Today's Message Index:
----------------------
1. 04:06 AM - Re: Ideas for external power access panel (Jesse Saint)
2. 05:39 AM - Re: RV10-List Digest: 19 Msgs - 02/28/10 (Robert Brunkenhoefer)
3. 05:46 AM - Re: Ideas for external power access panel (Robert Brunkenhoefer)
4. 05:58 AM - Re: Ideas for external power access panel (johngoodman)
5. 06:55 AM - Re: Re: OT & Cross Post - reflections on the transition from analog (Bill Mauledriver Watson)
6. 09:40 AM - Re: Re: OT & Cross Post - reflections on the transition from analog (Kelly McMullen)
7. 10:03 AM - Re: Re: OT & Cross Post - reflections on the transition from analog (Bill Mauledriver Watson)
8. 05:47 PM - Orlando area hangar recommendations (Perry Casson)
9. 06:49 PM - Re: Orlando area hangar recommendations (Jesse Saint)
10. 06:49 PM - Re: Orlando area hangar recommendations (n801bh@netzero.com)
11. 11:08 PM - Official RV10-List FAQ (Frequently Asked Questions) (Matt Dralle)
12. 11:13 PM - Official RV10-List Usage Guidelines (Matt Dralle)
Message 1
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| Subject: | Re: Ideas for external power access panel |
I've always put them on the bottom of the tailcone facing down. I use a Piper
Style jack (Spruce sells them, but I'd have to look up the part #). You just
drill a big hole in the bottom, put in a doubler plate and two bolt holes and
it connects to the positive side of the battery or the battery side of the master
solenoid. The receptacle itself has a spring-loaded, hinged door. It sticks
out a little bit from the bottom skin, but it should already be fairly dirty
air back there because of the air coming out of the cowl and exhaust and the
gear legs. I then get one of the piper plugs and put a 6" piece of cable on
it with a crimp on the end (I cut off the ring part of the ring terminal). I
carry that with me, so if I need to jump it or charge it, I just hook the red
to the crimp and the black to the ear of the plug and I'm good to go. You don't
really even have to look to get the plug in. If you decide to do this, it
can easily be done later, although it doesn't hurt to do it now.
YMMV, but I really like this approach, because I don't have to take anything out
of the baggage area to get at it and it's very easy to hook up a trickle charger
in the hangar without leaving a door open to let dirt and dust and critters
into the plane.
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
Cell: 352-427-0285
Fax: 815-377-3694
On Feb 28, 2010, at 10:36 PM, mouser wrote:
>
> I'm at the point in my tail cone where I need to build in some support structure
for my external power receptacle, and I can't decide where to put it. Either
it'll be facing forwards in the lower-left corner of the baggage bulkhead
and externally accessible through the baggage door (a la Tim Olson's), or facing
downwards on the bottom of the tail cone to the left of the battery and accessible
through some sort of hinged, latched panel on the bottom of the plane.
>
> I know some people have installed theirs in the latter configuration (e.g. http://showplanes.com/images/curProject_002/DSC09797_800.jpg ), but I haven't been able to find any good images of how they managed the access door and latch. Can anyone comment on this?
>
> I like the idea of being able to access the external power receptacle without
having to go through the baggage door in case the baggage compartment was filled
with stuff or it was raining or something like that. But I'm not wed to the
idea.
>
> Any advice would be appreciated.
>
> Thanks,
> -Mouser
>
> RV-10 #40988 (tail cone)
> http://mouser.org/projects/rv-10/
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=288687#288687
>
>
>
>
>
>
>
>
>
>
Message 2
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| Subject: | Re: RV10-List Digest: 19 Msgs - 02/28/10 |
Please change my email address to robertbrunk@mac.com. Thank you
Sent from my iPhone
Robert E. Brunkenhoefer
Brunkenhoefer Law Firm, P.C.
606 N. Carancahua Street
Suite 1200
Corpus Christi, Texas 78476
Phone: 361-888-8808
Facsimile: 361-888-6753
robert@brunklaw.com
On Mar 1, 2010, at 1:59 AM, RV10-List Digest Server <rv10-list@matronics.com
> wrote:
> *
>
> =================================================
> Online Versions of Today's List Digest Archive
> =================================================
>
> Today's complete RV10-List Digest can also be found in either of the
> two Web Links listed below. The .html file includes the Digest
> formatted
> in HTML for viewing with a web browser and features Hyperlinked
> Indexes
> and Message Navigation. The .txt file includes the plain ASCII
> version
> of the RV10-List Digest and can be viewed with a generic text editor
> such as Notepad or with a web browser.
>
> HTML Version:
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter 10-02-28&Archive=RV10
>
> Text Version:
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter 10-02-28&Archive=RV10
>
>
> ===============================================
> EMail Version of Today's List Digest Archive
> ===============================================
>
>
> ----------------------------------------------------------
> RV10-List Digest Archive
> ---
> Total Messages Posted Sun 02/28/10: 19
> ----------------------------------------------------------
>
>
> Today's Message Index:
> ----------------------
>
> 1. 12:25 AM - I heard your email (rwayne@gamewood.net)
> 2. 07:54 AM - Re: Reinforcing screw holes on wheel pants (Les
> Kearney)
> 3. 08:29 AM - Re: Reinforcing screw holes on wheel pants (Carl
> Froehlich)
> 4. 09:06 AM - Re: Reinforcing screw holes on wheel pants
> (AirMike)
> 5. 11:32 AM - Re: RV12 (Masys, Daniel R)
> 6. 12:47 PM - Water ballast tank (Gordon Anderson)
> 7. 01:28 PM - Re: Water ballast tank (Kelly McMullen)
> 8. 01:28 PM - Re: Water ballast tank (DLM)
> 9. 01:51 PM - Re: Water ballast tank (Jim Berry)
> 10. 02:08 PM - Re: Water ballast tank (Tim Olson)
> 11. 03:55 PM - Re: Water ballast tank (Bill Mauledriver Watson)
> 12. 04:06 PM - Re: Water ballast tank (Rene)
> 13. 04:25 PM - does any one have a flight profile i can use on fltplan.com
> ? (Alan Mekler)
> 14. 07:14 PM - Re: OT & Cross Post - reflections on the
> transition from analog (cjay)
> 15. 07:17 PM - Re: Re: OT & Cross Post - reflections on the
> transition from analog (Seano)
> 16. 07:36 PM - Ideas for external power access panel (mouser)
> 17. 07:54 PM - Re: Re: OT & Cross Post - reflections on the
> transition from analog (Kelly McMullen)
> 18. 07:58 PM - Re: Ideas for external power access panel (Linn
> Walters)
> 19. 09:52 PM - Re: Ideas for external power access panel (davidsoutpost@comcast.net
> )
>
>
> ________________________________ Message 1
> _____________________________________
>
>
> Time: 12:25:11 AM PST US
> Subject: RV10-List: I heard your email
> From: rwayne@gamewood.net
>
>
> www.DriveSafe.ly read it to me. I will get back to you soon.
> Sent from my Verizon Wireless BlackBerry
>
>
> ________________________________ Message 2
> _____________________________________
>
>
> Time: 07:54:16 AM PST US
> From: "Les Kearney" <kearney@shaw.ca>
> Subject: RE: RV10-List: Reinforcing screw holes on wheel pants
>
> Rick
>
> Well after putting my wheel pants for the nth time, one of the screws
> pulled
> through before I could get some countersunk washers. The nice thing
> about
> fiberglass, perhaps the only thing, is you can alsways repair a
> proplem
> to
> "like new".
>
> What did you use to thin the epoxy (I haven't tried that yet)?
>
> I was wondering if you made the washers "flush" with the surface of
> the
> pants? Did you recess them, build up the material around them with
> something
> like Superfil or just leave them proud of the wheel pant to be
> painted?
>
> Inquiring mind need to know
>
> Les
> #40643
>
>
> _____
>
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of
> ricksked@cox.net
> Sent: February-26-10 9:45 PM
> Subject: Re: RV10-List: Reinforcing screw holes on wheel pants
>
>
> Les use stainless countersink washers on the glass, brush thinned
> epoxy
> on
> the fiberglass before using the washers, this will reinforce the hole,
> the
> washer will distribute the load.
