6. 08:12 AM - Glide Test (partner14)
7. 08:42 AM - insurance for the 10 (Jay Rowe)
8. 09:10 AM - Re: insurance for the 10 (John Cram)
9. 09:17 AM - Re: insurance for the 10 (building_partner@yahoo.com)
10. 09:17 AM - Re: Nav antenna location (Albert Gardner)
11. 09:33 AM - Washing aircraft (Sheldon Olesen)
12. 10:02 AM - Re: Glide Test (jason.kreidler@regalbeloit.com)
13. 10:19 AM - Re: Nav antenna location (Patrick Thyssen)
14. 10:19 AM - Re: Nav antenna location (billz)
15. 11:04 AM - Re: Pitot test rig (was Pitot cover) (Bob Turner)
16. 11:05 AM - Re: Re: Nav antenna location (Fred Williams, M.D.)
17. 11:09 AM - Re: Pitot test rig (was Pitot cover) (Lenny Iszak)
18. 11:13 AM - Re: Nav antenna location (Miller John)
19. 12:50 PM - Re: Re: Nav antenna location (Rene Felker)
20. 01:23 PM - Re: Washing aircraft (Rob Kermanj)
21. 01:26 PM - Re: Nav antenna location (Rob Kermanj)
22. 03:12 PM - Re: Re: Glide Test (John Gonzalez)
23. 05:56 PM - Re: Re: Glide Test (David McNeill)
24. 06:26 PM - Machine Countersinking (Rob Hunter)
25. 06:42 PM - Re: Machine Countersinking (Bill Mauledriver Watson)
26. 06:48 PM - Re: Machine Countersinking (Rene)
27. 07:53 PM - Re: Re: Glide Test (pilotdds@aol.com)
28. 08:08 PM - Re: Glide Test (Bob Turner)
Message 1
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| Subject: | Visiting Osh and California |
Nearest one around OSH flying is Jason & Co in Sheboygan but there are several
under construction in the area. I'm about 30 miles due north of the OSH airport
but still under construction. You are welcome to drop in.
Michael
-----Original Message-----
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Michael Wellenzohn
Sent: Tuesday, July 07, 2009 3:52 PM
Subject: RV10-List: Visiting Osh and California
Hi Listers,
I'll be in Osh with my wife and after that we are planning through California.
I was just wondering if there are any flying RV-10 there to visit.
Best Regards
Michael
Switzerland
www.wellenzohn.net
--------
RV-10 builder (avionics, wiring)
#511
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=251996#251996
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| Subject: | Nav antenna location |
I'm planning to install a traditional (V type) nav antenna and am wondering if
anyone has installed one at the top of the vertical Stab? I'm getting ready to
rivet the skin on and would like to make sure I don't make a BIG mistake this
early in the build. I've seen it located on the bottom of the tail on many
aircraft, but am concerned about damage to the antenna, over time.
What are your thoughts.
Thanks!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=252094#252094
Message 3
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| Subject: | Re: Trip to Maine |
I would recommend a stop at KRKD. There is the Owls Head Transportation museum
and lots of places to eat in "downtown" Rockland. If you want to stay over,
there is the Berry Manor Inn, A very nice Bed and Breakfast. Nice folks run it
and are very pilot friendly. They even have pie and Ice cream out, if you want
an evening snack!
http://www.berrymanorinn.com/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=252097#252097
Message 4
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| Subject: | Re: Nav antenna location |
There are definitely some who've put it on top, under the
front fairing on the tip of the vertical stab. It
should work great there. Under the tail is working
well for me. It gives maybe 25% better range than
my wingtip Archer NAV, and that is facing the station.
If you face the wingtip away from the station it
can be much worse. I think the lower location may
be great for VOR signals since they'll be ground
based, but VS tip shouldn't be much different. It's
nice to get near 360 line of sight.
The Horizontal stab protects the antenna very well.
Other than crawling under for maintenance, there
really isn't any big stuff to worry about. I have
tables on the sides of my t-hangar and I just have to make
sure I push it back straight so I don't snag anything, but
I haven't in over 500 hours.
Tim Olson - RV-10 N104CD
billz wrote:
>
> I'm planning to install a traditional (V type) nav antenna and am
> wondering if anyone has installed one at the top of the vertical
> Stab? I'm getting ready to rivet the skin on and would like to make
> sure I don't make a BIG mistake this early in the build. I've seen
> it located on the bottom of the tail on many aircraft, but am
> concerned about damage to the antenna, over time.
