The reason for the push rod safety wire: the rear and middle push rods are constructed so that if the lock nuts were to both become loose, and the rod were to rotate all the way so that the thread on one of the rod end bearings is all the way in, the other will still have enough thread to hold on, thus averting an embarrassing collision with the ground when the elevator control fails. The front bearing thread is not long enough for this, so the safety wire is added to prevent it from coming loose. (The whole elevator control assembly is something worth checking a few (dozen) times, before the first flight.)
I spent the last 3 days watching all the build and i have to say you are the builder i like the most because your videos are more entertaining and educational with a touch of humor. I've never wanted to build my own airplane so bad until i discovered you. Don't lose motivation because you deserve to fly this bird, plus you already invested 6 years and coming to 7 if my math is correct. I think you have to get the PPL and start flying with you're piper to gain motivation again.
Jason, I have been watching your videos for a long time. Remember, aviation and building is supposed to be fun and adventurous. If filming is getting in the way of that, well forget the camera and have some fun!
Hey Jason, I am so relieved to hear you say that you are not that into flying right now. I am the same way. It's partly money and it's partly time. If I have free time I would rather be spending it working on the plane. I fly enough to stay current but the truth is I rather be working on my plane that flying someone else's ;). You're not alone!
Jason, great work on the plane. I'm enjoying your build very much and hope to offer encouragement. After years of working on it, I'm sure it gets monotonous. As to the engine, have you given thought to using something other than the 540, say an Aeromomentum 2.0T? I've been looking at it; it produces 260HP, same as the 540, but there's not a lot of info on it and it's brand new. One day, years from now, I'll be building a 4-place plane myself and hopefully someone will have one installed in a 4 seater and can tell us how it works. Keep up the work!
Sorry to hear about your lack of interest. I am in the same boat. I started flying lessons before lockdown and had the whole process mapped out in my head. First 5 lessons were brilliant then covid came! After 13 months I returned to my lessons and it was an abysmal experience. Everything worked against me and I instantly fell out of love with flying. Then lockdown came again and I haven't flown all year. I now seem to have shed my disinterest & I'm chomping at the bit to get airborne again. Trouble is my instructor is now super busy & I need to look elsewhere. I'll get there eventually I guess. I really enjoy your take on the build process but I can appreciate that the videos take build time away. I'm ok with that. You could just drop a quick few minutes every now and then to let us know you're ok.
i appreciated this video. my little project is tiny in comparison but seems to have the same motivational challenges. need this to do that so why bother with the other. coupled with life makes it difficult. keep at it. your an inspiration (weather it feels like it or not)... regular videos or not
Good to see another video!! Suggestion. Make a drawing of the RV-10, and color it the way you want it to be, and add a 'to scale' photo of you in the Pilots seat... and hand that on your hanger wall. Seeing a 'finished' product can sure help with motivation!! (I used that for every promotion I was going for in the ARMY!) Keep Truckin', Sir!!! It WILL happpen!! =)
It looks to me that the safety wire is to prevent the tube from rotating. Being threaded on both ends, it could be possible for the tube itself to rotate if the locking nuts get loose, and the safety wire looks like it's there to prevent that. Cheers from Winnipeg.
Right but why not do that to all of them? I plan to lock tight the crap out of that nut that's down there.. and allof them.. it was just odd they called that one out specifically to be safetywired..
@@JasonEllisBuilds If you rotate the tube, one end screws in, the other out. You don't need a safety wire, if in both turning directions, you run into a stop on one end before the other end falls out (or is no longer engaged with enough threads). Must be that for that particular tube there is enough thread available that you can spin far enough to make the other end fall out or be barely engaged.
Are you going to check the other tank, (the one that is not leaking) to see if you put pro seal on the flange area you missed on the one that’s leaking?
Glad to see another video of progress Jason. As far as the videos go keep 'em coming and show us what goes into the build. personally I don't think you need to do as much narration if that's the part killing your mood. if your searching for motivation to fly, get your license and explore. I finally finished mine up this past August. started regular lessons in 2003.
