Today's Message Index:
----------------------
1. 12:37 AM - Re: Lower cowling slot (John Dunne)
2. 03:25 AM - Re: Lower cowling slot (Albert Gardner)
3. 09:35 AM - Re: Lower cowling slot (Bruce Johnson)
4. 09:48 AM - iPad mount (Miller John)
5. 12:32 PM - lower cowl attach alternatives (woxofswa)
6. 01:39 PM - Re: lower cowl attach alternatives (Dave Saylor)
7. 01:39 PM - Re: Lower cowling slot (Kelly McMullen)
8. 02:41 PM - Re: Lower cowling slot (Bruce Johnson)
9. 03:00 PM - Re: Lower cowling slot (Kelly McMullen)
10. 05:53 PM - Full control movement? (Dick & Vicki Sipp)
11. 05:56 PM - Re: lower cowl attach alternatives (Strasnuts)
12. 06:36 PM - Re: Full control movement? (Rene)
13. 07:23 PM - Re: [Bulk] Re: lower cowl attach alternatives (Linn Walters)
14. 07:23 PM - Re: Full control movement? (Linn Walters)
15. 07:29 PM - Re: Full control movement? (g.combs)
16. 07:48 PM - Re: [Bulk] Re: lower cowl attach alternatives (Tim Olson)
17. 08:36 PM - Re: [Bulk] Re: [Bulk] Re: lower cowl attach alternatives (Linn Walters)
18. 09:41 PM - Re: [Bulk] Re: lower cowl attach alternatives (Bill Mauledriver Watson)
Message 1
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| Subject: | Lower cowling slot |
I extended the slot forward to enable easier removal of the 3 blade prop as
others have done. I haven't made a cover for this area but it doesn't seem
to have made any real difference to the oil temps in any case.
My oil temps now average 206 deg F at 5000' OAT 50F
Initial running was around 215-216 deg F
I was told everything will eventually stabilise and don't be too concerned
about the high oil temps, but I'm not real comfortable with the temps
creeping up there.
A suggestion was put to me to install small ramp style wedges in front of
the stock louvers in order to drag the hot air out and away from the lower
cowl. Anybody had any experience with this?
John 40315
Phase 1 Fly off
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Strasnuts
Sent: Tuesday, 14 September 2010 3:50 AM
Subject: RV10-List: Lower cowling slot
I would like to make a removable plate on the lower cowling to make it
easier to put on and take off. I was wondering if it's worth it for those
of you who have done it and if I should close the gap to the front gear leg
or leave the same amount of space for cooling. Was this space used for the
equation for cooling? Any pics out there for reference?
Thanks
--------
Cust. #40936
RV-10 SB Fuselage
N801VR reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=312297#312297
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Message 2
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| Subject: | Lower cowling slot |
I fought high oil temps and installed a second oil cooler on the right side.
Final part of the solution was cowl flaps as these pics show. Before I put
the non-adjustable flaps in I had louvers in those locations but they didn't
do enough. Still have to be careful of extended ground operation in 100+
days though.
Albert Gardner
N991RV
Yuma, AZ
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of John Dunne
Sent: Wednesday, September 15, 2010 12:31 AM
Subject: RE: RV10-List: Lower cowling slot
I extended the slot forward to enable easier removal of the 3 blade prop as
others have done. I haven't made a cover for this area but it doesn't seem
to have made any real difference to the oil temps in any case.
My oil temps now average 206 deg F at 5000' OAT 50F
Initial running was around 215-216 deg F
I was told everything will eventually stabilise and don't be too concerned
about the high oil temps, but I'm not real comfortable with the temps
creeping up there.
A suggestion was put to me to install small ramp style wedges in front of
the stock louvers in order to drag the hot air out and away from the lower
cowl. Anybody had any experience with this?
John 40315
Phase 1 Fly off
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Strasnuts
Sent: Tuesday, 14 September 2010 3:50 AM
Subject: RV10-List: Lower cowling slot
I would like to make a removable plate on the lower cowling to make it
easier to put on and take off. I was wondering if it's worth it for those
of you who have done it and if I should close the gap to the front gear leg
or leave the same amount of space for cooling. Was this space used for the
equation for cooling? Any pics out there for reference?