>
> Sent via BlackBerry by AT&T
>
> _____
>
> From: "Les Kearney" <kearney@shaw.ca>
> Subject: RV10-List: Reinforcing screw holes on wheel pants
>
> Okay,
>
> After = being severely repremanded about glassing in the nose
> wheel
> mounting bracket, I have = finished mounting my pants per the
> plans. Now
> I am concerned that the screw holes = are somewhat enlarged due
> to
> countersinking and will fail over time. Is = there a preferred
> way to
> reinforce screw holes in = fiberglass.
>
> Inquiring mindfs need to know.
>
> Les
> #40643
>
>
> 3D==========3
> D==============
> 3D=========
> =========
>
>
> 3D==========3
> D==============
> 3D=========
> =========
>
>
> 3D==========3
> D==============
> 3D=========
> =========
>
>
> 3D==========3
> D==============
> 3D=========
> =========
>
>
> =B7~=89=B2,=03g'=D3=D3
>
> ________________________________ Message 3
> _____________________________________
>
>
> Time: 08:29:42 AM PST US
> From: "Carl Froehlich" <carl.froehlich@verizon.net>
> Subject: RE: RV10-List: Reinforcing screw holes on wheel pants
>
> I use stainless steel tinnermans with stainless steel flush screws on
> all
> fiberglass (spinner, empennage fairing, pants, etc.). The
> fiberglass is
> countersunk enough for the tinnermans to be flush. The tinnermans
> go on
> top
> of the final paint. I like the look.
>
>
> You end up with the screw spreading the clamping force over a much
> larger
> area than the screw head and on non-counter sunk fiberglass.
>
>
> Carl Froehlich
>
> RV-8A (525 hrs)
>
> RV-10 (systems install)
>
>
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Les Kearney
> Sent: Sunday, February 28, 2010 10:54 AM
> Subject: RE: RV10-List: Reinforcing screw holes on wheel pants
>
>
> Rick
>
>
> Well after putting my wheel pants for the nth time, one of the screws
> pulled
> through before I could get some countersunk washers. The nice thing
> about
> fiberglass, perhaps the only thing, is you can alsways repair a
> proplem
> to
> "like new".
>
>
> What did you use to thin the epoxy (I haven't tried that yet)?
>
>
> I was wondering if you made the washers "flush" with the surface of
> the
> pants? Did you recess them, build up the material around them with
> something
> like Superfil or just leave them proud of the wheel pant to be
> painted?
>
>
> Inquiring mind need to know
>
>
> Les
>
> #40643
>
>
> _____
>
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of
> ricksked@cox.net
> Sent: February-26-10 9:45 PM
> Subject: Re: RV10-List: Reinforcing screw holes on wheel pants
>
> Les use stainless countersink washers on the glass, brush thinned
> epoxy
> on
> the fiberglass before using the washers, this will reinforce the hole,
> the
> washer will distribute the load.
>
> Sent via BlackBerry by AT&T
>
> _____
>
> From: "Les Kearney" <kearney@shaw.ca>
>
>
> Subject: RV10-List: Reinforcing screw holes on wheel pants
>
>
> Okay,
>
>
> After = being severely repremanded about glassing in the nose
> wheel
> mounting bracket, I have = finished mounting my pants per the
> plans. Now
> I am concerned that the screw holes = are somewhat enlarged due
> to
> countersinking and will fail over time. Is = there a preferred
> way to
> reinforce screw holes in = fiberglass.
>
>
> Inquiring mindfs need to know.
>
>
> Les
>
> #40643
>
>
> 3D==============
> 3D==========3
> D==============
> 3D====
> href='3D"http://www.matronics.com/Navigator?RV10-List"'>http://
> www.matr
> onics
> .com/Navigator?RV10-List
> 3D==============
> 3D==========3
> D==============
> 3D====
> href='3D"http://forums.matronics.com"'>http://forums.matronics.com
> 3D==============
> 3D==========3
> D==============
> 3D====
> href='3D"http://www.matronics.com/contribution"'>http://
> www.matronics.c
> om/co
> ntribution
> 3D==============
> 3D==========3
> D==============
> 3D====
>
>
> =B7~=89=B2,
>
> _____
>
> g'=D3=D3
>
>
> ________________________________ Message 4
> _____________________________________
>
>
> Time: 09:06:08 AM PST US
> Subject: RV10-List: Re: Reinforcing screw holes on wheel pants
> From: "AirMike" <Mikeabel@Pacbell.net>
>
>
> I shoved some pieces of GRP that I had cut off of the doors (window)
> under the
> screw holes (epoxy/flox glue) and they are tight and tough.
>
> --------
> OSH '10 or Bust
> Q/B - testing phase 1
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=288612#288612
>
>
> Attachments:
>
> http://forums.matronics.com//files/p1041194_130.jpg
>
>
> ________________________________ Message 5
> _____________________________________
>
>
> Time: 11:32:22 AM PST US
> Subject: RV10-List: RE: RV12
> From: "Masys, Daniel R" <dan.masys@vanderbilt.edu>
>
>
>> John Cox writes:
>
> Will forward you what I have from the TEEN FLIGHT project (RV-12) we
> are
> building at Van's. The plans start out as 11"x17" base sheets just
> like
> the RV-10 and Kinko's/FEDEX were nice enough to convert to PDF. We
> have
> four of the twelve Instructors with RV-12 experience. Your experience
> pulling pop-rivets on the Rv-10 floor make you a natural to tackle the
> 12. I can also report how many Rotax sit on the shelves which tend to
> be going out like Hotcakes at an EAA breakfast. Get ready to be
> working
> with gentle hands on the 0.020" skins. Lauren Paine has an article
> appearing soon on the build project sponsored by the Center for Airway
> Sciences.
>
> John Cox -40600
>
> -------------
>
> I can second John's "gentle hands" comment with those 0.020 skins on
> control surfaces of the -12. Having built a -7A and a -10 I started
> handling the skins on the -12 like the prior two planes and promptly
> got
> a couple of fingerprint depressions in the trailing edges of the
> rudder.
> When they say 'light' in light sport, they mean it!
>
> Also, be very careful about hole alignment, especially when building
> up
> the HS box spar. The differences of the hole alignments are so subtle
> it is very easy to get the thing assembled upside down (especially
> since
> it's airfoil is symmetrical). Ask me how I know. ;-)
>
> Other than that, the only two things to be aware of building the -12
> after you have built a -10 is how shockingly fast the assembly goes
> (e.g., set 300 rivets and close out a wing top and bottom in a few
> hours) and how Van's has fallen way behind their projected delivery
> dates for the kits. Waited 5 weeks beyond the original projected ship
> date for the wing kit, and 6 weeks (14 weeks total wait) for the
> fuselage kit. Plan early and order those kits long before you need
> them
> or you'll have lots of time just sitting around waiting for the next
> kit
> to arrive.
>
> -Dan Masys
> RV-10 N104LD flying
> RV-12 N122LD fuselage
>
>
> ________________________________ Message 6
> _____________________________________
>
>
> Time: 12:47:54 PM PST US
> From: "Gordon Anderson" <mregoan@hispeed.ch>
> Subject: RV10-List: Water ballast tank
>
> Folks,
>
>
> I'm about to start riveting the VS and want to put my mind to rest
> about W&B
> issues before doing so. My concern is trying to optimize the W&B so
> that the
> use of ballast, if at all required, is as easy (and light) as
> possible.
>
>
> I anticipate running into a rear CG problem with 4 passengers and
> baggage.
> I'm assuming some moderate soundproofing and interior (circa 20lbs)
> and the
> MT 3-blade prop, which both move CG rearwards. My "solution" is to
> move the
> battery forwards to the firewall. This avoids having a rear CG
> problem in
> all practical circumstances, reduces cable weight and voltage drop
> during
> starting, but increases the issue with the inadequate elevator trim
> when
> flying solo or dual. To solve that, I proposed putting a water
> ballast
> tank near the tail, instead of using the traditional shot bags used
> by Van's
> in the demonstrator. This minimizes the weight required, and would
> allow
> dumping and refilling the ballast anywhere, anytime.