Jason, race cars use braided stainless brake lines that already have the 37* flared (also known as JIC, or AN, the only difference being the JIC has a looser tolerance on the threadform) ends, and a lot of suppliers can custom make lengths and ends for you (90's, 45's, etc)
Nope! 45* is SAE flare, most typically seen in semi truck air and coolant systems because it’s considered low pressure, comparatively. Automotive brake applications by and large are double flare (I forget the flare angle, but they ARENT interchangeable with single flare types) or they’ll use a banjo fitting.
Jason, you don't have to have a factory new engine. IO-540s are in many popular planes, so it should be possible to get decent overhauled one for a lot less than new. Same goes for the panel, you really only need a pair of experimental G5s and a GEA24 for engine data and a GMU11 compass to fly it.
The only brake lines I put in were on the pressure side. The feed lines have only gravity pressure so leakage is not a problem (assuming proper installation).
safety wire is to prevent a bolt or nut from vibrating loose. the small hole could be a water weep hole? or where the safety wire goes into, to lock the wire in place to prevent movement of said bolt or nut. Never ever forget the safety wire.. that is there for s specific reason , to prevent things from moving in flight or by accident. even if you do not think its necessary.. do it I can come and get your piper, and fly it for you for a while. :)
That's not what this safety wire is for in this case as it doesn't attach to the nut. And again, as I stated in the video, why this one but not the other 5 places that do the same thing?
Could head to Faulkner in Atlanta. He is awesome. Also if you want a safety pilot I’ll make the couple hour drive from Newnan and come fly with ya sometime.
'just a wild guess about the safety wire: Could it be to limit the amount of swivel on the threaded member? #AskVan's Re: Making Videos vs. Building. I'd be just as interested if the videos were exclusively the build process. Keep your chin up, get your pilot's license, and keep building.
It's a tight area not easy to inspect. Not having it safety wired if it did come loose could end very badly. If Van's says to safety wire it I definitely would do it.
Fuel leaks are ffing weird. Before you start scraping and piling up sealant, put some soap or snoopy on where the fuel comes out and blow compressed air along the spar. When the snoopy start bubbling, where you’re blowing that’s where the fluid comes from. These leaks can “travel” through hidden cavities in the sealant. In the airlines we struggled with sealant cracks away from the leaks, causing the actual leaks
What I’ve heard in a few EAB circles about engines is to purchase a parts catalog and overhaul manual for the engine you want, then assemble/overhaul a used engine yourself. Ends up significantly cheaper, one gentleman put together an O-360 for ~$5,000, if you’re up for the work
I had the same issue with BasicMed. My nearest AME is more than an hours drive away so I decided to do BasicMed last time so I could use a local doctor. Well, my normal doc wouldn’t touch it and I called several others and ended up that the only doctor who do so BasicMed was … wait for it … the AME.
Hi Jason, appreciate the update video and making good progress. I wanted to comment to your.... ehh discouragement (maybe) in regards to the video making. TBH I would love to just see more building progress per video more-so than the minutiae of components/processes etc, just my personal opinion. This is one thing that has, not turned me away, but led to me skipping through more of your videos over the past couple of years vs just watching them through as I did in the beginning. On my channel (RV-12iS build) I do more of just a time-lapse with a simple voice over to call out the watch outs/gotchas. It takes me maybe 15-20 mins max per week, albeit my videos are only 5-10 mins in length. I could see myself getting bogged down with spending hours editing when I could be making progress which is why I just kept it simple. Anyways love the channel and hope you can get the panel/engine/FWF purchase figured out, ITS SOO MUCH $!