>
> What are your thoughts.
>
> Thanks!
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=252094#252094
>
Message 5
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| Subject: | Starter replacementStarter replacement |
Pascal:
We had some issues with the 149-LS starters a few years ago. Should an
engine have a kick back, the starter housing on the LS breaks pretty
easily and is generally not covered under Skytec's warranty. The NL
model has a sheer pin which is a pretty easy and inexpensive fix. The
149-NL starter is now stock on all of our engines. If you have an
engine with an LS starter, you might check with Skytec. As long as the
starter has never been installed on the engine, they may take it back
and give you a credit towards the NL starter.
Rhonda Barrett-Bewley
Barrett Precision Engines, Inc.
________________________________
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of pascal
Sent: Tuesday, July 07, 2009 5:56 PM
Subject: Re: RV10-List: Starter replacementStarter replacement
okay, so I'm a little slow.. how does this compare to the Skytech LS
that comes standard on the Lycoming engines and Van's sells?
Thanks!
Pascal
From: Wayne Edgerton <mailto:wayne.e@grandecom.net>
Sent: Monday, June 22, 2009 5:05 AM
Subject: Re: RV10-List: Starter replacementStarter replacement
Someone pointed out to me that in my post I said volts when I should
have said amps. oops. Below are a few of the differences between the
Sky-Tec NL & the HT model that I took out. As you can see the NL
requires less amps, thus easier to make it turn over, and turns at a
slower RPM, however the NL weighs in at about 1 lb more.
Wayne Edgerton N602WT
NL Model
HT Model
Current 125-185A @ 11V, 140 RPM Test
185-285A @ 11V, 160 RPM Test
Gear Reduction 6.5:1
4.3:1
Weight 9.4 lbs.
8.5 lbs
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com]
<mailto:owner-rv10-list-server@matronics.com%5d> On Behalf Of McGann,
Ron
Sent: Sunday, June 21, 2009 3:58 PM
Subject: RE: RV10-List: Starter replacement
--> <Ron.McGann@thalesgroup.com.au>
For those flying, I would be keen to know how many more issues of
insufficient starter torque have been reported. I regularly need
to hold
the starter engaged for several seconds before the engine is
pushed through
compression (when the engine is cold). I was about to relace the
concorde
battery with an odyssey, but perhaps I need a higher torque
starter??
Cheers
Ron
VH-XRM
Flying in Oz
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com]
<mailto:owner-rv10-list-server@matronics.com%5d> On Behalf Of Wayne
Edgerton
Sent: Friday, 19 June 2009 11:52 PM
Subject: RV10-List: Starter replacement
I don't know if any of you had the problem that I had with the
starter or
not. We installed the engine in 2005 with a Sky-Tec High Torque HT
starter,
which supposedly was the best one they had back then. Anyway,
whenever I
would do a cold start of the engine the prop would make about a
half
revolution and stop, like it didn't have enough power to it. I
would then
try again and it would turn fine.
Another RV friend of mine on my field told me about a new starter
that
Sky-Tec came out with that took less volts and turned the prop
slower.
It's a High Torque in Line NL. This friend was having the same
problem with
his 7, which has high compression pistons. We both switched to
this new NL
starter and it solved our problem. The new starter weighed a
little bit more
than my old one, something like a pound. I live in TX, so cold
isn't a
problem but I fly up into the cold country and was worried I
wasn't going to
get started on some cold day.
Sky-Tec are really good people located right here near me in
Granbury, TX
and they took my old starter in on trade against the new one and
it cost me
$250 to upgrade. I thought that was a pretty good deal.
Anyway I just thought I would pass this along in case any of you
are
experiencing the same problem as I had.
Wayne Edgerton
N602WT
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
Message 6
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Has anyone run a test for approx glide slope. I was flying along side a 182 yesterday
and we both were at 4,500' and 150mph. When exactly (withing a tenth)
20 miles from our destination, we pulled throttle and prop. I then trimmed for
87mph and continued until altitude read 2,500'. We had gone 9.8 statute miles.
The numbers were so good the 182 pilot said we must have done it wrong.
We did determine that at the lower part of the decent we had a tailwind. But
that works out to a 25 to 1 glide slope.