Thanks
--------
Cust. #40936
RV-10 SB Fuselage
N801VR reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=312297#312297
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Message 3
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| Subject: | Re: Lower cowling slot |
Im just starting to fly also with one under my belt and my temps were alitt
le =0Ahigher than I wanted also. I installed two oil cooler's in hopes of a
voiding =0Athis issue as Deem's had warned me about it. I'm going to put so
me hours on her =0Aand see what shakes out. It went up to about 220 on clim
b out and leveled off =0Aarounf 205 at about 25MAp And 2500 RPM. It started
to climb if I leaned any. Let =0Ame know if you come up with anything.=0A
=0ABruce 151BJ-=0A=0A=0A=0A=0A________________________________=0AFrom: Jo
hn Dunne <acs@acspropeller.com.au>=0ATo: rv10-list@matronics.com=0ASent: We
d, September 15, 2010 12:30:47 AM=0ASubject: RE: RV10-List: Lower cowling s
m.au>=0A=0AI extended the slot forward to enable easier removal of the 3 bl
ade prop as=0Aothers have done. I haven't made a cover for this area but it
doesn't seem=0Ato have made any real difference to the oil temps in any ca
se.=0AMy oil temps now average 206 deg F at 5000' OAT 50F=0AInitial running
was around 215-216 deg F=0AI was told everything will eventually stabilise
and don't be too concerned=0Aabout the high oil temps, but I'm not real co
mfortable with the temps=0Acreeping up there.=0AA suggestion was put to me
to install small ramp style wedges in front of=0Athe stock louvers in order
to drag the hot air out and away from the lower=0Acowl. Anybody had any ex
perience with this?=0A=0AJohn 40315=0APhase 1 Fly off=0A=0A=0A-----Original
Message-----=0AFrom: owner-rv10-list-server@matronics.com=0A[mailto:owner-
rv10-list-server@matronics.com] On Behalf Of Strasnuts=0ASent: Tuesday, 14
September 2010 3:50 AM=0ATo: rv10-list@matronics.com=0ASubject: RV10-List:
braunandco.com>=0A=0AI would like to make a removable plate on the lower co
wling to make it=0Aeasier to put on and take off.- I was wondering if it'
s worth it for those=0Aof you who have done it and if I should close the ga
p to the front gear leg=0Aor leave the same amount of space for cooling.-
Was this space used for the=0Aequation for cooling?- Any pics out there
for reference?=0A=0AThanks=0A=0A--------=0ACust. #40936=0ARV-10 SB Fuselage
=0AN801VR reserved=0A=0A=0A=0A=0ARead this topic online here:=0A=0Ahttp://f
orums.matronics.com/viewtopic.php?p=312297#312297=0A=0A=0A=0A=0A=0A=0A=0A
=0A=0A=0A=0A=0A=0A=0AE-mail message checked by Spyware Doctor (7.0.0.514)
=0ADatabase version: 6.15860=0Ahttp://www.pctools.com/en/spyware-doctor-ant
ivirus/=0A=0A=0A=0A=0A=0AE-mail message checked by Spyware Doctor (7.0.0.51
4)=0ADatabase version: 6.15870=0Ahttp://www.pctools.com/en/spyware-doctor-a
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Message 4
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Attached are 3 pictures of my iPad mount. I used a 6 inch Ram arm
with 1.5 inch balls. Mount is Ram as well.
Have flown with it in this position once and really like it using
SkyCharts Pro.
Wish I had the GPS version now!!!
The arm is quickly installed & removed using the big knob which allows
it all to come down from the upper mounting ball.
It does block my view of the GRT EIS though, but did not bother my
pilot passenger.
I did not want to mount it down low for 2 reasons. Too much head down/
up movement for IMC (leads to spatial disorientation) and I have my
halon extinguisher mounted on top of the tunnel with flex hose that
can be inserted into the tunnel quickly and discharged with one hand.
There is a small spring loaded door just aft of the extinguisher
(don't make fun of the velcro!).
grumpy
N184JM
Message 5
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| Subject: | lower cowl attach alternatives |
I've learned from reading that there seems to be agreement that the piano hinge
isn't strong enough for the two 6 inch attach points at the bottom of the cowl.