@@richardbabin4393 yes I understand that, from a builder perspective however if it’s burning him out and deterring his motivation and progress it may be time to tone down the current level of video documenting to help restore the main motivation of building IMO.
yeah I have pondered that but I would have to find strip that had the exact property I'd want and "She who makes decisions" has high standards.. (Not in husbands thankfully)
Love your channel Jason...been subscribed for a little over a year. Wish you were close to me (I live in MS)...I would love to help you build. Recent pilot (within the last four years) and recently retired (early-55). Would love to "learn" the skills associated with building a plane. See myself tackling a project like this...it's right up my alley (engineer). Do you get much help? Like real help...not showing up and distracting you...Maybe the right "help" would light your fires again :-). Or I can stop by in the SR22 and we can go somewhere for lunch...you can fly.
Well, theres "help" and then theres.. help. heh. Honeslty, No. I get no real help. My wife comes and helps when I ask her to but for the most part the entirely plane has been done by me. I intentionally will ask other builders who have built at least one plane to come look at something to make sure I didn't bork something up and I have yet to have anyone tell me I'm screwing something up. Most have advice but they don't actually pound any rivets or turn any wrenches.
Please, Jason, for the love of God, stop with the self-depreciation! Lost video footage doesn’t make you an idiot! Stuff happens (especially with GoPros) You are highly intelligent and a talented builder, of whom I happily consider to be a friend and inspiration as I start on my own RV-10 (N68CK). Selling the Warrior after your PPL and using the proceeds for the finish kit and engine is a great plan. Perhaps save for the finish kit now and use the Piper money engine & prop? Re: Safety Wire - When in doubt, call Vic Syracuse or Van’s. I’ll probably safely wire EVERYTHING! But, that’s just me. I tend to over engineer a bit.
On another note, I am EXACTLY in the same situation as you are in so many ways. I also need to motivate myself to get back in the air with my instructor, and finish my pilots license. What's up with that?? If you figure it out, let me know, and I'll do the same. My airplane is way simpler than yours, and my videos are not nearly as fancy (no green screen), and I too like making the videos. But I don't think that is what is causing this malaise in flying. Anyways, I just thought I would let you know that you're not alone in that. Cheers again from Winnipeg.
Ground running your Piper and not flying it is not the best for engine health. Best to fly the plane even if only around the pattern once a week or so.
My guess is most people are getting away with the nylon lines just fine or the kit wouldn't come with them but in my experience I really don't like them. I didn't get a good look at exactly how your nylon lines work but when I was in A&P school we tried fixing some leaking lines on an autogyro that was donated to the school and we kept running into a problem with the brass ferrule on the compression fittings getting cocked sideways when you tried to tighten them and they wouldn't swage properly and they always leaked. There's a reason why the package that compression fittings come in says not to use them on brake lines and also why certified aircraft don't have any nylon brake lines on them. If it was mine I would change them out but that's just my $.02. Summit racing or Jegs is probably the cheapest place to get stainless lines but aircraft spruce has the aeroquip lines and they can make them up with fittings and all if you want them to.
Ground running your piper is not good for engine,if engine doesn't get up to full working temperature,perature you don't cook of internal moisture and you risk internal engine corrosion. Check out like Busch at savvy aviation.
have a nice day. maximum speed 250 mph. range 1200 miles. If I want to have a 2-person ultralight airplane, what will it cost? please Information. thanks.
Motivation can be tough. I'm not building yet, but as my wife doesn't have any desire to fly, I find 80 or 90% of my flight time is just maintaining currency/skills, not making real use of my certificate. I passed my instrument rating almost 2 years ago, and to date have only done practice approaches with a safety pilot/instructor. Hang in there, you'll get through the certificate and the build.
Safety wire is used to keep bolts from unthreading and coming loose same with nuts , critical connections require them on aircraft where vibration can work them loose.
You're not getting a motorcycle ready for speed week so no scrutineers to check you have safety-wired everything. Oh, you're the safety inspector. My mistake. When in doubt wire it.