>
>
> Vans have helped me in so much as confirming the following:
>
>
> 1. If loaded with a CG at front limit of 15% (ie. solo, no
> ballast), the
> plane can be landed OK with half flaps or a touch of power in the
> flare.
>
>
> 2. A comfortable CG location for landing is around 18% or rearward.
>
>
> 3. Structurally, putting a water ballast tank in the tail is
> "probably OK".
> The VS appeared to be the preferred location rather than the rear
> fuselage.
> The space between the lower and middle inspar ribs is the perfect
> volume.
>
>
> 4. Nothing disastrous will happen with the CG at 32%.
>
>
> So now I'm considering 2 options:
>
>
> Option 1: Move the battery forwards, add the water ballast tank (or
> use a
> lot of ballast in the baggage bay). No problem ever with the rear
> CG, but
> ballast is a must if flying solo, to keep behind 15%.
>
>
> Option 2: Leave the battery where it is. Accept CG back to 32%.
> Never need
> to use ballast.
>
>
> I would appreciate any feedback from those who are flying regularly
> near
> gross with passengers or who have the experience from flight
> testing. Does
> the plane really fly OK with a CG location slightly rear of limits?
>
>
> Also, if anyone can help me find the summary weight and balance
> table of all
> the finished -10's I would be grateful. The rvproject link mentioned
> in some
> messages on the forum doesn't seem to work when I try.
>
>
> Fly safe!
>
> Gordon Anderson
>
> Switzerland
>
> VS primed (DuPont 825R/XB383 ;-) )
>
>
> ________________________________ Message 7
> _____________________________________
>
>
> Time: 01:28:30 PM PST US
> Subject: Re: RV10-List: Water ballast tank
> From: Kelly McMullen <apilot2@gmail.com>
>
>
> Why would you want to build in a tank? If you are full you won't need
> ballast for sure. If you are solo, a collapsible 5 gal jug should be
> plenty, that could easily be carried into FBO and filled, as opposed
> to needing a hose or a container to get water to plane. Jug could be
> easily secured in baggage. I'll let the flying folks comment on W&B,
> but I sure wouldn't be adding complexity to your build at this stage,
> and not in the VS. Better to worry about what primer to use, or not.
> ;-)))
>
> On Sun, Feb 28, 2010 at 1:44 PM, Gordon Anderson
> <mregoan@hispeed.ch> wrote:
>> Folks,
>>
>>
>> Im about to start riveting the VS and want to put my mind to rest
>> about W&B
>> issues before doing so. My concern is trying to optimize the W&B so
>> that the
>> use of ballast, if at all required, is as easy (and light) as
>> possible.
>>
>>
>> I anticipate running into a rear CG problem with 4 passengers and
>> baggage.
>> I'm assuming some moderate soundproofing and interior (circa 20lbs)
>> and the
>> MT 3-blade prop, which both move CG rearwards. My "solution" is to
>> move the
>> battery forwards to the firewall. This avoids having a rear CG
>> problem in
>> all practical circumstances, reduces cable weight and voltage drop
>> during
>> starting, but increases the issue with the inadequate elevator trim
>> when
>> flying solo or dual. To solve that, I proposed putting a water
>> ballast
>> tank near the tail, instead of using the traditional shot bags used
>> by Van's
>> in the demonstrator. This minimizes the weight required, and would
>> allow
>> dumping and refilling the ballast anywhere, anytime.
>>
>>
>> Vans have helped me in so much as confirming the following:
>>
>>
>> 1. If loaded with a CG at front limit of 15% (ie. solo, no
>> ballast), the
>> plane can be landed OK with half flaps or a touch of power in the
>> flare.
>>
>>
>> 2. A comfortable CG location for landing is around 18% or rearward.
>>
>>
>> 3. Structurally, putting a water ballast tank in the tail is
>> "probably OK".
>> The VS appeared to be the preferred location rather than the rear
>> fuselage.
>> The space between the lower and middle inspar ribs is the perfect
>> volume.
>>
>>
>> 4. Nothing disastrous will happen with the CG at 32%.
>>
>>
>> So now I'm considering 2 options:
>>
>>
>> Option 1: Move the battery forwards, add the water ballast tank (or
>> use a
>> lot of ballast in the baggage bay). No problem ever with the rear
>> CG, but
>> ballast is a must if flying solo, to keep behind 15%.
>>
>>
>> Option 2: Leave the battery where it is. Accept CG back to 32%.
>> Never need
>> to use ballast.
>>
>>
>> I would appreciate any feedback from those who are flying regularly
>> near
>> gross with passengers or who have the experience from flight
>> testing. Does
>> the plane really fly OK with a CG location slightly rear of limits?
>>
>>
>> Also, if anyone can help me find the summary weight and balance
>> table of all
>> the finished -10's I would be grateful. The rvproject link
>> mentioned in some
>> messages on the forum doesn't seem to work when I try.
>>
>>
>> Fly safe!
>>
>> Gordon Anderson
>>
>> Switzerland
>>
>> VS primed (DuPont 825R/XB383 ;-) )
>>
>>
>
>
> ________________________________ Message 8
> _____________________________________
>
>
> Time: 01:28:31 PM PST US
> From: "DLM" <dlm46007@cox.net>
> Subject: RE: RV10-List: Water ballast tank
>
> Have you accounted for the 25 pound tool and spares box that is
> carried with
> each experimental. Unless you carry all the service manuals (or the
> tools)
> how are you going to maintain/fix the aircraft away from home base.
> Many
> FBOs won't touch them with out manufacturers continued airworthiness
> documents (insurance reasons). One must be prepared to maintain it
> and have
> a few spare parts available in the tool box; i,e, serviceable spark
> plug,
> master contactor, starter relay, spare cowl pin material, etc
>
> _____
>
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Gordon
> Anderson
> Sent: Sunday, February 28, 2010 1:45 PM
> Subject: RV10-List: Water ballast tank
>
>
> Folks,
>
>
> I'm about to start riveting the VS and want to put my mind to rest
> about W&B
> issues before doing so. My concern is trying to optimize the W&B so
> that the
> use of ballast, if at all required, is as easy (and light) as
> possible.
>
>
> I anticipate running into a rear CG problem with 4 passengers and
> baggage.
> I'm assuming some moderate soundproofing and interior (circa 20lbs)
> and the
> MT 3-blade prop, which both move CG rearwards. My "solution" is to
> move the
> battery forwards to the firewall. This avoids having a rear CG
> problem in
> all practical circumstances, reduces cable weight and voltage drop
> during
> starting, but increases the issue with the inadequate elevator trim
> when
> flying solo or dual. To solve that, I proposed putting a water
> ballast
> tank near the tail, instead of using the traditional shot bags used
> by Van's
> in the demonstrator. This minimizes the weight required, and would
> allow
> dumping and refilling the ballast anywhere, anytime.
>
>
> Vans have helped me in so much as confirming the following:
>
>
> 1. If loaded with a CG at front limit of 15% (ie. solo, no
> ballast), the
> plane can be landed OK with half flaps or a touch of power in the
> flare.
>
>
> 2. A comfortable CG location for landing is around 18% or rearward.
>
>
> 3. Structurally, putting a water ballast tank in the tail is
> "probably OK".
> The VS appeared to be the preferred location rather than the rear
> fuselage.
> The space between the lower and middle inspar ribs is the perfect
> volume.
>
>
> 4. Nothing disastrous will happen with the CG at 32%.
>
>
> So now I'm considering 2 options:
>
>
> Option 1: Move the battery forwards, add the water ballast tank (or
> use a
> lot of ballast in the baggage bay). No problem ever with the rear
> CG, but
> ballast is a must if flying solo, to keep behind 15%.
>
>
> Option 2: Leave the battery where it is. Accept CG back to 32%.
> Never need
> to use ballast.
>
>
> I would appreciate any feedback from those who are flying regularly
> near
> gross with passengers or who have the experience from flight
> testing. Does
> the plane really fly OK with a CG location slightly rear of limits?
>
>
> Also, if anyone can help me find the summary weight and balance
> table of all
> the finished -10's I would be grateful. The rvproject link mentioned
> in some
> messages on the forum doesn't seem to work when I try.
>
>
> Fly safe!