So we did the same test on the way back, only continued the decent from 4,500 to
2,000'. This time it was considerably less at 7.3 miles. One factor was that
our initial speed entering the test was 30mph less. But even so our glide
slope with the headwind was 15.4 to 1.
I guess the true test would be an actual engine shut down.
Comments?
--------
Don A. McDonald
40636
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=252109#252109
Message 7
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| Subject: | insurance for the 10 |
About ready to "kick the tire" so I need to get serious about the
insurance. Anyone out there with "not in motion" coverage (liability
for everything but hull only when tied down or in the hanger)? If so,
with whom and how much? Jay Rowe
Message 8
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| Subject: | insurance for the 10 |
I used "Jenny" with Nationair. great service. 160K coverage for 1500.00 +/-
.
From: jfrjr@roadrunner.com
Subject: RV10-List: insurance for the 10
About ready to "kick the tire" so I need to get
serious about the insurance. Anyone out there with "not in motion"
coverage (liability for everything but hull only when tied down or in the
hanger)? If so=2C with whom and how much? Jay
Rowe
Message 9
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| Subject: | Re: insurance for the 10 |
Yep, got it.... Sky Smith... great people.- I actually flew off the hours
and then got the insurance.... little cheaper, as I was a low time pilot a
nd green plane.-
Sky Smith was recommended by Alex D, and he was right on.- We secured lia
bility and not in motion.
Don McDonald
-
-
SkySmith Insurance Agency
518 SW 3rd St, Suite B
Ankeny, IA- 50023-3048
Phone:- 515-289-1439 or 800-743-1439
Fax:- 515-964-0431 or 773-326-0690
--- On Wed, 7/8/09, Jay Rowe <jfrjr@roadrunner.com> wrote:
From: Jay Rowe <jfrjr@roadrunner.com>
Subject: RV10-List: insurance for the 10
About ready to "kick the tire" so I need to get serious about the insurance
.- Anyone out there with "not in motion" coverage (liability for everythi
ng but hull only-when tied down or in the hanger)?- If so, with whom an
d how much?- Jay Rowe
=0A=0A=0A
Message 10
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| Subject: | Nav antenna location |
I've put my Comant Nav/VOR/GS V antennas there on both my RV-9A and my
RV-10. Seems to work great and no danger of running into the tips. I used
nutplates to make it easily removable.
Albert Gardner
Yuma, AZ
N991RV
-----Original Message-----
I'm planning to install a traditional (V type) nav antenna and am wondering
if anyone has installed one at the top of the vertical Stab? I'm getting
ready to rivet the skin on and would like to make sure I don't make a BIG
mistake this early in the build. I've seen it located on the bottom of the
tail on many aircraft, but am concerned about damage to the antenna, over
time.
What are your thoughts.
Thanks!
Message 11
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| Subject: | Washing aircraft |
This month's Light Plane Maintenance has an article on washing
aircraft. One of the suggested products was Woolite. Seemed strange
that a clothes washing product would be suitable for aircraft, but
since my wife had some I gave it a try. To my surprise it got off
bugs and oil rather easily. The windshield cleaned up with very
little streaking. This stuff doesn't leave much residue behind. I
had some light oil on the belly and that came off with no problem.
Chances are your wife already has some Woolite so give it a try.
Recommended mix is 2 ounces to 1 gallon.
Anybody else have a favorite washing or waxing product?
Sheldon Olesen
N475PV 93 hours
Message 12
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Glide tests, and time to climb tests should be included in the Phase 1
tests period. The test should at a minimum be repeated at light weight,
and gross weight. These numbers are used to develop the POH.
I just calculated our gross weight results last night, seems to me the
number was somewhere around 8 (prop full forward).
The procedure to gather the numbers is highlighted in AC 90-89 & in Vans
documentation. They have slightly different approaches. But here is what
we used.
For descent:
Climbed to ~7500, then pulled power and stabilized at an airspeed. This
needs to be done at multiple airspeeds, we did 75, 80, 85, 90, & 95
(knots) lightweight, and 80, 85, 90, & 95 (knots) at gross weight.
Started a timer as passing through 7000 noted time at 6000 feet, and
stopped the timer at 5000 feet.