What is the generally accepted alternative? Screws/nutplates? Camlocks? Is there
such a thing as stronger hinge, perhaps stainless? Any advice or pix appreciated.
--------
Myron Nelson
Mesa, AZ
Emp completed, QB wings completed, legacy build fuse in progress
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=312546#312546
Message 6
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| Subject: | Re: lower cowl attach alternatives |
My hinges failed after about 100 hours. I installed extensions with 3
nutplates on each of the existing lower flanges. I used the original holes
from the hinge rivets.
After about 500 hours the plane developed a small crack in the lower skin
immediately aft of the extensions. We were able to get a doubler between
the firewall and the skin, and rivet it in place with blind rivets. We
couldn't get to the back of the skin without removing the pilot's floor
board (grimace here) or at least installing a nasty access panel.
At the same time, I replaced the flange extension with a 90 degree bracket
that also puts a few rivets "tail aft" into the firewall, under the floor,
to beef that up as well.
All this is on the left side. So far the right side looks OK.
I check on the cracked area regularly and it seems to be stable now (200
hours).
Early on, I also fabbed a new attach tab for the center of the outlet. The
original failed and was replaced by 2X the original thickness. That's been
working fine for quite a while.
Dave Saylor
AirCrafters
140 Aviation Way
Watsonville, CA 95076
831-722-9141 Shop
831-750-0284 Cell
On Wed, Sep 15, 2010 at 12:28 PM, woxofswa <woxof@aol.com> wrote:
>
> I've learned from reading that there seems to be agreement that the piano
> hinge isn't strong enough for the two 6 inch attach points at the bottom of
> the cowl.
>
> What is the generally accepted alternative? Screws/nutplates? Camlocks?
> Is there such a thing as stronger hinge, perhaps stainless? Any advice or
> pix appreciated.
>
> --------
> Myron Nelson
> Mesa, AZ
> Emp completed, QB wings completed, legacy build fuse in progress
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=312546#312546
>
>
Message 7
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| Subject: | Re: Lower cowling slot |
If the oil temp rises on leaning, you are leaning way too slowly.
During break-in you want to either be at least 100 ROP, or at least 50
LOP. 40-50 ROP will give hottest CHT and oil temps.
LOP fuel flow would be 13.1 for 75% power, so you could set for about
80% ROP and then lean directly to 13 gph and leave it there.
On Wed, Sep 15, 2010 at 9:29 AM, Bruce Johnson
<bruce1hwjohnson@yahoo.com> wrote:
> Im just starting to fly also with one under my belt and my temps were
> alittle higher than I wanted also. I installed two oil cooler's in hopes of
> avoiding this issue as Deem's had warned me about it. I'm going to put some
> hours on her and see what shakes out. It went up to about 220 on climb out
> and leveled off arounf 205 at about 25MAp And 2500 RPM. It started to climb
> if I leaned any. Let me know if you come up with anything.
>
> Bruce 151BJ
>
> ________________________________
> From: John Dunne <acs@acspropeller.com.au>
> To: rv10-list@matronics.com
> Sent: Wed, September 15, 2010 12:30:47 AM
> Subject: RE: RV10-List: Lower cowling slot
>
>
> I extended the slot forward to enable easier removal of the 3 blade prop as
> others have done. I haven't made a cover for this area but it doesn't seem
> to have made any real difference to the oil temps in any case.
> My oil temps now average 206 deg F at 5000' OAT 50F
> Initial running was around 215-216 deg F
> I was told everything will eventually stabilise and don't be too concerned
> about the high oil temps, but I'm not real comfortable with the temps
> creeping up there.
> A suggestion was put to me to install small ramp style wedges in front of
> the stock louvers in order to drag the hot air out and away from the lower
> cowl. Anybody had any experience with this?