Good to see you Jason, hope everything is well. No offence, but you know any other "UA-camrs" that are building the RV10? To be completly honost here, your build is putting me a bit of, it´s feels so complicated with all "putting the skin on, taking it off" multi times and more. I´m leaning towards the Sling TSI, feels easyer to build :) (sorry) don´t know if this is the right channel to figure that one out.. sorry... On the other hand, I like your content and I wish you the best of luck and it would be fun and great to see your youtube channel increase:)
@@JasonEllisBuilds absolutely this is the best RV-10 build channel and this is a true job of what it is building airplanes, if you dont like this resuuuuumed job you are watching then airplane building is not for you
On the topic of motivation… at some point you’ll be test-flying the RV! May seem a long way off, but I bet that will be exciting! Why not start preparing for that now? Of course, you’ll need to complete your license first… but you can execute flight test in your Cherokee to get a feel for what it’s like. We have a Cessna 170 that we’ve been hoping to fly from California to Oshkosh one of these years. We’ve been wondering if a 67 year old aircraft with 145 horsepower being flown by the worlds average-est pilots could make the trip with the high density altitudes in July. The book says a resounding “maybe,” so we decided to do some of our own flight testing to try to reproduce the book numbers. Also, the book numbers are for full-gross weight. We plan to be 80-100 lbs under gross for that trip and wanted to know what the impact would be. So, for the last 2 years we’ve been trading off between $100 hamburger flights, practice/skill-building flights and test flights and have been having an absolute blast (Whether we eventually go to Oshkosh or not)! Some of the things we’ve tested are: - Vx and Vy at different density altitudes - ground-roll and obstacle clearance at different density altitudes - Rate of climb at different altitudes. Can we make it to the published service ceiling? - Does takeoff technique make a difference in ground-roll? I prefer to keep the tailwheel low as this leads to a smoother and more natural transition to flight, but I wondered if lifting it higher to align the thrust vector perpendicular to the ground would shorten the ground roll. - true airspeeds at different power settings using a GPS and rectangular course. - during the above test, we found that our airspeed indicator had some error in it (IAS to TAS conversion was consistently slower than the TAS computed from the rectangular course, so we made some additional flights to construct an IAS/CAS conversion table. - Fuel burn at different power settings and cruise altitudes - calibrated a dip-stick to get a better sense of fuel level when less than full We also wanted to test our own bodies: - The rules say to use O2 above 12.5 for 30 minutes… but some people have noticeable SpO2 loss starting around 8000. So we routinely check our levels with a pulse-oximeter during each flight to see our tolerance to altitude. - What is our physical endurance? We typically keep flights to 1.5-2 hours…Can we mentally handle 2 or 3 3-hour legs each day, 3 days in a row? We recently completed a trip to Sedona, AZ, where all of our testing, calculations and skills were put to the test. What a fun trip! We had two big takeaways from that trip: - Sedona had a density alt of 6300ft that day and confirmed that even with half-tanks, this is the highest DA I would want to take off from without sacrificing a margin of safety. And I wouldn't even attempt that at full-gross even though the book says it should be possible given the runway length. - 2 3-hour legs is all I can handle in 1 day, making the Oshkosh trip a 3-4 day endeavor just to get there. We might need to plan a rest day in the middle, making if a 4-5 day trip each way. eek!
The reason for the push rod safety wire: the rear and middle push rods are constructed so that if the lock nuts were to both become loose, and the rod were to rotate all the way so that the thread on one of the rod end bearings is all the way in, the other will still have enough thread to hold on, thus averting an embarrassing collision with the ground when the elevator control fails. The front bearing thread is not long enough for this, so the safety wire is added to prevent it from coming loose. (The whole elevator control assembly is something worth checking a few (dozen) times, before the first flight.)
I spent the last 3 days watching all the build and i have to say you are the builder i like the most because your videos are more entertaining and educational with a touch of humor.
I've never wanted to build my own airplane so bad until i discovered you.
Don't lose motivation because you deserve to fly this bird, plus you already invested 6 years and coming to 7 if my math is correct.
I think you have to get the PPL and start flying with you're piper to gain motivation again.
Jason, I have been watching your videos for a long time. Remember, aviation and building is supposed to be fun and adventurous. If filming is getting in the way of that, well forget the camera and have some fun!
