Today's Message Index:
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1. 12:12 PM - OT: Constellation by Adrien Bosc, a novel exploring an actual plane crash... and flush riveting (Bill Watson)
2. 03:46 PM - Re: 2017 AirVenture RV-10 Dinner/Social (kearney)
3. 03:50 PM - Vans Fiberglass Quality (kearney)
4. 04:04 PM - Electronic Ignition / Electronic Fuel Injection (kearney)
5. 04:13 PM - Re: Vans Fiberglass Quality (Bruce Breckenridge)
6. 07:05 PM - Re: Vans Fiberglass Quality (John Cox)
7. 07:43 PM - N17VF Flys (Vernon Franklin)
Message 1
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| Subject: | OT: Constellation by Adrien Bosc, a novel exploring an actual |
plane crash... and flush riveting
Pardon this completely off-topic post but I'm half way through a quite
enjoyable novel that explores the 1949 crash of a Lockheed Constellation
in the Azores. Normally my reading tends towards the non-fiction and
technical but I try to read the occasional novel. "Constellation"
caught my eye for the obvious reasons. Though translated from French, it
is a quick and easy read that focuses, so far, on the lives impacted by
the crash....
But what lives they are! Transoceanic flight, made routine by the war,
is the Worldwide Web of the mid-20th century. It is an essential
connection for both everyman moving through the world as well as for
the people who conspire to move the world. Interestingly halfway through
this 170 page novel, I found a reference to this Disney film clip
<https://www.youtube.com/watch?v=q0yxvsqot6s> on flush riveting. Some
of you may have seen it because it is as accurate and complete today and
it was then.
But this little reference combined with the story of an air crash is
just a bit of icing on the cake. The flush riveting film clip is linked
to a larger story that revolves around a Mr Kay Kamen and Walt Disney. A
story that includes the origin of the Mickey Mouse watch and practically
every product ever merchandised in conjunction with a movie character.
Anyway, I just thought I'd share my current enthusiasm for this little
book with the list in the hope that a couple of you might find it worth
a look. That is all.
Bill "time to go clean up the workshop and do some maintaining" Watson
do not archive
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Message 2
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| Subject: | Re: 2017 AirVenture RV-10 Dinner/Social |
Hi Bob
I plan to be there and may have a person or two in two - friends flying in with
me.
Cheers
Les
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=469606#469606
Message 3
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| Subject: | Vans Fiberglass Quality |
Hi
I just received the fuse kit for my new RV10. The canopy, compared to the one I
received years ago is much improved quality wise. Does that mean that all the
VAN's f/g quality has improved. I was so disappointed with my gear leg intersection
fairings that I got a set from RVBits. I am wondering If I will need to
do that again.
Inquiring minds need to know.
Les
C-GCWZ - Flying
C-GROK - some assembly required
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=469607#469607
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| Subject: | Electronic Ignition / Electronic Fuel Injection |
Hi
I saw the post about the Surefly system and thought I should post this link to
the SDS system.
http://www.sdsefi.com/aircraft.html
I was speaking to Ross Farnham about his system a couple of days ago and it looks
quite interesting. Apparently it is flying on a couple of -10s already.
I have a little experience with SDS from when I had a Subie in my -10. The SDS
ignition performed very well (if only the engine did as well ). The support from
Ross and Barry at the time was stellar. IMHO they are very good people to
deal with.
Cheers
Les
C-GCWZ flying
C-GROK some assembly required
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=469608#469608
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| Subject: | Re: Vans Fiberglass Quality |
I took an 8 year break from the ten and helped my wife with a Christavia
MK-1 (plans built, high wing, O-200). We finished it in September. Now,
I'm back on finishing the wings and doing the fiberglass tail parts. I
quickly ruined a fiberglass part and replaced it. I was shocked at the
higher quality and went ahead and got new wingtips as well. Wow. Much
smoother and less filling to be done. I'm sure someone knows what year the
switch happened.
Bruce Breckenridge
40018
On Thu, May 25, 2017 at 3:50 PM, kearney <kearney@shaw.ca> wrote:
>
> Hi
>
> I just received the fuse kit for my new RV10. The canopy, compared to the
> one I received years ago is much improved quality wise. Does that mean that
> all the VAN's f/g quality has improved. I was so disappointed with my gear
> leg intersection fairings that I got a set from RVBits. I am wondering If I
> will need to do that again.
>
> Inquiring minds need to know.
>
> Les
>
> C-GCWZ - Flying
> C-GROK - some assembly required
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=469607#469607
>
>
Message 6
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| Subject: | Re: Vans Fiberglass Quality |
Vans is now in a third generation of composition construction. They
acknowledge the time invested by builders to arrive at completion and have
modified the product from the green, to pink to now grey components. There
is hope! And less of the 90% done, 90% to go rule.