>
> John 40315
> Phase 1 Fly off
>
>
> -----Original Message-----
> From: owner-rv10-list-server@matronics.com
> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Strasnuts
> Sent: Tuesday, 14 September 2010 3:50 AM
> To: rv10-list@matronics.com
> Subject: RV10-List: Lower cowling slot
>
>
> I would like to make a removable plate on the lower cowling to make it
> easier to put on and take off. I was wondering if it's worth it for those
> of you who have done it and if I should close the gap to the front gear leg
> or leave the same amount of space for cooling. Was this space used for the
> equation for cooling? Any pics out there for reference?
>
> Thanks
>
> --------
> Cust. #40936
> RV-10 SB Fuselage
> N801VR reserved
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=312297#312297
>
>
> E-mail message checked by Spyware Doctor (7.0.0.514)
> Database version: 6.15860
> http://www.pctools.com/en/spyware-doctor-antivirus/
>
>
> E-mail message checked by Spyware Doctor (7.0.0.514)
> Database version: 6.15870
> http://www.pctools.com/en=======================
>
>
Message 8
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| Subject: | Re: Lower cowling slot |
Thanks, Deems suggested I fly it 25,map and 2500 RPM for the first few and
not =0Ato spare the gas, at least until it stops using oil. I'll find out w
here it =0Aleans and run it 200' rich.=0A=0A=0A=0A=0A______________________
__________=0AFrom: Kelly McMullen <apilot2@gmail.com>=0ATo: rv10-list@matro
nics.com=0ASent: Wed, September 15, 2010 1:25:50 PM=0ASubject: Re: RV10-Lis
<apilot2@gmail.com>=0A=0AIf the oil temp rises on leaning, you are leaning
way too slowly.=0ADuring break-in you want to either be at least 100 ROP, o
r at least 50=0ALOP.- 40-50 ROP will give hottest CHT and oil temps.=0ALO
P fuel flow would be 13.1 for 75% power, so you could set for about=0A80% R
OP and then lean directly to 13 gph and leave it there.=0A=0AOn Wed, Sep 15
, 2010 at 9:29 AM, Bruce Johnson=0A<bruce1hwjohnson@yahoo.com> wrote:=0A> I
m just starting to fly also with one under my belt and my temps were=0A> al
ittle higher than I wanted also. I installed two oil cooler's in hopes of
=0A> avoiding this issue as Deem's had warned me about it. I'm going to put
some=0A> hours on her and see what shakes out. It went up to about 220 on
climb out=0A> and leveled off arounf 205 at about 25MAp And 2500 RPM. It st
arted to climb=0A> if I leaned any. Let me know if you come up with anythin
g.=0A>=0A> Bruce 151BJ=0A>=0A> ________________________________=0A> From: J
ohn Dunne <acs@acspropeller.com.au>=0A> To: rv10-list@matronics.com=0A> Sen
t: Wed, September 15, 2010 12:30:47 AM=0A> Subject: RE: RV10-List: Lower co
opeller.com.au>=0A>=0A> I extended the slot forward to enable easier remova
l of the 3 blade prop as=0A> others have done. I haven't made a cover for t
his area but it doesn't seem=0A> to have made any real difference to the oi
l temps in any case.=0A> My oil temps now average 206 deg F at 5000' OAT 50
F=0A> Initial running was around 215-216 deg F=0A> I was told everything wi
ll eventually stabilise and don't be too concerned=0A> about the high oil t
emps, but I'm not real comfortable with the temps=0A> creeping up there.=0A
> A suggestion was put to me to install small ramp style wedges in front of
=0A> the stock louvers in order to drag the hot air out and away from the l
ower=0A> cowl. Anybody had any experience with this?=0A>=0A> John 40315=0A>
Phase 1 Fly off=0A>=0A>=0A> -----Original Message-----=0A> From: owner-rv1
0-list-server@matronics.com=0A> [mailto:owner-rv10-list-server@matronics.co
m] On Behalf Of Strasnuts=0A> Sent: Tuesday, 14 September 2010 3:50 AM=0A>
=0A> I would like to make a removable plate on the lower cowling to make it
=0A> easier to put on and take off.- I was wondering if it's worth it for
those=0A> of you who have done it and if I should close the gap to the fro
nt gear leg=0A> or leave the same amount of space for cooling.- Was this
space used for the=0A> equation for cooling?- Any pics out there for refe
rence?=0A>=0A> Thanks=0A>=0A> --------=0A> Cust. #40936=0A> RV-10 SB Fusela
ge=0A> N801VR reserved=0A>=0A>=0A>=0A>=0A> Read this topic online here:=0A>
=0A> http://forums.matronics.com/viewtopic.php?p=312297#312297=0A>=0A>=0A
>=0A>=0A>=0A>=0A>=0A>=0A>=0A>=0A>=0A>=0A>=0A>=0A> E-mail message checked by
Spyware Doctor (7.0.0.514)=0A> Database version: 6.15860=0A> http://www.pc
tools.com/en/spyware-doctor-antivirus/=0A>=0A>=0A>=0A>=0A>=0A> E-mail messa
ge checked by Spyware Doctor (7.0.0.514)=0A> Database version: 6.15870=0A>
http://www.pctools.com/en================
- - - - - - - - - - - - - - -Matt Dralle, List
========0A=0A=0A
Message 9
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| Subject: | Re: Lower cowling slot |
GAMI breaks in their big turbo-charged Continentals at 75-85% power,
LOP after initial climb, and completes full ring seating in less than 5
hours. But main consideration for break-in is to follow advice of
whomever is providing warranty, if any.