>
> Gordon Anderson
>
> Switzerland
>
> VS primed (DuPont 825R/XB383 ;-) )
>
>
> ________________________________ Message 9
> _____________________________________
>
>
> Time: 01:51:22 PM PST US
> Subject: RV10-List: Re: Water ballast tank
> From: "Jim Berry" <jimberry@qwest.net>
>
>
> Have you considered what happens if the water in your VS tank freezes?
>
> Jim Berry
> 40482
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=288647#288647
>
>
> ________________________________ Message 10
> ____________________________________
>
>
> Time: 02:08:17 PM PST US
> From: Tim Olson <Tim@MyRV10.com>
> Subject: Re: RV10-List: Water ballast tank
>
>
> Definitely way too early to worry about it...and I don't think the VS
> is a good spot for ballast. Sounds like you're way overthinking
> things. Time to find a flying 10 and go for a ride.
> Tim
>
>
> On Feb 28, 2010, at 3:20 PM, Kelly McMullen <apilot2@gmail.com> wrote:
>
>>
>> Why would you want to build in a tank? If you are full you won't need
>> ballast for sure. If you are solo, a collapsible 5 gal jug should be
>> plenty, that could easily be carried into FBO and filled, as opposed
>> to needing a hose or a container to get water to plane. Jug could be
>> easily secured in baggage. I'll let the flying folks comment on W&B,
>> but I sure wouldn't be adding complexity to your build at this stage,
>> and not in the VS. Better to worry about what primer to use, or not.
>> ;-)))
>>
>> On Sun, Feb 28, 2010 at 1:44 PM, Gordon Anderson
>> <mregoan@hispeed.ch> wrote:
>>> Folks,
>>>
>>>
>>>
>>> Im about to start riveting the VS and want to put my mind to rest
>>> about W&B
>>> issues before doing so. My concern is trying to optimize the W&B so
>>> that the
>>> use of ballast, if at all required, is as easy (and light) as
>>> possible.
>>>
>>>
>>>
>>> I anticipate running into a rear CG problem with 4 passengers and
>>> baggage.
>>> I'm assuming some moderate soundproofing and interior (circa
>>> 20lbs) and the
>>> MT 3-blade prop, which both move CG rearwards. My "solution" is to
>>> move the
>>> battery forwards to the firewall. This avoids having a rear CG
>>> problem in
>>> all practical circumstances, reduces cable weight and voltage drop
>>> during
>>> starting, but increases the issue with the inadequate elevator trim
>>> when
>>> flying solo or dual. To solve that, I proposed putting a water
>>> ballast
>>> tank near the tail, instead of using the traditional shot bags used
>>> by Van's
>>> in the demonstrator. This minimizes the weight required, and would
>>> allow
>>> dumping and refilling the ballast anywhere, anytime.
>>>
>>>
>>>
>>> Vans have helped me in so much as confirming the following:
>>>
>>>
>>>
>>> 1. If loaded with a CG at front limit of 15% (ie. solo, no
>>> ballast), the
>>> plane can be landed OK with half flaps or a touch of power in the
>>> flare.
>>>
>>>
>>>
>>> 2. A comfortable CG location for landing is around 18% or rearward.
>>>
>>>
>>>
>>> 3. Structurally, putting a water ballast tank in the tail is
>>> "probably OK".
>>> The VS appeared to be the preferred location rather than the rear
>>> fuselage.
>>> The space between the lower and middle inspar ribs is the perfect
>>> volume.
>>>
>>>
>>>
>>> 4. Nothing disastrous will happen with the CG at 32%.
>>>
>>>
>>>
>>>
>>>
>>> So now I'm considering 2 options:
>>>
>>>
>>>
>>> Option 1: Move the battery forwards, add the water ballast tank (or
>>> use a
>>> lot of ballast in the baggage bay). No problem ever with the rear
>>> CG, but
>>> ballast is a must if flying solo, to keep behind 15%.
>>>
>>>
>>>
>>> Option 2: Leave the battery where it is. Accept CG back to 32%.
>>> Never need
>>> to use ballast.
>>>
>>>
>>>
>>> I would appreciate any feedback from those who are flying regularly
>>> near
>>> gross with passengers or who have the experience from flight
>>> testing. Does
>>> the plane really fly OK with a CG location slightly rear of limits?
>>>
>>>
>>>
>>> Also, if anyone can help me find the summary weight and balance
>>> table of all
>>> the finished -10's I would be grateful. The rvproject link
>>> mentioned in some
>>> messages on the forum doesn't seem to work when I try.
>>>
>>>
>>>
>>> Fly safe!
>>>
>>> Gordon Anderson
>>>
>>> Switzerland
>>>
>>> VS primed (DuPont 825R/XB383 ;-) )
>>>
>>>
>>>
>>>
>>>
>>
>>
>
>
> ________________________________ Message 11
> ____________________________________
>
>
> Time: 03:55:15 PM PST US
> From: Bill Mauledriver Watson <MauleDriver@nc.rr.com>
> Subject: Re: RV10-List: Water ballast tank
>
>
> You must be a glider guy... I liked the tail ballast in my last ship
> too. And the VS is a good place.
>
> But with over 100 flying examples and little noise about ballast
> issues,
> there would seem to be better places to spend your efforts. Doors,
> rudder trim, primer selection - they all cry for improvement.
>
> Seriously, the scenarios you describe below suggest you would be
> creating an operational issue rather than solving one (e.g. ballast
> must
> be in place for solo flight means checking it and no leaks can be
> tolerated).
>
> Bill "really wanting to fly this thing" Watson
>
> do not archive
>
> Gordon Anderson wrote:
>>
>> Folks,
>>
>> Im about to start riveting the VS and want to put my mind to rest
>> about W&B issues before doing so. My concern is trying to optimize
>> the
>> W&B so that the use of ballast, if at all required, is as easy (and
>> light) as possible.
>>
>> I anticipate running into a rear CG problem with 4 passengers and
>> baggage. I'm assuming some moderate soundproofing and interior (circa
>> 20lbs) and the MT 3-blade prop, which both move CG rearwards. My
>> "solution" is to move the battery forwards to the firewall. This
>> avoids having a rear CG problem in all practical circumstances,
>> reduces cable weight and voltage drop during starting, but increases
>> the issue with the inadequate elevator trim when flying solo or dual.
>> To solve that, I proposed putting a water ballast tank near the tail,
>> instead of using the traditional shot bags used by Van's in the
>> demonstrator. This minimizes the weight required, and would allow
>> dumping and refilling the ballast anywhere, anytime.
>>
>> Vans have helped me in so much as confirming the following:
>>
>> 1. If loaded with a CG at front limit of 15% (ie. solo, no ballast),
>> the plane can be landed OK with half flaps or a touch of power in the
>> flare.
>>
>> 2. A comfortable CG location for landing is around 18% or rearward.
>>
>> 3. Structurally, putting a water ballast tank in the tail is
>> "probably
>> OK". The VS appeared to be the preferred location rather than the
>> rear
>> fuselage. The space between the lower and middle inspar ribs is the
>> perfect volume.
>>
>> 4. Nothing disastrous will happen with the CG at 32%.
>>
>> So now I'm considering 2 options:
>>
>> Option 1: Move the battery forwards, add the water ballast tank (or
>> use a lot of ballast in the baggage bay). No problem ever with the
>> rear CG, but ballast is a must if flying solo, to keep behind 15%.
>>
>> Option 2: Leave the battery where it is. Accept CG back to 32%. Never
>> need to use ballast.
>>
>> I would appreciate any feedback from those who are flying regularly
>> near gross with passengers or who have the experience from flight
>> testing. Does the plane really fly OK with a CG location slightly
>> rear
>> of limits?
>>
>> Also, if anyone can help me find the summary weight and balance table
>> of all the finished -10's I would be grateful. The rvproject link
>> mentioned in some messages on the forum doesn't seem to work when I
>> try.
>>
>> Fly safe!