Nylon brake lines let you see any bubbles in the hydraulic fluid (so you know whether the lines have been fully bled)
TS Flightlines and their partner Aircraft Specialty do awesome work on fluid lines. Just give them a call and they will take care of you.
I just ordered mine from Tom and Steve. Outstanding service and exemplary work!
Hey Jason. Love your stuff. Take care of yourself. I’ll eat up whatever you put out… but take car of you first! Thanks for another great video!
Hey Jason, I am so relieved to hear you say that you are not that into flying right now. I am the same way. It's partly money and it's partly time. If I have free time I would rather be spending it working on the plane. I fly enough to stay current but the truth is I rather be working on my plane that flying someone else's ;). You're not alone!
Jason, great work on the plane. I'm enjoying your build very much and hope to offer encouragement. After years of working on it, I'm sure it gets monotonous.
As to the engine, have you given thought to using something other than the 540, say an Aeromomentum 2.0T? I've been looking at it; it produces 260HP, same as the 540, but there's not a lot of info on it and it's brand new. One day, years from now, I'll be building a 4-place plane myself and hopefully someone will have one installed in a 4 seater and can tell us how it works. Keep up the work!
Sorry to hear about your lack of interest. I am in the same boat. I started flying lessons before lockdown and had the whole process mapped out in my head. First 5 lessons were brilliant then covid came! After 13 months I returned to my lessons and it was an abysmal experience. Everything worked against me and I instantly fell out of love with flying. Then lockdown came again and I haven't flown all year. I now seem to have shed my disinterest & I'm chomping at the bit to get airborne again. Trouble is my instructor is now super busy & I need to look elsewhere. I'll get there eventually I guess.
I really enjoy your take on the build process but I can appreciate that the videos take build time away. I'm ok with that. You could just drop a quick few minutes every now and then to let us know you're ok.
i appreciated this video. my little project is tiny in comparison but seems to have the same motivational challenges. need this to do that so why bother with the other. coupled with life makes it difficult. keep at it. your an inspiration (weather it feels like it or not)... regular videos or not
congrats and thanks for the continued updates. Looking forward as I am sure you are to completion. Keep it up.
Good to see another video!!
Suggestion. Make a drawing of the RV-10, and color it the way you want it to be, and add a 'to scale' photo of you in the Pilots seat... and hand that on your hanger wall. Seeing a 'finished' product can sure help with motivation!! (I used that for every promotion I was going for in the ARMY!)
Keep Truckin', Sir!!! It WILL happpen!! =)
Thank God - I was worried about you mate (and all the way from the U.K.!). Going to watch now and this has made my Friday. Have a great weekend
It looks to me that the safety wire is to prevent the tube from rotating. Being threaded on both ends, it could be possible for the tube itself to rotate if the locking nuts get loose, and the safety wire looks like it's there to prevent that. Cheers from Winnipeg.
Right but why not do that to all of them? I plan to lock tight the crap out of that nut that's down there.. and allof them.. it was just odd they called that one out specifically to be safetywired..
@@JasonEllisBuilds If you rotate the tube, one end screws in, the other out. You don't need a safety wire, if in both turning directions, you run into a stop on one end before the other end falls out (or is no longer engaged with enough threads). Must be that for that particular tube there is enough thread available that you can spin far enough to make the other end fall out or be barely engaged.
Are you going to check the other tank, (the one that is not leaking) to see if you put pro seal on the flange area you missed on the one that’s leaking?
Glad to see another video of progress Jason. As far as the videos go keep 'em coming and show us what goes into the build. personally I don't think you need to do as much narration if that's the part killing your mood. if your searching for motivation to fly, get your license and explore. I finally finished mine up this past August. started regular lessons in 2003.
Good to see you Jason!