On 9/15/2010 2:37 PM, Bruce Johnson wrote:
> Thanks, Deems suggested I fly it 25,map and 2500 RPM for the first few
> and not to spare the gas, at least until it stops using oil. I'll find
> out where it leans and run it 200' rich.
>
> ------------------------------------------------------------------------
> *From:* Kelly McMullen <apilot2@gmail.com>
> *To:* rv10-list@matronics.com
> *Sent:* Wed, September 15, 2010 1:25:50 PM
> *Subject:* Re: RV10-List: Lower cowling slot
>
> <mailto:apilot2@gmail.com>>
>
> If the oil temp rises on leaning, you are leaning way too slowly.
> During break-in you want to either be at least 100 ROP, or at least 50
> LOP. 40-50 ROP will give hottest CHT and oil temps.
> LOP fuel flow would be 13.1 for 75% power, so you could set for about
> 80% ROP and then lean directly to 13 gph and leave it there.
>
> On Wed, Sep 15, 2010 at 9:29 AM, Bruce Johnson
> <bruce1hwjohnson@yahoo.com <mailto:bruce1hwjohnson@yahoo.com>> wrote:
> > Im just starting to fly also with one under my belt and my temps were
> > alittle higher than I wanted also. I installed two oil cooler's in
> hopes of
> > avoiding this issue as Deem's had warned me about it. I'm going to
> put some
> > hours on her and see what shakes out. It went up to about 220 on
> climb out
> > and leveled off arounf 205 at about 25MAp And 2500 RPM. It started
> to climb
> > if I leaned any. Let me know if you come up with anything.
> >
> > Bruce 151BJ
> >
> > ________________________________
> > From: John Dunne <acs@acspropeller.com.au
> <mailto:acs@acspropeller.com.au>>
> > To: rv10-list@matronics.com <mailto:rv10-list@matronics.com>
> > Sent: Wed, September 15, 2010 12:30:47 AM
> > Subject: RE: RV10-List: Lower cowling slot
> >
> <acs@acspropeller.com.au <mailto:acs@acspropeller.com.au>>
> >
> > I extended the slot forward to enable easier removal of the 3 blade
> prop as
> > others have done. I haven't made a cover for this area but it
> doesn't seem
> > to have made any real difference to the oil temps in any case.
> > My oil temps now average 206 deg F at 5000' OAT 50F
> > Initial running was around 215-216 deg F
> > I was told everything will eventually stabilise and don't be too
> concerned
> > about the high oil temps, but I'm not real comfortable with the temps
> > creeping up there.
> > A suggestion was put to me to install small ramp style wedges in
> front of
> > the stock louvers in order to drag the hot air out and away from the
> lower
> > cowl. Anybody had any experience with this?