>>
>> Gordon Anderson
>>
>> Switzerland
>>
>> VS primed (DuPont 825R/XB383 ;-) )
>>
>> *
>>
>>
>> *
>
>
> ________________________________ Message 12
> ____________________________________
>
>
> Time: 04:06:32 PM PST US
> From: "Rene" <rene@felker.com>
> Subject: RE: RV10-List: Water ballast tank
>
> I have an AFT CG (empty) and will be ADDING a battery to the fire
> wall in
> order to provide more backup power and move the CG forward. I also
> tested
> the airplane with the CG outside the aft CG limit and did not find any
> problems. I loaded the airplane up to gross weight (2800) for me,
> using
> nominal (for me) pilot and Co-pilot weights, loaded some weight in
> the
> baggage compartment and then filled up the back seats. Until I got
> to 2785
> (if I remember right). That put the CG outside the envelope and
> became
> worse as fuel burned off. I tested the airplane in that config,
> again no
> handling problems. I did get a better break in the stalls, but that
> is
> normal as the CG moves aft. I also did my service ceiling testing
> in that
> config. (20,100).
>
>
> I also flew the Vans Demonstrator for my transition training...
>
>
> I am with Tim, you are way early in the process to be thinking about a
> permanent mod. I think you are taking the right step first by asking
> the
> flyers...
>
>
> In my early days on the list, the concern was about the forward
> CG...so I
> made some decisions during my build to move the CG aft..ELT
> location...O2
> location..Strobe Power supply...bigger battery. things I would do a
> little
> different if I built another RV-10.
>
>
> I like the way the airplane handles with the CG in the aft 25% of the
> envelope, BUT I think it handles great on the very front of the
> forward CG
> (Vans Demo). Everything you add (except oil) when flying is aft of
> the
> forward CG limit. And, you can always add temp ballast to the baggage
> compartment if you want to move the CG back.
>
>
> Just my opinion...
>
>
> So...for this annual (my second one), I am putting a 680 on the
> firewall
> along with an additional contactor, mounting box, etc I will be
> adding 17
> lbs or so. I am also putting in the Safety Trim system and an
> avionics
> cooling fan (for DVD player...quits during summer after running for
> 2 hours
> or more). Along with a little more interior work, I am hoping I
> will move
> the CG forward a little. As long as the 680 works well for the next
> year, I
> will then replace the 925 I have in back with a 680.
>
>
> If all of that does not move my CG forward enough, I will move the
> ELT up
> next. A little extra weight in the tail can really move the CG Aft...
>
>
> Rene'
>
> 801-721-6080
>
>
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Gordon
> Anderson
> Sent: Sunday, February 28, 2010 1:45 PM
> Subject: RV10-List: Water ballast tank
>
>
> Folks,
>
>
> I'm about to start riveting the VS and want to put my mind to rest
> about W&B
> issues before doing so. My concern is trying to optimize the W&B so
> that the
> use of ballast, if at all required, is as easy (and light) as
> possible.
>
>
> I anticipate running into a rear CG problem with 4 passengers and
> baggage.
> I'm assuming some moderate soundproofing and interior (circa 20lbs)
> and the
> MT 3-blade prop, which both move CG rearwards. My "solution" is to
> move the
> battery forwards to the firewall. This avoids having a rear CG
> problem in
> all practical circumstances, reduces cable weight and voltage drop
> during
> starting, but increases the issue with the inadequate elevator trim
> when
> flying solo or dual. To solve that, I proposed putting a water
> ballast
> tank near the tail, instead of using the traditional shot bags used
> by Van's
> in the demonstrator. This minimizes the weight required, and would
> allow
> dumping and refilling the ballast anywhere, anytime.
>
>
> Vans have helped me in so much as confirming the following:
>
>
> 1. If loaded with a CG at front limit of 15% (ie. solo, no
> ballast), the
> plane can be landed OK with half flaps or a touch of power in the
> flare.
>
>
> 2. A comfortable CG location for landing is around 18% or rearward.
>
>
> 3. Structurally, putting a water ballast tank in the tail is
> "probably OK".
> The VS appeared to be the preferred location rather than the rear
> fuselage.
> The space between the lower and middle inspar ribs is the perfect
> volume.
>
>
> 4. Nothing disastrous will happen with the CG at 32%.
>
>
> So now I'm considering 2 options:
>
>
> Option 1: Move the battery forwards, add the water ballast tank (or
> use a
> lot of ballast in the baggage bay). No problem ever with the rear
> CG, but
> ballast is a must if flying solo, to keep behind 15%.
>
>
> Option 2: Leave the battery where it is. Accept CG back to 32%.
> Never need
> to use ballast.
>
>
> I would appreciate any feedback from those who are flying regularly
> near
> gross with passengers or who have the experience from flight
> testing. Does
> the plane really fly OK with a CG location slightly rear of limits?
>
>
> Also, if anyone can help me find the summary weight and balance
> table of all
> the finished -10's I would be grateful. The rvproject link mentioned
> in some
> messages on the forum doesn't seem to work when I try.
>
>
> Fly safe!
>
> Gordon Anderson
>
> Switzerland
>
> VS primed (DuPont 825R/XB383 ;-) )
>
>
> ________________________________ Message 13
> ____________________________________
>
>
> Time: 04:25:24 PM PST US
> From: "Alan Mekler" <amekler@metrocast.net>
> Subject: RV10-List: does any one have a flight profile i can use on fltplan.com
> ?
>
> Does anyone have a flight profile for the Rv-10 that I can use on
> fltplan.com?
>
>
> Thanks,
>
> Alan
>
>
> ________________________________ Message 14
> ____________________________________
>
>
> Time: 07:14:30 PM PST US
> Subject: RV10-List: Re: OT & Cross Post - reflections on the
> transition from analog
> From: "cjay" <cgfinney@yahoo.com>
>
>
> I don't see where you draw the conclusion that gps is more capable
> and reliable.
> It is true the scenario revealed a flaw in the receive equipment
> when the ILS
> transmitter system had malfunctioned, and it is true that digital
> systems can
> achieve better error control, but two points - first ILS systems are
> extremely
> reliable and very few accidents can be accredited to ILS error when
> the equipment
> is maintained and operating correctly. Second, gps can malfunction
> too,
> one example is gps signals are very susceptible to interference
> signals. This
> happens much more than the kind of example shown in the ILS incident.
>
> cjay
>
>
> MauleDriver(at)nc.rr.com wrote:
>>
>> Anyway, this had me reflecting on how much more capable and reliable
>> digital based navigation (GPS) might be compared to analog based
>> systems. In the above example, everything in the aircraft worked as
>> designed. Procedures were for the most part, followed and executed.
>> The automated navigation systems of the aircraft were prepared to
>> fly it
>> into the ground. The collective brain of the 3 pilots (NZ
>> designation)
>> was the only thing that saved a crash. Is a WAAS based overlay of
>> the
>> approach susceptible to a similiar sort of failure?
>>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=288684#288684
>
>
> ________________________________ Message 15
> ____________________________________
>
>
> Time: 07:17:34 PM PST US
> From: "Seano" <sean@braunandco.com>
> Subject: Re: RV10-List: Re: OT & Cross Post - reflections on the
> transition from
> analog
>
>
> At least GPS has RAIM and will let you know when it is not
> reccieving good
> info.
>
> ----- Original Message -----
> From: "cjay" <cgfinney@yahoo.com>
> Sent: Sunday, February 28, 2010 8:13 PM
> Subject: RV10-List: Re: OT & Cross Post - reflections on the
> transition from
> analog
>
>
>>
>> I don't see where you draw the conclusion that gps is more capable
>> and
>> reliable. It is true the scenario revealed a flaw in the receive
>> equipment when the ILS transmitter system had malfunctioned, and it
>> is
>> true that digital systems can achieve better error control, but two
>> points - first ILS systems are extremely reliable and very few
>> accidents
>> can be accredited to ILS error when the equipment is maintained and
>> operating correctly. Second, gps can malfunction too, one example
>> is gps
>> signals are very susceptible to interference signals. This happens
>> much
>> more than the kind of example shown in the ILS incident.
>>
>> cjay
>>
>>
>> MauleDriver(at)nc.rr.com wrote:
>>>
>>> Anyway, this had me reflecting on how much more capable and reliable
>>> digital based navigation (GPS) might be compared to analog based
>>> systems. In the above example, everything in the aircraft worked as
>>> designed. Procedures were for the most part, followed and executed.
