Today's Message Index:
----------------------
1. 04:53 AM - Re: Elevator Limits (Bill Watson)
2. 05:27 AM - Re: Elevator Limits (Linn Walters)
3. 06:21 AM - Re: Elevator Limits (johngoodman)
4. 06:54 AM - Fw: B: Stolen Avionics (Kelly McMullen)
5. 07:03 AM - Re: Fw: B: Stolen Avionics (Linn Walters)
6. 07:15 AM - Re: Elevator Limits (Bill Watson)
7. 07:32 AM - Re: Elevator Limits (Sean Stephens)
8. 09:20 AM - Re: Elevator Limits (Bill Watson)
9. 10:29 AM - Re: Fw: B: Stolen Avionics (Dave Saylor)
10. 11:03 AM - Re: Fw: B: Stolen Avionics (Phillip Perry)
11. 12:11 PM - Re: Fw: B: Stolen Avionics (Bob Leffler)
12. 11:04 PM - Cabin doors fitting problem (bob88)
Message 1
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| Subject: | Re: Elevator Limits |
Like so many others with custom panels, I had panel interference as
well. Why wouldn't the preferred approach be to modify the stick (or
panel) so that you have full stop to stop travel? (I know you aren't
asking this but had to say it).
Anyway, I've flown at both ends of the CG range. I have more pitch down
authority than I need in any maneuver I can imagine. With the CG at the
forward limit and full flaps, I can land, power off, with the stick at
the limit though the forces become so high that the moment I hit the
stop is hard to detect. When trimmed for final approach, pitch forces
in the flare go from light to very heavy in a nose heavy configuration.
A perfect setup in my estimation.
This was quite satisfying after flying my old Maule. In the Maule, when
forward loaded (nothing in back), it was easy to run out of pitch
authority in a power off flare. A bit of power was required to arrest a
slow and steep approach or else. Not a good situation - definitely a
dark spot in it's flying qualities. Not so in the '10. So I'd say you
need full pitch up authority.
On 2/26/2014 10:49 PM, Sean Stephens wrote:
>
> I'm in the process of adjusting my pushrods and elevator stops for
> panel clearance and travel limits. I've reviewed all the archived
> posts on adding stops and other techniques for getting panel
> clearance. I think I have a good handle on that.
>
> What I was curious about is the travel limits of the elevator. In
> particular the elevator up limits. I assume that because of the nose
> heavy aspect of the RV-10 that one would want to make sure that the up
> travel limit of the elevator is at the higher end of the limits? I'm
> imagining that with the loading at the forward most CG you'd want max
> throw there for landing flare?
>
> I know I am going to have to add a stop to prevent panel interference,
> but as that only effects the down travel, as long as I am at or above
> the elevator down limit of 20 degrees I should be fine? I'm imagining
> the down limit being important for stall recovery and with the
> relatively easy stall recovery of the rv-10 that the lower limit of 20
> degrees is ok?
>
> So long story short, is it better to be at the higher side of the up
> elevator limits and ok to be at the lower side of the down limits?
>
> -Sean #40303 (light at the end of the tunnel phase)
>
Message 2
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| Subject: | Re: Elevator Limits |
Since I'm still building my comment may not be -10 specific. I agree
with Bill .... how many of us need full forward stick (panel or no
panel)? I hope none of us will try an outside loop or fly inverted in
an airplane that's */_not_/* certified for aerobatics. Bending the
stick so it can hit the forward stop instead of the panel has been
discussed here before. But why do that??? Heavy nose is a reality so
why not move that 'unusable down travel' to the up travel, keeping the
full range of elevator travel? What, if any, downsides are there when
doing that??? I have to admit to using all the available stick motion
in my Pitts but I don't plan on flying my -10 like that!!!! ;-)
Linn
On 2/27/2014 7:52 AM, Bill Watson wrote:
>
> Like so many others with custom panels, I had panel interference as
> well. Why wouldn't the preferred approach be to modify the stick (or
> panel) so that you have full stop to stop travel? (I know you aren't
> asking this but had to say it).