> >
> > John 40315
> > Phase 1 Fly off
> >
> >
> > -----Original Message-----
> > From: owner-rv10-list-server@matronics.com
> <mailto:owner-rv10-list-server@matronics.com>
> > [mailto:owner-rv10-list-server@matronics.com
> <mailto:owner-rv10-list-server@matronics.com>] On Behalf Of Strasnuts
> > Sent: Tuesday, 14 September 2010 3:50 AM
> > To: rv10-list@matronics.com <mailto:rv10-list@matronics.com>
> > Subject: RV10-List: Lower cowling slot
> >
> <mailto:sean@braunandco.com>>
> >
> > I would like to make a removable plate on the lower cowling to make it
> > easier to put on and take off. I was wondering if it's worth it for
> those
> > of you who have done it and if I should close the gap to the front
> gear leg
> > or leave the same amount of space for cooling. Was this space used
> for the
> > equation for cooling? Any pics out there for reference?
> >
> > Thanks
> >
> > --------
> > Cust. #40936
> > RV-10 SB Fuselage
> > N801VR reserved
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=312297#312297
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> > E-mail message checked by Spyware Doctor (7.0.0.514)
> > Database version: 6.15860
> > http://www.pctools.com/en/spyware-doctor-antivirus/
> >
> >
> >
> >
> >
> > E-mail message checked by Spyware Doctor (7.0.0.514)
> > Database version: 6.15870
> > http://www.pctools.com/en=======================
> >
> >
> >
>
>
> *
>
>
> *
Message 10
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| Subject: | Full control movement? |
I have noticed in many of the pictures of panels and interiors that the
depth of the instrument panel and height of the stick is clearly going
to limit full nose down
elevator. Perhaps folks think they will never need full nose down
elevator. While we are not supposed to spin the airplane intentionally
I am concerned that recovery from an inadvertent spin might be slowed or
impossible with limited forward stick travel. I wonder how folks with
panel extensions and full length sticks are meeting the design elevator
travel limits.
On my airplane the panel is about 1/2 inch deeper than stock. By
shortening the vertical straight portion of the stick to as short as
possible and still mount an unmodified grip, I have the clearance
necessary to get full down elevator. The stick ends up about two inches
forward of the lower edge of the panel at the full nose down position.
Dick Sipp
N110DV 300 hours
Message 11
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| Subject: | Re: lower cowl attach alternatives |
Here is what I did. I replaced the rivets with AN426-4-5 rivets instead of the
An426-3's that were there initially.
--------
Cust. #40936
RV-10 SB Fuselage
N801VR reserved
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=312569#312569
Attachments:
http://forums.matronics.com//files/cowl_attach2_185.jpg
http://forums.matronics.com//files/cowl_attach1_163.jpg
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Message 12
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| Subject: | Full control movement? |
I added a short extension to the curved portion of the stick, creating
additional bend. Both sticks clear the panel.
I used pictures on Scott Schmidt's site. There should be messages in the
archive.
Do not archive
Rene'
801-721-6080
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Dick & Vicki Sipp
Sent: Wednesday, September 15, 2010 6:49 PM
Subject: RV10-List: Full control movement?
I have noticed in many of the pictures of panels and interiors that the
depth of the instrument panel and height of the stick is clearly going to
limit full nose down
elevator. Perhaps folks think they will never need full nose down elevator.
While we are not supposed to spin the airplane intentionally I am concerned
that recovery from an inadvertent spin might be slowed or impossible with
limited forward stick travel. I wonder how folks with panel extensions and
full length sticks are meeting the design elevator travel limits.
On my airplane the panel is about 1/2 inch deeper than stock. By shortening
the vertical straight portion of the stick to as short as possible and still
mount an unmodified grip, I have the clearance necessary to get full down
elevator. The stick ends up about two inches forward of the lower edge of
the panel at the full nose down position.
Dick Sipp
N110DV 300 hours
Message 13
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| Subject: | Re: lower cowl attach alternatives |
Which makes me ask .... why not use an aluminum angle and rivet to the
firewall as well as the bottom skin??
I don't plan on using the hinge in that area either .... just don't know
how I'm going to do it yet. I do plan on using countersunk screws and
tinnerman washers in that area.
