Thursday, February 23, 2006
Wednesday, November 10, 2004
One of my favorite views. This is the rear of the plane. I can't believe how much this is coming together. I will be posting again soon. I am going back to Stockton this weekend to work on it.
Tuesday, November 09, 2004
Rear left section of the tail.
Front left angle of the tail section
Part of the tail.
Jim standing by one of the wings that we are working on.
One of the fuel cells from the wing.
Finally Able to Update
I had a great time in Europe, but am so glad to be back in the states. It has been a while since I have updated, but here are some pics from our last time working on the plane.
Monday, September 06, 2004
Going to Europe
Unfortunately I am heading to Europe. Well not too unfortunate, but it will be about a month before I can return to work on the plane.
Third week of working on the plane.
This was such a great week. We installed all of the skins on the tail. Next is going to be the tedious part of the job. We had to drill all of the holes in the skin, then we have to take the tail all apart again. Then we will have to dimple all of the holes and rivet the tail back together again.
Looking down the tail section of the plane. Jim standing beside the tail makes the plane look huge.
Jim adding clicos to the tail
Right side of tail
Right side of the tail.
Front right angle of tail
Front right angle of the tail with all the longerons in place and half of the skin covering the top.
Left side of tail
Left side of the Tail, almost completely assembled.
Second week of work. THE TAIL
Jim had already completed the vertical stabilizer on his own, so we were able to move on. This week felt much more productive than the last. Jim and I constructed the internal frame of the tail, and was even able to put half of the skins on. It is amazing to see this plane come together. I have learned so much since we have begun working on the plane. It is going to take quite some time to complete, but is so satisfying watching the progress. I can't wait to see what we do next week.
Looking down the tail
This is looking down the tail. This is where the fuselage will attatch to the tail.
Right Front angle of tail
This is what we accomplished after our second week of working on the plane. This is the front right side of the tail.
This is part of the Vertical Stabilizer. This is the first part of the project that I worked on.
Wednesday, August 25, 2004
My First Day Working on the RV-10
Last Friday was my first time working on the plane. It is really interesting, almost as if we were putting together a life size model, except we use rivets instead of model glue. Using rivets for the first time took some practice, but I think I am beginning to get the hang of it. I have definitely gotten used to drilling out the damaged rivets. When I had to leave we were working on the vertical stabilizer. Hopefully that will be done this week when I return to work on the plane. I am so excited about this project. I have been planning on doing it for so long, and month after month something would happen, but now it is finally here.
The RV-10 is a low wing airplane with a fixed tricycle landing gear. It uses slotted flaps and mass-balanced control surfaces. The primary structure is aluminum with a composite cabin top and doors.
Engines the RV-10 is designed to accept
The six cylinder (I)O-540 Lycoming. The prototype has the maximum acceptable 260 hp version. Other engines from 200-260 hp might be adapted, but current kits are designed around the six cylinder Lycoming.
Sufficient power and an excellent wing give the RV-10 very good performance. Tests of N410RV, our RV-10 prototype, revealed some impressive numbers.
Flown at 2200 lbs, representing a typical two-people-and-three-quarters-fuel weight, it achieved a take-off distance of 360’ and a landing distance of 525’. The climb rate averaged about 1700 fpm. At 75% power and 8000’, true airspeed topped the magic 200 mph mark...actually, it was 201 smph.
Gull-wing doors let occupants board from both sides. A large baggage door provides access to the aft cabin. Special Oregon Aero impact-absorbing front seats are standard. Controls are ball bearing/pushrod assemblies wiggled by conventional between-the-knees sticks on both sides. Removable rear seatbacks allow two people to travel with lots of baggage. With rear seats installed, the cabin will accommodate four adults, up to 6’4" in the front and about 6’ 2" in the rear.