>
> Anyway, I've flown at both ends of the CG range. I have more pitch
> down authority than I need in any maneuver I can imagine. With the CG
> at the forward limit and full flaps, I can land, power off, with the
> stick at the limit though the forces become so high that the moment I
> hit the stop is hard to detect. When trimmed for final approach,
> pitch forces in the flare go from light to very heavy in a nose heavy
> configuration. A perfect setup in my estimation.
>
> This was quite satisfying after flying my old Maule. In the Maule,
> when forward loaded (nothing in back), it was easy to run out of pitch
> authority in a power off flare. A bit of power was required to arrest
> a slow and steep approach or else. Not a good situation - definitely
> a dark spot in it's flying qualities. Not so in the '10. So I'd say
> you need full pitch up authority.
>
> On 2/26/2014 10:49 PM, Sean Stephens wrote:
>>
>> I'm in the process of adjusting my pushrods and elevator stops for
>> panel clearance and travel limits. I've reviewed all the archived
>> posts on adding stops and other techniques for getting panel
>> clearance. I think I have a good handle on that.
>>
>> What I was curious about is the travel limits of the elevator. In
>> particular the elevator up limits. I assume that because of the nose
>> heavy aspect of the RV-10 that one would want to make sure that the
>> up travel limit of the elevator is at the higher end of the limits?
>> I'm imagining that with the loading at the forward most CG you'd want
>> max throw there for landing flare?
>>
>> I know I am going to have to add a stop to prevent panel
>> interference, but as that only effects the down travel, as long as I
>> am at or above the elevator down limit of 20 degrees I should be
>> fine? I'm imagining the down limit being important for stall
>> recovery and with the relatively easy stall recovery of the rv-10
>> that the lower limit of 20 degrees is ok?
>>
>> So long story short, is it better to be at the higher side of the up
>> elevator limits and ok to be at the lower side of the down limits?
>>
>> -Sean #40303 (light at the end of the tunnel phase)
>>
>
>
> -----
> No virus found in this message.
> Checked by AVG - www.avg.com
>
>
Message 3
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| Subject: | Re: Elevator Limits |
The more ballast in the baggage compartment, the better mine flies; but there is
a limit, of course. I have started using half flaps for landing and it is much
better than full flaps - when it comes to trim & stick issues. More importantly,
if you have to do a go-around, you're not frantically trimming like you
would with full flaps.
But back to the original issue. I would not "bend" the stick. Make the panel clear
the stick, first. Then do what you have to do with the elevator stop to make
it so. You will never use the forward limit, but that panicky near-miss could
find you pushing the stick under the panel; you don't want it caught.
John
--------
#40572 Phase One complete in 2011
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=419433#419433
Message 4
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| Subject: | Fwd: B: Stolen Avionics |
From Beech list:
http://tinyurl.com/md9rjc6
is shorter link to listing below
Saw this on Ebay, hope they catch the bastard.
http://www.ebay.com/itm/Stolen-Garmin-430-Reward-g430-g530-avionics-theft-in-houston-/291079776984?pt=Motors_Aviation_Parts_Gear&hash=item43c5b4ead8&vxp=mtr#ht_525wt_1357
--
- sent from the microchip implanted in my forearm
--
- sent from the microchip implanted in my forearm
Message 5
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| Subject: | Re: Fwd: B: Stolen Avionics |
I hope the guy catches the perp first! His posting on Ebay beggs the
question .... is there an aviation-related web site that's like Angies
list??? We aviators really need a single place to go to search for
shoddy work, bad service, bad parts etc. ..... and even kudos if warranted.
Linn
On 2/27/2014 9:53 AM, Kelly McMullen wrote:
>
>
> From Beech list:
> http://tinyurl.com/md9rjc6
> is shorter link to listing below
>
>
> Saw this on Ebay, hope they catch the bastard.