Linn
Linn
On 9/15/2010 8:53 PM, Strasnuts wrote:
> --> RV10-List message posted by: "Strasnuts"<sean@braunandco.com>
>
> Here is what I did. I replaced the rivets with AN426-4-5 rivets instead of the
An426-3's that were there initially.
>
> --------
> Cust. #40936
> RV-10 SB Fuselage
> N801VR reserved
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=312569#312569
>
>
> Attachments:
>
> http://forums.matronics.com//files/cowl_attach2_185.jpg
> http://forums.matronics.com//files/cowl_attach1_163.jpg
> http://forums.matronics.com//files/cowl_attach_158.jpg
>
>
Message 14
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| Subject: | Re: Full control movement? |
I haven't got to the point of having my panel installed and a stick
grip to test, so this is a 'off the cuff' remark.
I fly a Pitts .... well, let's say I hang on tight .... so that's where
my comments comes from.
If there is interference with the panel, it's not going to make a whole
lot of difference in elevator throw. Bending the curve a little more
will help or eliminate the problem.
To address your spin scenario, proper spin recovery is to briskly apply
rudder opposite the spin to stop rotation and then apply forward stick
(with neutral rudder at this point) to get airflow over the control
surfaces. How much forward stick depends on the size of the elevators,
and the elevators on the -10 appear to be more than sufficient.
Most non-aerobatic pilots would have to really fight to push that stick
full forward ..... it's a real unnatural act. As soon as the butt gets
light in the seat, they change their mind.
I have yet to hear of the spin characteristics of the -10 so don't have
any data. From what I see, looking at the -10, is that it should be
very controllable entering and exiting a spin. I'm sure it's been spun,
but nobody wants to be flamed for it. I also think inadvertent spins
are due to poor piloting skills.
Another way to look at the situation .... how many times do you pull
full stick?? Ever?? In any non aerobatic airplane??? Well, go yank on
the up elevator and feel the Gs ..... and picture that same feeling up
against the seatbelt pushing.
I guess I'm trying to say I don't think it's really a problem.
Linn
On 9/15/2010 8:48 PM, Dick & Vicki Sipp wrote:
> I have noticed in many of the pictures of panels and interiors that
> the depth of the instrument panel and height of the stick is clearly
> going to limit full nose down
> elevator. Perhaps folks think they will never need full nose down
> elevator. While we are not supposed to spin the airplane
> intentionally I am concerned that recovery from an inadvertent spin
> might be slowed or impossible with limited forward stick travel. I
> wonder how folks with panel extensions and full length sticks are
> meeting the design elevator travel limits.
> On my airplane the panel is about 1/2 inch deeper than stock. By
> shortening the vertical straight portion of the stick to as short as
> possible and still mount an unmodified grip, I have the clearance
> necessary to get full down elevator. The stick ends up about two
> inches forward of the lower edge of the panel at the full nose down
> position.
> Dick Sipp
> N110DV 300 hours
> *
>
>
> *
Message 15
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| Subject: | Re: Full control movement? |
Dick if you look at vans required throw
For the rv-10 it is 20-25 degree.
I think that with proper adjustment and sticks
At reasonable lenghts there should be no
Problems at all. Some people might have a problem
If they make there sticks to long. Even
With the standard panel there could be a problem.
I have been in a 10 with a stock panel and
The stick goes under the panel at full deflection.
It missed the bottom of the panel by 1/4".
That would worry me more than hitting the
Panel.
Just FWIW
Geoff
Sent from my iPhone Geoff
On Sep 15, 2010, at 8:48 PM, "Dick & Vicki Sipp" <rsipp@earthlink.net>
wrote:
> I have noticed in many of the pictures of panels and interiors that
> the depth of the instrument panel and height of the stick is clearly
> going to limit full nose down
> elevator. Perhaps folks think they will never need full nose down
> elevator. While we are not supposed to spin the airplane
> intentionally I am concerned that recovery from an inadvertent spin
> might be slowed or impossible with limited forward stick travel. I
> wonder how folks with panel extensions and full length sticks are
> meeting the design elevator travel limits.
>
> On my airplane the panel is about 1/2 inch deeper than stock. By
> shortening the vertical straight portion of the stick to as short as
> possible and still mount an unmodified grip, I have the clearance
> necessary to get full down elevator. The stick ends up about two
> inches forward of the lower edge of the panel at the full nose down
> position.