>>> The automated navigation systems of the aircraft were prepared to
>>> fly it
>>> into the ground. The collective brain of the 3 pilots (NZ
>>> designation)
>>> was the only thing that saved a crash. Is a WAAS based overlay of
>>> the
>>> approach susceptible to a similiar sort of failure?
>>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=288684#288684
>>
>>
>>
>
>
> ________________________________ Message 16
> ____________________________________
>
>
> Time: 07:36:52 PM PST US
> Subject: RV10-List: Ideas for external power access panel
> From: "mouser" <mouser@mouser.org>
>
>
> I'm at the point in my tail cone where I need to build in some
> support structure
> for my external power receptacle, and I can't decide where to put
> it. Either
> it'll be facing forwards in the lower-left corner of the baggage
> bulkhead and
> externally accessible through the baggage door (a la Tim Olson's),
> or facing
> downwards on the bottom of the tail cone to the left of the battery
> and accessible
> through some sort of hinged, latched panel on the bottom of the plane.
>
>
> I know some people have installed theirs in the latter configuration
> (e.g. http://showplanes.com/images/curProject_002/
> DSC09797_800.jpg ), but I haven't been able to find any good images
> of how they managed the access door and latch. Can anyone comment
> on this?
>
> I like the idea of being able to access the external power
> receptacle without having
> to go through the baggage door in case the baggage compartment was
> filled
> with stuff or it was raining or something like that. But I'm not
> wed to the
> idea.
>
> Any advice would be appreciated.
>
> Thanks,
> -Mouser
>
> RV-10 #40988 (tail cone)
> http://mouser.org/projects/rv-10/
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=288687#288687
>
>
> ________________________________ Message 17
> ____________________________________
>
>
> Time: 07:54:09 PM PST US
> Subject: Re: RV10-List: Re: OT & Cross Post - reflections on the
> transition from
> analog
> From: Kelly McMullen <apilot2@gmail.com>
>
>
> Every ILS has a monitor for localizer and glideslope, and if they
> aren't functioning properly there will be a notam that the monitor is
> out of service and the component is unmonitored. If you lose RAIM on
> GPS you have no backup other than VHF equipment, assuming you aren't
> trying to use GPS as sole source of nav.
>
> On Sun, Feb 28, 2010 at 8:17 PM, Seano <sean@braunandco.com> wrote:
>>
>> At least GPS has RAIM and will let you know when it is not
>> reccieving good
>> info.
>>
>> ----- Original Message ----- From: "cjay" <cgfinney@yahoo.com>
>> To: <rv10-list@matronics.com>
>> Sent: Sunday, February 28, 2010 8:13 PM
>> Subject: RV10-List: Re: OT & Cross Post - reflections on the
>> transition from
>> analog
>>
>>
>>>
>>> I don't see where you draw the conclusion that gps is more capable
>>> and
>>> reliable. It is true the scenario revealed a flaw in the receive
>>> equipment
>>> when the ILS transmitter system had malfunctioned, and it is true
>>> that
>>> digital systems can achieve better error control, but two points -
>>> first ILS
>>> systems are extremely reliable and very few accidents can be
>>> accredited to
>>> ILS error when the equipment is maintained and operating
>>> correctly. Second,
>>> gps can malfunction too, one example is gps signals are very
>>> susceptible to
>>> interference signals. This happens much more than the kind of
>>> example shown
>>> in the ILS incident.
>>>
>>> cjay
>>>
>>>
>>> MauleDriver(at)nc.rr.com wrote:
>>>>
>>>> Anyway, this had me reflecting on how much more capable and
>>>> reliable
>>>> digital based navigation (GPS) might be compared to analog based
>>>> systems. In the above example, everything in the aircraft worked as
>>>> designed. Procedures were for the most part, followed and executed.
>>>> The automated navigation systems of the aircraft were prepared to
>>>> fly it
>>>> into the ground. The collective brain of the 3 pilots (NZ
>>>> designation)
>>>> was the only thing that saved a crash. Is a WAAS based overlay of
>>>> the
>>>> approach susceptible to a similiar sort of failure?
>>>>
>>>
>>>
>>>
>>>
>>>
>>> Read this topic online here:
>>>
>>> http://forums.matronics.com/viewtopic.php?p=288684#288684
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>
>
> ________________________________ Message 18
> ____________________________________
>
>
> Time: 07:58:32 PM PST US
> From: Linn Walters <pitts_pilot@bellsouth.net>
> Subject: Re: RV10-List: Ideas for external power access panel
>
>
> mouser wrote:
>>
>> I'm at the point in my tail cone where I need to build in some
>> support structure for my external power receptacle, and I can't
>> decide where to put it. Either it'll be facing forwards in the
>> lower-left corner of the baggage bulkhead and externally accessible
>> through the baggage door (a la Tim Olson's),
> This is where mine will go.
>> or facing downwards on
>> the bottom of the tail cone to the left of the battery and accessible
>> through some sort of hinged, latched panel on the bottom of the
>> plane.
> I'm not fond of this approach.
>>
>> I know some people have installed theirs in the latter configuration
>> (e.g. http://showplanes.com/images/curProject_002/DSC09797_800.jpg ),
>> but I haven't been able to find any good images of how they managed
>> the access door and latch. Can anyone comment on this?
> A door similar to the oil door/latch???
>>
>> I like the idea of being able to access the external power receptacle
>> without having to go through the baggage door in case the baggage
>> compartment was filled with stuff or it was raining or something like
>> that. But I'm not wed to the idea.
> Worst case scenario ..... it's raining and the baggage compartment is
> full.
> If it's in the baggage compartment, you stand under the FBO umbrella,
> move stuff that's in the way and plug in shore power.
> If it's on the belly you're on your hands and knees in the water
> trying
> to look up into the receptacle to get the plug in. And cussing
> yourself
> for putting it there.
> Just a thought.
> Linn
>>
>> Any advice would be appreciated.
>>
>> Thanks, -Mouser
>>
>> RV-10 #40988 (tail cone) http://mouser.org/projects/rv-10/
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=288687#288687
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> ________________________________ Message 19
> ____________________________________
>
>
> Time: 09:52:16 PM PST US
> From: davidsoutpost@comcast.net
> Subject: Re: RV10-List: Ideas for external power access panel
>
> I placed mine behind the baggage bulkhead panel and have a removable
> cover to gain
> access. I fabricated a small cover out of fiberglass that I molded
> to the
> corrugated bulkhead panel. I will either hinge it at the top with a
> latch or just
> use velcro to hold it in place. I want the bulkhead sealed up as
> best as I
> can to prevent air leaks into the cabin. I thought about putting it
> in an area
> with an outside door, but elected to put it inside just because.
>
> David Clifford
>
> RV-10 In Progress
> Empennage Done
> Engine Overhauled & Pickled
> Closing up The Wings
>
> ----- Original Message -----
> From: "mouser" <mouser@mouser.org>
> Sent: Sunday, February 28, 2010 10:36:26 PM GMT -05:00 US/Canada
> Eastern
> Subject: RV10-List: Ideas for external power access panel
>
>
> I'm at the point in my tail cone where I need to build in some
> support structure
> for my external power receptacle, and I can't decide where to put
> it. Either
> it'll be facing forwards in the lower-left corner of the baggage
> bulkhead and
> externally accessible through the baggage door (a la Tim Olson's),
> or facing
> downwards on the bottom of the tail cone to the left of the battery
> and accessible
> through some sort of hinged, latched panel on the bottom of the plane.
>
> I know some people have installed theirs in the latter configuration
> (e.g. http://showplanes.com/images/curProject_002/
> DSC09797_800.jpg ), but I haven't been able to find any good images
> of how they managed the access door and latch. Can anyone comment on
> this?
>
> I like the idea of being able to access the external power
> receptacle without having
> to go through the baggage door in case the baggage compartment was
> filled
> with stuff or it was raining or something like that. But I'm not wed
> to the
> idea.
>
> Any advice would be appreciated.