>
> http://www.ebay.com/itm/Stolen-Garmin-430-Reward-g430-g530-avionics-theft-in-houston-/291079776984?pt=Motors_Aviation_Parts_Gear&hash=item43c5b4ead8&vxp=mtr#ht_525wt_1357
>
>
> --
>
> - sent from the microchip implanted in my forearm
>
>
> --
>
> - sent from the microchip implanted in my forearm
> *
>
>
> *
>
> No virus found in this message.
> Checked by AVG - www.avg.com <http://www.avg.com>
>
Message 6
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| Subject: | Re: Elevator Limits |
Just to be clear, I am in favor of bending the stick or modifying the
panel so that the full down stop can be hit without any interference.
While I don't see a situation where that is needed, I'd prefer to have
the throw as specified in the design.
Bending the stick (which I did) is a simple solution to retaining full
throw, which I find very acceptable.
Panel modification, the root cause of this issue, is also an acceptable
solution.
Panel interference at the forward limit is unacceptable.
But all of that is just my thinking and not necessarily well informed
thinking.
On 2/27/2014 7:52 AM, Bill Watson wrote:
>
> Like so many others with custom panels, I had panel interference as
> well. Why wouldn't the preferred approach be to modify the stick (or
> panel) so that you have full stop to stop travel? (I know you aren't
> asking this but had to say it).
>
> Anyway, I've flown at both ends of the CG range. I have more pitch
> down authority than I need in any maneuver I can imagine. With the CG
> at the forward limit and full flaps, I can land, power off, with the
> stick at the limit though the forces become so high that the moment I
> hit the stop is hard to detect. When trimmed for final approach,
> pitch forces in the flare go from light to very heavy in a nose heavy
> configuration. A perfect setup in my estimation.
>
> This was quite satisfying after flying my old Maule. In the Maule,
> when forward loaded (nothing in back), it was easy to run out of pitch
> authority in a power off flare. A bit of power was required to arrest
> a slow and steep approach or else. Not a good situation - definitely
> a dark spot in it's flying qualities. Not so in the '10. So I'd say
> you need full pitch up authority.
>
> On 2/26/2014 10:49 PM, Sean Stephens wrote:
>>
>> I'm in the process of adjusting my pushrods and elevator stops for
>> panel clearance and travel limits. I've reviewed all the archived
>> posts on adding stops and other techniques for getting panel
>> clearance. I think I have a good handle on that.
>>
>> What I was curious about is the travel limits of the elevator. In
>> particular the elevator up limits. I assume that because of the nose
>> heavy aspect of the RV-10 that one would want to make sure that the
>> up travel limit of the elevator is at the higher end of the limits?
>> I'm imagining that with the loading at the forward most CG you'd want
>> max throw there for landing flare?
>>
>> I know I am going to have to add a stop to prevent panel
>> interference, but as that only effects the down travel, as long as I
>> am at or above the elevator down limit of 20 degrees I should be
>> fine? I'm imagining the down limit being important for stall
>> recovery and with the relatively easy stall recovery of the rv-10
>> that the lower limit of 20 degrees is ok?
>>
>> So long story short, is it better to be at the higher side of the up
>> elevator limits and ok to be at the lower side of the down limits?
>>
>> -Sean #40303 (light at the end of the tunnel phase)
>>
>
>
> -----
> No virus found in this message.
> Checked by AVG - www.avg.com
>
>
Message 7
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| Subject: | Re: Elevator Limits |
Just to be clear. When I speak of adding stops I am not meaning adding
stops to throw it under the Vans min spec'd degrees.
As far as bending the sticks, I tried that and ended up with the sticks
too far in my and the co-pilots lap when full aft. That presented other
issues like hitting the trim hat switch with my stomach. Not a desired
event when in full flare for landing.
So, lets say I was able to achieve 30 degrees up and 20 degrees down on
the elevator. Both within specs. Up at max and down at min. Full
panel clearance. Sounds like that is ok for the way the -10 handles.
> Bill Watson <mailto:Mauledriver@nc.rr.com>
> February 27, 2014 at 9:15 AM
>
> Just to be clear, I am in favor of bending the stick or modifying the
> panel so that the full down stop can be hit without any interference.