>
> Dick Sipp
> N110DV 300 hours
>
>
Message 16
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| Subject: | Re: lower cowl attach alternatives |
It's just overkill. That metal plate doesn't move hardly at all...
and you really don't need more than that.
Tim Olson - RV-10 N104CD
do not archive
On 9/15/2010 9:16 PM, Linn Walters wrote:
>
> Which makes me ask .... why not use an aluminum angle and rivet to the
> firewall as well as the bottom skin??
> I don't plan on using the hinge in that area either .... just don't know
> how I'm going to do it yet. I do plan on using countersunk screws and
> tinnerman washers in that area.
> Linn
>
> Linn
>
> On 9/15/2010 8:53 PM, Strasnuts wrote:
>>
>> Here is what I did. I replaced the rivets with AN426-4-5 rivets
>> instead of the An426-3's that were there initially.
>>
>> --------
>> Cust. #40936
>> RV-10 SB Fuselage
>> N801VR reserved
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=312569#312569
>>
>>
>>
>>
>> Attachments:
>>
>> http://forums.matronics.com//files/cowl_attach2_185.jpg
>> http://forums.matronics.com//files/cowl_attach1_163.jpg
>> http://forums.matronics.com//files/cowl_attach_158.jpg
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 17
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| Subject: | Re: lower cowl attach alternatives |
Thanks Tim. Plate it is!
Linn
On 9/15/2010 10:45 PM, Tim Olson wrote:
>
> It's just overkill. That metal plate doesn't move hardly at all...
> and you really don't need more than that.
>
>
> Tim Olson - RV-10 N104CD
> do not archive
>
>
> On 9/15/2010 9:16 PM, Linn Walters wrote:
>> <pitts_pilot@bellsouth.net>
>>
>> Which makes me ask .... why not use an aluminum angle and rivet to the
>> firewall as well as the bottom skin??
>> I don't plan on using the hinge in that area either .... just don't know
>> how I'm going to do it yet. I do plan on using countersunk screws and
>> tinnerman washers in that area.
>> Linn
>>
>> Linn
>>
>> On 9/15/2010 8:53 PM, Strasnuts wrote:
>>>
>>> Here is what I did. I replaced the rivets with AN426-4-5 rivets
>>> instead of the An426-3's that were there initially.
>>>
>>> --------
>>> Cust. #40936
>>> RV-10 SB Fuselage
>>> N801VR reserved
>>>
>>>
>>>
>>>
>>> Read this topic online here:
>>>
>>> http://forums.matronics.com/viewtopic.php?p=312569#312569
>>>
>>>
>>>
>>>
>>> Attachments:
>>>
>>> http://forums.matronics.com//files/cowl_attach2_185.jpg
>>> http://forums.matronics.com//files/cowl_attach1_163.jpg
>>> http://forums.matronics.com//files/cowl_attach_158.jpg
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>
>
Message 18
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| Subject: | Re: lower cowl attach alternatives |
As I recall, the angle between firewall, skin and cowling is not quite
90 degreee. Close but not quite. The plate aligns with the skin and
cowling making a flusht joint. A piece of 90 degree angle stock won't
quite make a flush joint.
An angle fabricated from flat stock like Dave Saylor seems to have done
would work. If I get cracking (when flying...) I'll probably go with that.
But I'm doing this from memory and may be completely wrong. But the
plate seemed perfect when I did it.
Bill "still finishing FG parts" Watson
>
> It's just overkill. That metal plate doesn't move hardly at all...
> and you really don't need more than that.
>
>
> Tim Olson - RV-10 N104CD
> do not archive
>
>
> On 9/15/2010 9:16 PM, Linn Walters wrote:
>> <pitts_pilot@bellsouth.net>
>>
>> Which makes me ask .... why not use an aluminum angle and rivet to the
>> firewall as well as the bottom skin??
>> I don't plan on using the hinge in that area either .... just don't know
>> how I'm going to do it yet. I do plan on using countersunk screws and
>> tinnerman washers in that area.
>> Linn
>>
>
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