Jason, race cars use braided stainless brake lines that already have the 37* flared (also known as JIC, or AN, the only difference being the JIC has a looser tolerance on the threadform) ends, and a lot of suppliers can custom make lengths and ends for you (90's, 45's, etc)
That's interesting. I thought all cars use 45°
Nope! 45* is SAE flare, most typically seen in semi truck air and coolant systems because it’s considered low pressure, comparatively. Automotive brake applications by and large are double flare (I forget the flare angle, but they ARENT interchangeable with single flare types) or they’ll use a banjo fitting.
Everything is looking good. Looking forward to your flying videos.
Looks like that safety wire is to prevent the shaft from possibly rotating
This is my guess too, but why not do the same thing to the other two shafts?
Love the Halloween costumes! Glad you don't have to rebuild that pesky tank.
The best way to fix the lack of interest in going flying is just to go fly.. That will do it.. :)
Jason, you don't have to have a factory new engine. IO-540s are in many popular planes, so it should be possible to get decent overhauled one for a lot less than new.
Same goes for the panel, you really only need a pair of experimental G5s and a GEA24 for engine data and a GMU11 compass to fly it.
Hi Martin, I have pondered trying to find a "gently used" 540 but haven't had any luck.. know of any good places to find such a thing?
The only brake lines I put in were on the pressure side. The feed lines have only gravity pressure so leakage is not a problem (assuming proper installation).
Check Aeroquip for your hoses and fittings.
Aircraft Specialties
hope your Piper does move regular... or you'll get flat spots on the tyres!
safety wire is to prevent a bolt or nut from vibrating loose. the small hole could be a water weep hole? or where the safety wire goes into, to lock the wire in place to prevent movement of said bolt or nut.
Never ever forget the safety wire.. that is there for s specific reason , to prevent things from moving in flight or by accident.
even if you do not think its necessary.. do it
I can come and get your piper, and fly it for you for a while. :)
That's not what this safety wire is for in this case as it doesn't attach to the nut. And again, as I stated in the video, why this one but not the other 5 places that do the same thing?
Could head to Faulkner in Atlanta. He is awesome. Also if you want a safety pilot I’ll make the couple hour drive from Newnan and come fly with ya sometime.
'just a wild guess about the safety wire: Could it be to limit the amount of swivel on the threaded member? #AskVan's Re: Making Videos vs. Building. I'd be just as interested if the videos were exclusively the build process. Keep your chin up, get your pilot's license, and keep building.
It's a tight area not easy to inspect. Not having it safety wired if it did come loose could end very badly. If Van's says to safety wire it I definitely would do it.
Fuel leaks are ffing weird. Before you start scraping and piling up sealant, put some soap or snoopy on where the fuel comes out and blow compressed air along the spar. When the snoopy start bubbling, where you’re blowing that’s where the fluid comes from. These leaks can “travel” through hidden cavities in the sealant. In the airlines we struggled with sealant cracks away from the leaks, causing the actual leaks
What I’ve heard in a few EAB circles about engines is to purchase a parts catalog and overhaul manual for the engine you want, then assemble/overhaul a used engine yourself. Ends up significantly cheaper, one gentleman put together an O-360 for ~$5,000, if you’re up for the work
I had the same issue with BasicMed. My nearest AME is more than an hours drive away so I decided to do BasicMed last time so I could use a local doctor. Well, my normal doc wouldn’t touch it and I called several others and ended up that the only doctor who do so BasicMed was … wait for it … the AME.
Which Proseal number are you using and where do you buy it?
Hi Jason, appreciate the update video and making good progress. I wanted to comment to your.... ehh discouragement (maybe) in regards to the video making. TBH I would love to just see more building progress per video more-so than the minutiae of components/processes etc, just my personal opinion. This is one thing that has, not turned me away, but led to me skipping through more of your videos over the past couple of years vs just watching them through as I did in the beginning. On my channel (RV-12iS build) I do more of just a time-lapse with a simple voice over to call out the watch outs/gotchas. It takes me maybe 15-20 mins max per week, albeit my videos are only 5-10 mins in length. I could see myself getting bogged down with spending hours editing when I could be making progress which is why I just kept it simple. Anyways love the channel and hope you can get the panel/engine/FWF purchase figured out, ITS SOO MUCH $!