> While I don't see a situation where that is needed, I'd prefer to have
> the throw as specified in the design.
>
> Bending the stick (which I did) is a simple solution to retaining full
> throw, which I find very acceptable.
>
> Panel modification, the root cause of this issue, is also an
> acceptable solution.
>
> Panel interference at the forward limit is unacceptable.
>
> But all of that is just my thinking and not necessarily well informed
> thinking.
>
>
Message 8
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| Subject: | Re: Elevator Limits |
Yep, I'd say so based on my 400 hours so far.
On 2/27/2014 10:32 AM, Sean Stephens wrote:
>
> Just to be clear. When I speak of adding stops I am not meaning
> adding stops to throw it under the Vans min spec'd degrees.
>
> As far as bending the sticks, I tried that and ended up with the
> sticks too far in my and the co-pilots lap when full aft. That
> presented other issues like hitting the trim hat switch with my
> stomach. Not a desired event when in full flare for landing.
>
> So, lets say I was able to achieve 30 degrees up and 20 degrees down
> on the elevator. Both within specs. Up at max and down at min. Full
> panel clearance. Sounds like that is ok for the way the -10 handles.
>
>
>> Bill Watson <mailto:Mauledriver@nc.rr.com>
>> February 27, 2014 at 9:15 AM
>>
>> Just to be clear, I am in favor of bending the stick or modifying the
>> panel so that the full down stop can be hit without any
>> interference. While I don't see a situation where that is needed,
>> I'd prefer to have the throw as specified in the design.
>>
>> Bending the stick (which I did) is a simple solution to retaining
>> full throw, which I find very acceptable.
>>
>> Panel modification, the root cause of this issue, is also an
>> acceptable solution.
>>
>> Panel interference at the forward limit is unacceptable.
>>
>> But all of that is just my thinking and not necessarily well informed
>> thinking.
>>
>>
>>
>>
>>
>>
>>
>
>
> -----
> No virus found in this message.
> Checked by AVG - www.avg.com
>
>
Message 9
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| Subject: | Re: Fwd: B: Stolen Avionics |
My understanding is that a smart crook will swap the stolen radios into
another plane, then sell the radios with the unsuspected serial numbers.
No one suspects anything til the other owner has a reason to check his
serial numbers.
I'm not sure how to circumvent that without having to document the entire
chain of custody. Maybe a software update would alert the buyer.
I had radios stolen from a borrowed Bonanza early in my flying career.
They took the cans and connectors too, just cut all the wires and left the
spaghetti hanging. Made me ill.
Dave Saylor
831-750-0284 CL
On Thu, Feb 27, 2014 at 6:53 AM, Kelly McMullen <apilot2@gmail.com> wrote:
>
>
> From Beech list:
> http://tinyurl.com/md9rjc6
> is shorter link to listing below
>
>
> Saw this on Ebay, hope they catch the bastard.
>
>
> http://www.ebay.com/itm/Stolen-Garmin-430-Reward-g430-g530-avionics-theft-in-houston-/291079776984?pt=Motors_Aviation_Parts_Gear&hash=item43c5b4ead8&vxp=mtr#ht_525wt_1357
>
>
> --
>
> - sent from the microchip implanted in my forearm
>
>
> --
>
> - sent from the microchip implanted in my forearm
>
> *
>
>
> *
>
>
Message 10
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| Subject: | Re: Fwd: B: Stolen Avionics |
Yeah, in total they had 3 aircraft broken into that night. Two of them
belonged to a flight school.
EYQ is really easy access for anyone looking for trouble. Right on a main
highway, easy to get into and out of, dark and unpopulated at night. It's
an easy target.
Phil
On Thu, Feb 27, 2014 at 12:28 PM, Dave Saylor <
dave.saylor.aircrafters@gmail.com> wrote:
> My understanding is that a smart crook will swap the stolen radios into
> another plane, then sell the radios with the unsuspected serial numbers.