>
> Thanks,
> -Mouser
>
> RV-10 #40988 (tail cone)
> http://mouser.org/projects/rv-10/
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=288687#288687
>
>
Message 3
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| Subject: | Re: Ideas for external power access panel |
I bought a used 3prong receptacle and put it on the outside facing
down as in option 2. I have use it twice and a helping person
connected my 3 prong adapter to the outlet and hooked it to his car
battery for an easy start. He then closed the hinged door and fastened
it shut , returning to me my screwdriver . I would not chang the
location . It seems best to me. Robert
Sent from my iPhone
Robert E. Brunkenhoefer
Brunkenhoefer Law Firm, P.C.
606 N. Carancahua Street
Suite 1200
Corpus Christi, Texas 78476
Phone: 361-888-8808
Facsimile: 361-888-6753
robert@brunklaw.com
On Feb 28, 2010, at 9:57 PM, Linn Walters <pitts_pilot@bellsouth.net>
wrote:
> >
>
> mouser wrote:
>> I'm at the point in my tail cone where I need to build in some
>> support structure for my external power receptacle, and I can't
>> decide where to put it. Either it'll be facing forwards in the
>> lower-left corner of the baggage bulkhead and externally accessible
>> through the baggage door (a la Tim Olson's),
> This is where mine will go.
>> or facing downwards on
>> the bottom of the tail cone to the left of the battery and accessible
>> through some sort of hinged, latched panel on the bottom of the
>> plane.
> I'm not fond of this approach.
>> I know some people have installed theirs in the latter configuration
>> (e.g. http://showplanes.com/images/curProject_002/DSC09797_800.jpg ),
>> but I haven't been able to find any good images of how they managed
>> the access door and latch. Can anyone comment on this?
> A door similar to the oil door/latch???
>> I like the idea of being able to access the external power receptacle
>> without having to go through the baggage door in case the baggage
>> compartment was filled with stuff or it was raining or something like
>> that. But I'm not wed to the idea.
> Worst case scenario ..... it's raining and the baggage compartment
> is full.
> If it's in the baggage compartment, you stand under the FBO
> umbrella, move stuff that's in the way and plug in shore power.
> If it's on the belly you're on your hands and knees in the water
> trying to look up into the receptacle to get the plug in. And
> cussing yourself for putting it there.
> Just a thought.
> Linn
>> Any advice would be appreciated.
>> Thanks, -Mouser
>> RV-10 #40988 (tail cone) http://mouser.org/projects/rv-10/
>> Read this topic online here:
>> http://forums.matronics.com/viewtopic.php?p=288687#288687
>
>
Message 4
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| Subject: | Re: Ideas for external power access panel |
I mounted an AN2552-3A power receptacle ($69 from Spruce) on the belly on the
starboard side of the battery. Door on bottom. Sorry for the out of focus photo
of the door, someday I'll take a better one.
John
--------
#40572 QB. Engine on, wing attach coming soon. Panel delivery soon.
N711JG reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=288724#288724
Attachments:
http://forums.matronics.com//files/dscn1471_829.jpg
http://forums.matronics.com//files/dscn1473_103.jpg
Message 5
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| Subject: | Re: OT & Cross Post - reflections on the transition from |
analog
I think part of the perversity of this incident is that the installation
was officially 'unmonitored' at the time which I think means that no
person is available to monitor the monitor and therefore issue the NOTAM
that hopefully gets to you before you get to the approach. Then the
fact that this particular type of failure still transmits a carrier and
therefore didn't flag the glideslope indicator created the situation
that this NZ airliner encountered. Then the .05G pushover 'feature' of
the FMS. Fascinating.
I'm not up on the WAAS based technology but I think a WAAS-based
appoach is what you would compare this to - does RAIM apply to WAAS
precision approaches?
Bill
do not archive
Kelly McMullen wrote:
>
> Every ILS has a monitor for localizer and glideslope, and if they
> aren't functioning properly there will be a notam that the monitor is
> out of service and the component is unmonitored. If you lose RAIM on
> GPS you have no backup other than VHF equipment, assuming you aren't
> trying to use GPS as sole source of nav.
>
>
Message 6
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| Subject: | Re: OT & Cross Post - reflections on the transition from |
analog
ILSs are setup either monitored in a full time tower, or they are
setup for the "monitor", a far field receiver to shut down the
component if it goes out of tolerance or has any other alarm. So
unmonitored should be rather rare. No different than a VOR..either FSS
monitors or it is automatic.
On Mon, Mar 1, 2010 at 7:36 AM, Bill Mauledriver Watson
<MauleDriver@nc.rr.com> wrote:
> <MauleDriver@nc.rr.com>
>
> I think part of the perversity of this incident is that the installation was
> officially 'unmonitored' at the time which I think means that no person is
> available to monitor the monitor and therefore issue the NOTAM that
> hopefully gets to you before you get to the approach. Then the fact that
> this particular type of failure still transmits a carrier and therefore
> didn't flag the glideslope indicator created the situation that this NZ
> airliner encountered. Then the .05G pushover 'feature' of the FMS.
> Fascinating.
>
> I'm not up on the WAAS based technology but I think a WAAS-based appoach is
> what you would compare this to - does RAIM apply to WAAS precision
> approaches?
> Bill
> do not archive
>
> Kelly McMullen wrote:
>>
>>
>> Every ILS has a monitor for localizer and glideslope, and if they
>> aren't functioning properly there will be a notam that the monitor is
>> out of service and the component is unmonitored. If you lose RAIM on
>> GPS you have no backup other than VHF equipment, assuming you aren't
>> trying to use GPS as sole source of nav.
>>
>>
>
>
Message 7
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| Subject: | Re: OT & Cross Post - reflections on the transition from |
analog
That's part of what makes this particular incident so fascinating... the
rare instance I guess but it came close to taking out an airliner. Very
close. Watch the account if you haven't already.
Kelly McMullen wrote:
>
> ILSs are setup either monitored in a full time tower, or they are
> setup for the "monitor", a far field receiver to shut down the
> component if it goes out of tolerance or has any other alarm. So
> unmonitored should be rather rare. No different than a VOR..either FSS
> monitors or it is automatic.
>
> On Mon, Mar 1, 2010 at 7:36 AM, Bill Mauledriver Watson
> <MauleDriver@nc.rr.com> wrote:
>
>> <MauleDriver@nc.rr.com>
>>
>> I think part of the perversity of this incident is that the installation was
>> officially 'unmonitored' at the time which I think means that no person is
>> available to monitor the monitor and therefore issue the NOTAM that
>> hopefully gets to you before you get to the approach. Then the fact that
>> this particular type of failure still transmits a carrier and therefore
>> didn't flag the glideslope indicator created the situation that this NZ
>> airliner encountered. Then the .05G pushover 'feature' of the FMS.
>> Fascinating.
>>
>> I'm not up on the WAAS based technology but I think a WAAS-based appoach is
>> what you would compare this to - does RAIM apply to WAAS precision
>> approaches?
>> Bill
>> do not archive
>>
>> Kelly McMullen wrote:
>>
>>>
>>> Every ILS has a monitor for localizer and glideslope, and if they
>>> aren't functioning properly there will be a notam that the monitor is
>>> out of service and the component is unmonitored. If you lose RAIM on
>>> GPS you have no backup other than VHF equipment, assuming you aren't
>>> trying to use GPS as sole source of nav.
>>>
>>>
>>>
Message 8
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| Subject: | Orlando area hangar recommendations |
Hi All,
I've got to leave my RV-10 down in Orlando, Fl area from Mar 13-21st.
Anyone have recommendations for a friendly/secure hangar somewhere in that
area?
Thanks,
Perry Casson C-FMHP
Regina, Canada
Message 9
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| Subject: | Re: Orlando area hangar recommendations |
You can leave it at x-35, but you'll need to leave the keys so we can
keep it "warmed up" for you. Actually, you can call the airport
manager & leave it in the county hangar very cheap if they have
space. Phone number is on airnav or aopa. We're about 90 minutes
drive from Orlando. I don't have any hangar experience closer to
Orlando.
Jesse Saint
Saint Aviation
jesse@saintaviation.com
352-427-0285
Sent from my iPhone
On Mar 1, 2010, at 8:38 PM, Perry Casson <pcasson@sasktel.net> wrote:
> Hi All,
>
>
> Ive got to leave my RV-10 down in Orlando, Fl area from Mar 13-21st
> . Anyone have recommendations for a friendly/secure hangar somewher
> e in that area?