Then:
2000 (this is how far you descended) / time (in seconds)
Then:
The answer from above x 60 This converts the value from Feet per Second
to Feet per Minute
This is your sink rate in Feet per Minute
Then:
(Airspeed MPH x 88) / Sink Rate FPM
or
(Airspeed Knots x 101.27) / Sink Rate FPM
This is you Lift to Drag Ratio or Glide Ratio The highest L/D Ratio is
the winner and should be used as a guideline for your glide speed.
For Climb:
Use the same sort of procedure, start a climb at 3000 feet, start a timer
as you pass through 4000 feet, stop the timer as you reach 6000 feet. Do
this at several airspeeds, lightweight and gross weight. If I recall we
used 75, 80, 85, 90, 95, @ 100 (knots).
The process to interpret the data is well outlined in Vans documentation
or AC 89-90.
I am no expert, I am sure others on the list have more to offer, but now
you know what I know.... What tests did you conduct during Phase 1? We
are getting close to wrapping up Phase 1 and want to make sure we don't
miss a test others have done....
Thanks, Jason Kreidler
#40617 - N44YH Flying
4 - Partner Build -Sheboygan Falls, WI
Kyle Hokel
Tony Kolar
Wayne Elsner
Jason Kreidler
Message 13
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| Subject: | Re: Nav antenna location |
-One of the things I found out with the antenna on bottom is you can get
shadowing if- flying dirrectly to the station and Not very high (3000ft a
nd below). So I'm in the mist of installing antenna on the VS.- As the Co
mat man said, the bottom mount was the second best location.
-Patrick Thyssen
N15PT
--- On Wed, 7/8/09, Tim Olson <Tim@MyRV10.com> wrote:
From: Tim Olson <Tim@MyRV10.com>
Subject: Re: RV10-List: Nav antenna location
There are definitely some who've put it on top, under the
front fairing on the tip of the vertical stab.- It
should work great there.- Under the tail is working
well for me.- It gives maybe 25% better range than
my wingtip Archer NAV, and that is facing the station.
If you face the wingtip away from the station it
can be much worse.- I think the lower location may
be great for VOR signals since they'll be ground
based, but VS tip shouldn't be much different.- It's
nice to get near 360 line of sight.
The Horizontal stab protects the antenna very well.
Other than crawling under for maintenance, there
really isn't any big stuff to worry about.- I have
tables on the sides of my t-hangar and I just have to make
sure I push it back straight so I don't snag anything, but
I haven't in over 500 hours.
Tim Olson - RV-10 N104CD
billz wrote:
>
> I'm planning to install a traditional (V type) nav antenna and am
> wondering if anyone has installed one at the top of the vertical
> Stab?- I'm getting ready to rivet the skin on and would like to make
> sure I don't make a BIG mistake this early in the build.- I've seen
> it located on the bottom of the tail on many aircraft, but am
> concerned about damage to the antenna, over time.
>
> What are your thoughts.
>
> Thanks!
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=252094#252094
>
le, List Admin.
Message 14
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| Subject: | Re: Nav antenna location |
Thank you for the quick replies.
I can see that the antenna will be protected by the horizontal stab and get better
coverage (looking down) for the ground based signals. Sounds like the way
to go. I saw an RV-10 in Memphis with the bottom mount. It looks like he just
used bolts into nut plates on a reinforcing plate inside the fuselage. Is
that how you've done it? I'll attach the pictures.
This plane also had two bent whip com antennas located between the main landing
gear. What are your thoughts on that location??
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=252137#252137
Attachments:
http://forums.matronics.com//files/img_1058_774.jpg
http://forums.matronics.com//files/img_1060_721.jpg
Message 15
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| Subject: | Re: Pitot test rig (was Pitot cover) |
Only the difference in the heights of the liquid matter, not the diameter of the
tubing. And it's vertical height that matters, in case the rig itself is not
vertical. The formula is: Pressure equals density (of the liquid) times the acceleration
of gravity times the vertical height difference.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=252147#252147
Message 16
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| Subject: | Re: Nav antenna location |
I've got the dual com antennae on the belly and have no problems. Work
well. I can get your some pics of the doublers if you desire. I put
one of the Bob Archer VOR ant in the wingtip. I didn't want another
outside antennae. My main reason was that I didn't plan on using VOR
navigation that much. It is a good back up and cross reference, but
most of the time the GPS (496 and 430 ) are the primary nav sources. I
know it all depends on your panel preferences, your experience and
usage. Just my 0.02 cents.