John Cox
On Thu, May 25, 2017 at 3:50 PM, kearney <kearney@shaw.ca> wrote:
>
> Hi
>
> I just received the fuse kit for my new RV10. The canopy, compared to the
> one I received years ago is much improved quality wise. Does that mean that
> all the VAN's f/g quality has improved. I was so disappointed with my gear
> leg intersection fairings that I got a set from RVBits. I am wondering If I
> will need to do that again.
>
> Inquiring minds need to know.
>
> Les
>
> C-GCWZ - Flying
> C-GROK - some assembly required
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=469607#469607
>
>
Message 7
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After a long, almost 8 year build, I finally took flight!!
My first flight was actually on May 1st, but it has been an adventurous
month trying to chase down issues.
As some of you recall, around the end of April I was having trouble with my
Dynon EMS with getting the RPM dialed in correctly. After I configured the
EMS with the correct P-Lead frequency, everything seemed ok. Or so I
thought.
I took off from T56 early on 5/1, a calm, cool, beautiful day. She leaped
off the ground so fast, it was as if she was waiting for this day as much
as me. I left DFW Class B as quickly as possible and scooted south,
climbing to around 6,000. Of course breaking in the engine, I was full
open. The whole time during the climb, I was watching EGT and CHT like a
hawk. Every EGT report 325, every CHT reported 450, Oil Temp about 180.
At this point, I figured I was a baffle god. After the temperatures stayed
exactly the same once I hit cruise, my baffle achievement theory started to
fade. I figured I had something wrong. All of a sudden, the EMS goes
offline. Dynon keeps running, but I get some big red X's across the screen
where the engine display is. Welp, time to put her down.
Send the EMS back to Dynon, a week later they send me a new one. They have
no idea what happened it was just fried.
Put it immediately into the plane , and switch over to the input sensor
debug screen in Dynon. I start running through everything I have direct
control over that is feeding the EMS. Volts, Flaps, Rudder Trim, Aileron
Trim, Elevator Trim.... When I pushed the elevator trim everything sensor
just starts going crazy on the EMS debug screen. What is going on??? So
starts the elevator trim debug adventure...
I swap out the elevator trim for the aileron trim, flip on master, and
switch to the debug screen. I hit elevator up and pop, EMS goes offline.
DAMNIT! Blew another EMS.
A couple of conclusions come out of this.
1) The trim motor is fine, there is no way that both elevator and aileron
are both bad motors.
2) This must be a wiring issue, somewhere between nose and toes I have a
bad elevator trim wire
Proceed to send it back to Dynon, Dynon not to happy with me at this
point. Not covered under warranty, but only $100 to fix it. So not to bad.
I pull out the continuity meter, start looking at each wire in the bundle.
Each wire is solid and shows continuity all the way through. WTF! I am
confused at this point, and call it a day. I go out the next day, pull out
the meter again, and by accident I touch green on one side and orange on
the other, continuity. I touch a motor wire, continuity. At this point I
am starting to see what is going on, there is a short in the line
somewhere. I have wires touching in inappropriate ways. It was both a
relief and rage at the same time, a difficult emotion to describe. For
one, I was upset that something so simple could cause so many problems, and
the other, I knew how much of a pain in the ass this was going to be to try
and figure out where the wire was bad.
I decided to just replace the whole wire, and not try to chase down where
the actual short was.
I got the wire out, and there was no visible damage anywhere. It looked as
clean as the day I pulled it out of the Ray Allen box.
Once I got the new wire run, I was bound and determined to figure out where
the old wire was bad.
So I took the divide and conquer approach, cutting it in half and testing
each half for the bad half. Doing this until I got to about a foot of bad
wire left. Then proceeded to strip that bad foot of wire. I must have
pinched this section of wire at some point, because the internal individual
wires had visible damage and exposed copper that was touching each other.
It was so small, that if I hadn't been looking for this, I never would have
even seen it as a problem.
I got the new EMS in, check the sensors, everything looks good, and decide
to go for a flight this weekend. Finally, good reading! Nothing burned up
in flight!
Been flying ever since :)
Some initial comments on the plane:
1. She is fast, faster than I thought she would be. Granted I am
running full throttle right now to break it in. Cruising straight and
level I am hitting over 200 mph TAS.
2. The left wing is heavy, I have used all right trim I have and the
left wing still drops, anyone seen this?
3. Cylinder #1 was hitting 450 while #2 was hitting 425, so I removed
the dam on #1. All cylinders are under 400 now, I am very happy with this.
4. The temperatures seem to be best when climbing out at 140 mph, which
still gives me around 1200 - 1500 fpm
This is truly an amazing plane, and it has been an amazing journey to get
here.
Not sure I would do it again... Although, I do have all of these tools now,
that would just go to waste if I didn't :)
[image: Inline image 1]
--
Vernon Franklin
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