>
>
> Thanks,
>
>
> Perry Casson C-FMHP
>
> Regina, Canada
Message 10
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| Subject: | Re: Orlando area hangar recommendations |
I would try X04
do not archive
Ben Haas
N801BH
www.haaspowerair.com
---------- Original Message ----------
From: Perry Casson <pcasson@sasktel.net>
Subject: RV10-List: Orlando area hangar recommendations
Hi All,<?xml:namespace prefix = o ns = "urn:schemas-microsoft-com:of
fice:office" />
I=92ve got to leave my RV-10 down in Orlando, Fl area from Mar 13-21st.
Anyone have recommendations for a friendly/secure hangar somewhere in t
hat area?
Thanks,
Perry Casson C-FMHP
Regina, Canada
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Message 11
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| Subject: | Official RV10-List FAQ (Frequently Asked Questions) |
Dear Listers,
Please read over the RV10-List Frequently Asked Questions (FAQ) below. The
complete RV10-List FAQ including the Usage Guidelines can be found at the
following URL:
http://www.matronics.com/FAQs/RV10-List.FAQ.html
Thank you,
Matt Dralle
Matronics Email List Administrator
[ Note: This FAQ was designed to be displayed with a fixed width font such as
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Microsoft has a really awesome utility available for free that allows
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Look for the link "Image Resizer"
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Download Via FTP
----------------
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Download Via Web
----------------
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!! ==> Please including the following information with each submission:
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Following the availability of the new Photoshare, an email message will be
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If you enjoy and value the List, won't you make a Contribution today to
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Matt Dralle
Email List Administrator
******************************************************************************
RV10-List Usage Guidelines
******************************************************************************
The following details the official Usage Guidelines for the RV10-List.
You are encouraged to read it carefully, and to abide by the rules therein.
Failure to use the RV10-List in the manner described below may result
in the removal of the subscribers from the List.
RV10-List Policy Statement
The purpose of the RV10-List is to provide a forum of discussion for
things related to this particular discussion group. The List's goals
are to serve as an information resource to its members; to deliver
high-quality content; to provide moral support; to foster camaraderie
among its members; and to support safe operation. Reaching these goals
requires the participation and cooperation of each and every member of
the List. To this end, the following guidelines have been established:
- Please keep all posts related to the List at some level. Do not submit
posts concerning computer viruses, urban legends, random humor, long
lost buddies' phone numbers, etc. etc.
- THINK carefully before you write. Ask yourself if your post will be
relevant to everyone. If you have to wonder about that, DON'T send it.
- Remember that your post will be included for posterity in an archive
that is growing in size at an extraordinary rate. Try to be concise and
terse in your posts. Avoid overly wordy and lengthy posts and
responses.
- Keep your signature brief. Please include your name, email address,
aircraft type/tail number, and geographic location. A short line
about where you are in the building process is also nice. Avoid
bulky signatures with character graphics; they consume unnecessary
space in the archive.
- DON'T post requests to the List for information when that info is
easily obtainable from other widely available sources. Consult the
web page or FAQ first.
- If you want to respond to a post, DO keep the "Subject:" line of
your response the same as that of the original post. This makes it
easy to find threads in the archive.
- When responding, NEVER quote the *entire* original post in your
response. DO use lines from the original post to help "tune in" the
reader to the topic at hand, but be selective. The impact that
quoting the entire original post has on the size of the archive
can not be overstated!
- When the poster asks you to respond to him/her personally, DO NOT
then go ahead and reply to the List. Be aware that clicking the
"reply" button on your mail package does not necessarily send your
response to the original poster. You might have to actively address
your response with the original poster's email address.
- DO NOT use the List to respond to a post unless you have something
to add that is relevant and has a broad appeal. "Way to go!", "I
agree", and "Congratulations" are all responses that are better sent
to the original poster directly, rather than to the List at large.
- When responding to others' posts, avoid the feeling that you need to
comment on every last point in their posts, unless you can truly
contribute something valuable.
- Feel free to disagree with other viewpoints, BUT keep your tone
polite and respectful. Don't make snide comments, personally attack
other listers, or take the moral high ground on an obviously
controversial issue. This will only cause a pointless debate that
will hurt feelings, waste bandwidth and resolve nothing.
- Occasional posts by vendors or individuals who are regularly
subscribed to a given List are considered acceptable. Posts by
List members promoting their respective products or items for sale
should be of a friendly, informal nature, and should not resemble
a typical SPAM message. The List isn't about commercialism, but
is about sharing information and knowledge. This applies to
everyone, including those who provide products to the entire
community. Informal presentation and moderation should be the
operatives with respect to advertising on the Lists.
-------
[This is an automated posting.]
do not archive
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| Subject: | Official RV10-List Usage Guidelines |
Dear Listers,
Please read over the RV10-List Usage Guidelines below. The complete
RV10-List FAQ including these Usage Guidelines can be found at the
following URL:
http://www.matronics.com/FAQs/RV10-List.FAQ.html
Thank you,
Matt Dralle
Matronics Email List Administrator
******************************************************************************
RV10-List Usage Guidelines
******************************************************************************
The following details the official Usage Guidelines for the RV10-List.
You are encouraged to read it carefully, and to abide by the rules therein.
Failure to use the RV10-List in the manner described below may result
in the removal of the subscribers from the List.
RV10-List Policy Statement
The purpose of the RV10-List is to provide a forum of discussion for
things related to this particular discussion group. The List's goals
are to serve as an information resource to its members; to deliver
high-quality content; to provide moral support; to foster camaraderie
among its members; and to support safe operation. Reaching these goals
requires the participation and cooperation of each and every member of
the List. To this end, the following guidelines have been established:
- Please keep all posts related to the List at some level. Do not submit
posts concerning computer viruses, urban legends, random humor, long
lost buddies' phone numbers, etc. etc.
- THINK carefully before you write. Ask yourself if your post will be
relevant to everyone. If you have to wonder about that, DON'T send it.
- Remember that your post will be included for posterity in an archive
that is growing in size at an extraordinary rate. Try to be concise and
terse in your posts. Avoid overly wordy and lengthy posts and
responses.
- Keep your signature brief. Please include your name, email address,
aircraft type/tail number, and geographic location. A short line
about where you are in the building process is also nice. Avoid
bulky signatures with character graphics; they consume unnecessary
space in the archive.
- DON'T post requests to the List for information when that info is
easily obtainable from other widely available sources. Consult the
web page or FAQ first.
- If you want to respond to a post, DO keep the "Subject:" line of
your response the same as that of the original post. This makes it
easy to find threads in the archive.
- When responding, NEVER quote the *entire* original post in your
response. DO use lines from the original post to help "tune in" the
reader to the topic at hand, but be selective. The impact that
quoting the entire original post has on the size of the archive
can not be overstated!
- When the poster asks you to respond to him/her personally, DO NOT
then go ahead and reply to the List. Be aware that clicking the
"reply" button on your mail package does not necessarily send your
response to the original poster. You might have to actively address
your response with the original poster's email address.
- DO NOT use the List to respond to a post unless you have something
to add that is relevant and has a broad appeal. "Way to go!", "I
agree", and "Congratulations" are all responses that are better sent
to the original poster directly, rather than to the List at large.
- When responding to others' posts, avoid the feeling that you need to
comment on every last point in their posts, unless you can truly
contribute something valuable.
- Feel free to disagree with other viewpoints, BUT keep your tone
polite and respectful. Don't make snide comments, personally attack
other listers, or take the moral high ground on an obviously
controversial issue. This will only cause a pointless debate that
will hurt feelings, waste bandwidth and resolve nothing.
- Occasional posts by vendors or individuals who are regularly
subscribed to a given List are considered acceptable. Posts by
List members promoting their respective products or items for sale
should be of a friendly, informal nature, and should not resemble
a typical SPAM message. The List isn't about commercialism, but
is about sharing information and knowledge. This applies to
everyone, including those who provide products to the entire
community. Informal presentation and moderation should be the
operatives with respect to advertising on the Lists.
-------
[This is an automated posting.]
do not archive
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