Dr Fred
N515FW.
billz wrote:
>
> Thank you for the quick replies.
>
> I can see that the antenna will be protected by the horizontal stab and get better
coverage (looking down) for the ground based signals. Sounds like the way
to go. I saw an RV-10 in Memphis with the bottom mount. It looks like he
just used bolts into nut plates on a reinforcing plate inside the fuselage. Is
that how you've done it? I'll attach the pictures.
>
> This plane also had two bent whip com antennas located between the main landing
gear. What are your thoughts on that location??
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=252137#252137
>
>
> Attachments:
>
> http://forums.matronics.com//files/img_1058_774.jpg
> http://forums.matronics.com//files/img_1060_721.jpg
>
>
>
Message 17
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| Subject: | Re: Pitot test rig (was Pitot cover) |
Thanks Bob. It helps to know how it works.
I tried it last night using the brake tubing and it worked great.
Needed it to calibrate an electronic pressure sensor.
Lenny
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=252148#252148
Message 18
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| Subject: | Re: Nav antenna location |
Mine is located on bottom of fuselage mounted just fwd of leading edge
of vert stab. Put in a doubler plate if you mount it there as the
skin is too thin to support (had to reinforce mine after 50 hrs).
Otherwise, I'm happy with it there and it's pretty much hidden
underneath the horizontals.
grumpy
N184JM
do not archive
On Jul 8, 2009, at 8:43 AM, billz wrote:
>
> I'm planning to install a traditional (V type) nav antenna and am
> wondering if anyone has installed one at the top of the vertical
> Stab? I'm getting ready to rivet the skin on and would like to make
> sure I don't make a BIG mistake this early in the build. I've seen
> it located on the bottom of the tail on many aircraft, but am
> concerned about damage to the antenna, over time.
>
> What are your thoughts.
>
> Thanks!
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=252094#252094
>
>
Message 19
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| Subject: | Re: Nav antenna location |
I had....dual antennae on the bottom, but moved one to the top during my
condition inspection. I found that when I was talking on 118.3 & 118.1,
that it really did not work. Both at Boise (118.1) and Salt Lake City
(118.3), I had transmission problems. I could hear them, but they could not
always hear me. Could have been installation problems, but I appeared to
have good grounding.......
Both the SL30 and the 430 had problems......
Rene' Felker
RV-10 N423CF Flying
801-721-6080
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Fred Williams,
M.D.
Sent: Wednesday, July 08, 2009 11:59 AM
Subject: Re: RV10-List: Re: Nav antenna location
<drfred@suddenlinkmail.com>
I've got the dual com antennae on the belly and have no problems. Work
well. I can get your some pics of the doublers if you desire. I put
one of the Bob Archer VOR ant in the wingtip. I didn't want another
outside antennae. My main reason was that I didn't plan on using VOR
navigation that much. It is a good back up and cross reference, but
most of the time the GPS (496 and 430 ) are the primary nav sources. I
know it all depends on your panel preferences, your experience and
usage. Just my 0.02 cents.
Dr Fred
N515FW.
billz wrote:
>
> Thank you for the quick replies.
>
> I can see that the antenna will be protected by the horizontal stab and
get better coverage (looking down) for the ground based signals. Sounds
like the way to go. I saw an RV-10 in Memphis with the bottom mount. It
looks like he just used bolts into nut plates on a reinforcing plate inside
the fuselage. Is that how you've done it? I'll attach the pictures.
>
> This plane also had two bent whip com antennas located between the main
landing gear. What are your thoughts on that location??
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=252137#252137
>
>
> Attachments:
>
> http://forums.matronics.com//files/img_1058_774.jpg
> http://forums.matronics.com//files/img_1060_721.jpg
>
>
>
Message 20
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| Subject: | Re: Washing aircraft |
Good tip on the Woolite. I will try it.