> No one suspects anything til the other owner has a reason to check his
> serial numbers.
>
> I'm not sure how to circumvent that without having to document the entire
> chain of custody. Maybe a software update would alert the buyer.
>
> I had radios stolen from a borrowed Bonanza early in my flying career.
> They took the cans and connectors too, just cut all the wires and left the
> spaghetti hanging. Made me ill.
>
>
> Dave Saylor
> 831-750-0284 CL
>
>
> On Thu, Feb 27, 2014 at 6:53 AM, Kelly McMullen <apilot2@gmail.com> wrote:
>
>>
>>
>> From Beech list:
>> http://tinyurl.com/md9rjc6
>> is shorter link to listing below
>>
>>
>>
>> Saw this on Ebay, hope they catch the bastard.
>>
>>
>> http://www.ebay.com/itm/Stolen-Garmin-430-Reward-g430-g530-avionics-theft-in-houston-/291079776984?pt=Motors_Aviation_Parts_Gear&hash=item43c5b4ead8&vxp=mtr#ht_525wt_1357
>>
>>
>>
>>
>>
>> --
>>
>> - sent from the microchip implanted in my forearm
>>
>>
>>
>> --
>>
>> - sent from the microchip implanted in my forearm
>>
>> *
>>
>> get="_blank">http://www.matronics.com/Navigator?RV10-List <http://www.matronics.com/Navigator?RV10-List>
>> tp://forums.matronics.com <http://forums.matronics.com>
>> _blank">http://www.matronics.com/contribution <http://www.matronics.com/contribution>
>>
>> *
>>
>>
> *
>
>
> *
>
>
Message 11
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| Subject: | Re: Fwd: B: Stolen Avionics |
Garmin has made that more difficult with the 600 series, since the databases
are encrypted with a key in the dongle in one of the connectors. If the u
nits are swapped, it will be obvious the first time they are powered on
Sent from my iPhone
On Feb 27, 2014, at 1:28 PM, Dave Saylor <dave.saylor.aircrafters@gmail.com>
wrote:
My understanding is that a smart crook will swap the stolen radios into anot
her plane, then sell the radios with the unsuspected serial numbers. No one
suspects anything til the other owner has a reason to check his serial numb
ers.
I'm not sure how to circumvent that without having to document the entire ch
ain of custody. Maybe a software update would alert the buyer.
I had radios stolen from a borrowed Bonanza early in my flying career. They
took the cans and connectors too, just cut all the wires and left the spagh
etti hanging. Made me ill.
Dave Saylor
831-750-0284 CL
> On Thu, Feb 27, 2014 at 6:53 AM, Kelly McMullen <apilot2@gmail.com> wrote:
>
>
> =46rom Beech list:
> http://tinyurl.com/md9rjc6
> is shorter link to listing below
>
>
>
> Saw this on Ebay, hope they catch the bastard.
>
> http://www.ebay.com/itm/Stolen-Garmin-430-Reward-g430-g530-avionics-theft-
in-houston-/291079776984?pt=Motors_Aviation_Parts_Gear&hash=item43c5b4ea
d8&vxp=mtr#ht_525wt_1357
>
>
>
>
>
> --
>
> - sent from the microchip implanted in my forearm
>
>
>
> --
>
> - sent from the microchip implanted in my forearm
>
>
> get="_blank">http://www.matronics.com/Navigator?RV10-List
> tp://forums.matronics.com
> _blank">http://www.matronics.com/contribution
>
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
Message 12
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| Subject: | Cabin doors fitting problem |
I'm at stage I of cabin door fitting and have a larger than specified gap varying
from 1/4 inch to 3/8 inch (widest along the bottom edge). When cutting the
cabin cover I followed the scribe lines as best I could but apparently took off
a bit too much. Is this a lethal problem? Should I try to build up the cabin
cover door jamb with epoxy and glass? Will wider insulation eventually solve
the problem? I'd definitely appreciate some thoughts on this from someone who
may have had a similar problem.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=419479#419479
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