I use have used Lemon Pledge on the canopy and wind screen on my RV10
and RV 6 for years. It gets rid of minor scratches (eventually) and
does a good cleaning job. On the belly, I have used Goop hand cleaner
for years also. It gets rid of the oil and leaves a nice shine.
do not archive
On Jul 8, 2009, at 12:29 PM, Sheldon Olesen wrote:
> <saolesen@sirentel.net>
>
> This month's Light Plane Maintenance has an article on washing
> aircraft. One of the suggested products was Woolite. Seemed
> strange that a clothes washing product would be suitable for
> aircraft, but since my wife had some I gave it a try. To my
> surprise it got off bugs and oil rather easily. The windshield
> cleaned up with very little streaking. This stuff doesn't leave
> much residue behind. I had some light oil on the belly and that
> came off with no problem. Chances are your wife already has some
> Woolite so give it a try. Recommended mix is 2 ounces to 1 gallon.
>
> Anybody else have a favorite washing or waxing product?
>
>
> Sheldon Olesen
> N475PV 93 hours
>
>
Message 21
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| Subject: | Re: Nav antenna location |
The only drawback to the nav antenna on the vertical stab is that
birds love perching on them on the ramp and birds do what they do best
while at rest.
do not archive.
On Jul 8, 2009, at 1:18 PM, Patrick Thyssen wrote:
> One of the things I found out with the antenna on bottom is you can
> get shadowing if flying dirrectly to the station and Not very high
> (3000ft and below). So I'm in the mist of installing antenna on the
> VS. As the Comat man said, the bottom mount was the second best
> location.
> Patrick Thyssen
> N15PT
> --- On Wed, 7/8/09, Tim Olson <Tim@MyRV10.com> wrote:
>
> From: Tim Olson <Tim@MyRV10.com>
> Subject: Re: RV10-List: Nav antenna location
> To: rv10-list@matronics.com
> Date: Wednesday, July 8, 2009, 9:13 AM
>
>
> There are definitely some who've put it on top, under the
> front fairing on the tip of the vertical stab. It
> should work great there. Under the tail is working
> well for me. It gives maybe 25% better range than
> my wingtip Archer NAV, and that is facing the station.
> If you face the wingtip away from the station it
> can be much worse. I think the lower location may
> be great for VOR signals since they'll be ground
> based, but VS tip shouldn't be much different. It's
> nice to get near 360 line of sight.
> The Horizontal stab protects the antenna very well.
> Other than crawling under for maintenance, there
> really isn't any big stuff to worry about. I have
> tables on the sides of my t-hangar and I just have to make
> sure I push it back straight so I don't snag anything, but
> I haven't in over 500 hours.
>
> Tim Olson - RV-10 N104CD
>
>
> billz wrote:
> >
> > I'm planning to install a traditional (V type) nav antenna and am
> > wondering if anyone has installed one at the top of the vertical
> > Stab? I'm getting ready to rivet the skin on and would like to make
> > sure I don't make a BIG mistake this early in the build. I've seen
> > it located on the bottom of the tail on many aircraft, but am
> > concerned about damage to the antenna, over time.
> >
> > What are your thoughts.
> >
> > Thanks!
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=252094#252094
> > http://www.matronics.com/Navigator?RV10-List --> http://www.matronics
> .c==================
>
>
Message 22
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All this testing for L/D needs to be done in early morning=2C calm air. It
makes a difference.
Subject: RV10-List: Re: Glide Test
From: jason.kreidler@regalbeloit.com
Glide tests=2C and time to climb tests should be included in the Phase 1 te
sts period. The test should at a minimum be repeated at light weight=2C an
d gross weight. These numbers are used to develop the POH.
I just calculated our gross weight results last night=2C seems to me the nu
mber was somewhere around 8 (prop full forward).
The procedure to gather the numbers is highlighted in AC 90-89 & in Vans do
cumentation. They have slightly different approaches. But here is what we
used.
For descent:
Climbed to ~7500=2C then pulled power and stabilized at an airspeed. This
needs to be done at multiple airspeeds=2C we did 75=2C 80=2C 85=2C 90=2C &
95 (knots) lightweight=2C and 80=2C 85=2C 90=2C & 95 (knots) at gross weigh
t.
Started a timer as passing through 7000 noted time at 6000 feet=2C and stop
ped the timer at 5000 feet.
Then:
2000 (this is how far you descended) / time (in seconds)
Then:
The answer from above x 60 This converts the value from Feet per Second to
Feet per Minute
This is your sink rate in Feet per Minute
Then:
(Airspeed MPH x 88) / Sink Rate FPM
or
(Airspeed Knots x 101.27) / Sink Rate FPM
This is you Lift to Drag Ratio or Glide Ratio The highest L/D Ratio is the
winner and should be used as a guideline for your glide speed.
For Climb:
Use the same sort of procedure=2C start a climb at 3000 feet=2C start a tim
er as you pass through 4000 feet=2C stop the timer as you reach 6000 feet.
Do this at several airspeeds=2C lightweight and gross weight. If I recall
we used 75=2C 80=2C 85=2C 90=2C 95=2C @ 100 (knots).
The process to interpret the data is well outlined in Vans documentation or
AC 89-90.
I am no expert=2C I am sure others on the list have more to offer=2C but no
w you know what I know.... What tests did you conduct during Phase 1? We
are getting close to wrapping up Phase 1 and want to make sure we don't mis
s a test others have done....
Thanks=2C Jason Kreidler
#40617 - N44YH Flying
4 - Partner Build -Sheboygan Falls=2C WI
Kyle Hokel
Tony Kolar
Wayne Elsner
Jason Kreidler
Message 23
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Seems to me that best glide should be prop control full aft (high pitch,low
RPM). Throttle at idle and prop forward (low pitch , high rpm) causes the
prop to act like a big brake?
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of John Gonzalez
Sent: Wednesday, July 08, 2009 2:54 PM
Subject: RE: RV10-List: Re: Glide Test
All this testing for L/D needs to be done in early morning, calm air. It
makes a difference.
_____
Subject: RV10-List: Re: Glide Test
From: jason.kreidler@regalbeloit.com
Glide tests, and time to climb tests should be included in the Phase 1 tests
period. The test should at a minimum be repeated at light weight, and gross
weight. These numbers are used to develop the POH.
I just calculated our gross weight results last night, seems to me the
number was somewhere around 8 (prop full forward).
The procedure to gather the numbers is highlighted in AC 90-89 & in Vans
documentation. They have slightly different approaches. But here is what
we used.
For descent:
Climbed to ~7500, then pulled power and stabilized at an airspeed. This
needs to be done at multiple airspeeds, we did 75, 80, 85, 90, & 95 (knots)
lightweight, and 80, 85, 90, & 95 (knots) at gross weight.
Started a timer as passing through 7000 noted time at 6000 feet, and stopped
the timer at 5000 feet.
Then:
2000 (this is how far you descended) / time (in seconds)
Then:
The answer from above x 60 This converts the value from Feet per Second to
Feet per Minute
This is your sink rate in Feet per Minute
Then:
(Airspeed MPH x 88) / Sink Rate FPM
or
(Airspeed Knots x 101.27) / Sink Rate FPM
This is you Lift to Drag Ratio or Glide Ratio The highest L/D Ratio is the
winner and should be used as a guideline for your glide speed.
For Climb:
Use the same sort of procedure, start a climb at 3000 feet, start a timer as
you pass through 4000 feet, stop the timer as you reach 6000 feet. Do this
at several airspeeds, lightweight and gross weight. If I recall we used 75,
80, 85, 90, 95, @ 100 (knots).
The process to interpret the data is well outlined in Vans documentation or
AC 89-90.
I am no expert, I am sure others on the list have more to offer, but now you
know what I know.... What tests did you conduct during Phase 1? We are
getting close to wrapping up Phase 1 and want to make sure we don't miss a
test others have done....
Thanks, Jason Kreidler
#40617 - N44YH Flying
4 - Partner Build -Sheboygan Falls, WI
Kyle Hokel
Tony Kolar
Wayne Elsner
Jason Kreidler
ttp://www.matronics.com/Navigator?RV10-List
ronics.com
ww.matronics.com/contribution
Message 24
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| Subject: | Machine Countersinking |
Hi all,
I am countersinking the parts under the side fuslage skins and the cage
of the counter sink is too big to fit in several areas. I tried to get
the countersink in without the cage, but the drill wont fit either. Is
there anyway to put an extension on the end of the countersink bit? Any
other suggestions?
Rob Hunter
40432
Fuselage
Message 25
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| Subject: | Re: Machine Countersinking |
As I recall, the extension on my deburrer has the same thread. So does
the 90degree drill fitting... as I recall. I'm not in the shop. I'm
sure someone can confirm or improve on this.
Bill "need to go back to the shop and stop watching TV" Watson
Rob Hunter wrote:
> Hi all,
> I am countersinking the parts under the side fuslage skins and the
> cage of the counter sink is too big to fit in several areas. I tried
> to get the countersink in without the cage, but the drill wont fit
> either. Is there anyway to put an extension on the end of the
> countersink bit? Any other suggestions?
>
> Rob Hunter
> 40432
> Fuselage
> *
>
>
> *
Message 26
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| Subject: | Machine Countersinking |
Counter sink bit on the deburr extension. Works ok.
Rene'
801-721-6080
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Rob Hunter
Sent: Wednesday, July 08, 2009 7:24 PM
Subject: RV10-List: Machine Countersinking
Hi all,
I am countersinking the parts under the side fuslage skins and the cage of
the counter sink is too big to fit in several areas. I tried to get the
countersink in without the cage, but the drill wont fit either. Is there
anyway to put an extension on the end of the countersink bit? Any other
suggestions?
Rob Hunter
40432
Fuselage
Message 27
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That is consistant with my training and experience with a non feathering prop.Pulling
the prop control back gives a very noticable reduction in drag and extends
the glide.
Important part of our emergency procedures in the sheriff dept C-206.I have often
wondered if it was hard on the equipment,any thoughts?
-----Original Message-----
From: David McNeill <dlm46007@cox.net>
Sent: Wed, Jul 8, 2009 5:45 pm
Subject: RE: RV10-List: Re: Glide Test
Seems to me that best glide should be prop control full aft (high pitch,low RPM).
Throttle at idle and prop forward (low pitch , high rpm) causes the prop to
act like a big brake?
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of John Gonzalez
Sent: Wednesday, July 08, 2009 2:54 PM
Subject: RE: RV10-List: Re: Glide Test
All this testing for L/D needs to be done in?early morning, calm air. It makes
a difference.
?
Subject: RV10-List: Re: Glide Test
From: jason.kreidler@regalbeloit.com
Glide tests, and time to climb tests should be included in the Phase 1 tests period.
?The test should at a minimum be repeated at light weight, and gross weight.
?These numbers are used to develop the POH.
I just calculated our gross weight results last night, seems to me the number was
somewhere around 8 (prop full forward).
The procedure to gather the numbers is highlighted in AC 90-89 & in Vans documentation.
?They have slightly different approaches. ?But here is what we used.
For descent:
Climbed to ~7500, then pulled power and stabilized at an airspeed. ?This needs
to be done at multiple airspeeds, we did 75, 80, 85, 90, & 95 (knots) lightweight,
and 80, 85, 90, & 95 (knots) at gross weight.
Started a timer as passing through 7000 noted time at 6000 feet, and stopped the
timer at 5000 feet.
Then:
2000 (this is how far you descended) / time (in seconds)
Then:
The answer from above x 60 ?This converts the value from Feet per Second to Feet
per Minute
This is your sink rate in Feet per Minute
Then:
(Airspeed MPH x 88) / Sink Rate FPM
or
(Airspeed Knots x 101.27) / Sink Rate FPM
This is you Lift to Drag Ratio or Glide Ratio ?The highest L/D Ratio is the winner
and should be used as a guideline for your glide speed.
For Climb:
Use the same sort of procedure, start a climb at 3000 feet, start a timer as you
pass through 4000 feet, stop the timer as you reach 6000 feet. ?Do this at several
airspeeds, lightweight and gross weight. ?If I recall we used 75, 80, 85,
90, 95, @ 100 (knots).
The process to interpret the data is well outlined in Vans documentation or AC
89-90.
I am no expert, I am sure others on the list have more to offer, but now you know
what I know.... ?What tests did you conduct during Phase 1? ?We are getting
close to wrapping up Phase 1 and want to make sure we don't miss a test others
have done....
Thanks, Jason Kreidler
#40617 - N44YH Flying
4 - Partner Build -Sheboygan Falls, WI
Kyle Hokel
Tony Kolar
Wayne Elsner
Jason Kreidler
ttp://www.matronics.com/Navigator?RV10-List
ronics.com
ww.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.matronics.com/c
Message 28
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Yes, pulling the prop control out (coarse pitch, low rpm) will improve the glide.
I know of no reason this shouldn't be done, in practice or in an actual emergency.
Keep in mind, in a real emergency, that this won't work if the engine
failure was due to zero oil pressure - you've got to get oil to the governor to
get the prop to coarse pitch. So it might be a good idea to practice both ways!
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=252234#252234
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