FWIW I like the minutiae. I'm in the thick of planning my 10 build. It's been very informative.
@@richardbabin4393 yes I understand that, from a builder perspective however if it’s burning him out and deterring his motivation and progress it may be time to tone down the current level of video documenting to help restore the main motivation of building IMO.
Ts flightless for the lines
Actually aircraft specialty for the lines
On the topic of moving. Considered an airport community?
yeah I have pondered that but I would have to find strip that had the exact property I'd want and "She who makes decisions" has high standards.. (Not in husbands thankfully)
Love your channel Jason...been subscribed for a little over a year. Wish you were close to me (I live in MS)...I would love to help you build. Recent pilot (within the last four years) and recently retired (early-55). Would love to "learn" the skills associated with building a plane. See myself tackling a project like this...it's right up my alley (engineer). Do you get much help? Like real help...not showing up and distracting you...Maybe the right "help" would light your fires again :-). Or I can stop by in the SR22 and we can go somewhere for lunch...you can fly.
Well, theres "help" and then theres.. help. heh. Honeslty, No. I get no real help. My wife comes and helps when I ask her to but for the most part the entirely plane has been done by me. I intentionally will ask other builders who have built at least one plane to come look at something to make sure I didn't bork something up and I have yet to have anyone tell me I'm screwing something up. Most have advice but they don't actually pound any rivets or turn any wrenches.
Check with kitplane enthusiast he uses those braided lines…Hal
Please, Jason, for the love of God, stop with the self-depreciation! Lost video footage doesn’t make you an idiot!
Stuff happens (especially with GoPros)
You are highly intelligent and a talented builder, of whom I happily consider to be a friend and inspiration as I start on my own RV-10 (N68CK).
Selling the Warrior after your PPL and using the proceeds for the finish kit and engine is a great plan. Perhaps save for the finish kit now and use the Piper money engine & prop?
Re: Safety Wire - When in doubt, call Vic Syracuse or Van’s. I’ll probably safely wire EVERYTHING! But, that’s just me. I tend to over engineer a bit.
On another note, I am EXACTLY in the same situation as you are in so many ways. I also need to motivate myself to get back in the air with my instructor, and finish my pilots license. What's up with that?? If you figure it out, let me know, and I'll do the same. My airplane is way simpler than yours, and my videos are not nearly as fancy (no green screen), and I too like making the videos. But I don't think that is what is causing this malaise in flying. Anyways, I just thought I would let you know that you're not alone in that. Cheers again from Winnipeg.
Ground running your Piper and not flying it is not the best for engine health. Best to fly the plane even if only around the pattern once a week or so.
My guess is most people are getting away with the nylon lines just fine or the kit wouldn't come with them but in my experience I really don't like them. I didn't get a good look at exactly how your nylon lines work but when I was in A&P school we tried fixing some leaking lines on an autogyro that was donated to the school and we kept running into a problem with the brass ferrule on the compression fittings getting cocked sideways when you tried to tighten them and they wouldn't swage properly and they always leaked. There's a reason why the package that compression fittings come in says not to use them on brake lines and also why certified aircraft don't have any nylon brake lines on them. If it was mine I would change them out but that's just my $.02. Summit racing or Jegs is probably the cheapest place to get stainless lines but aircraft spruce has the aeroquip lines and they can make them up with fittings and all if you want them to.
Ground running your piper is not good for engine,if engine doesn't get up to full working temperature,perature you don't cook of internal moisture and you risk internal engine corrosion. Check out like Busch at savvy aviation.
Why does the channel keep deleting my comment providing a link to the brake lines you mention wanting?
is it because I posted a link?
seems to have done it again so aircraft specialty is the website for the brake lines you mentioned
Its not me.. I saw you posted it but then I couldn't find it in the "held for review" list or in comments. YT might think its spam?
have a nice day. maximum speed 250 mph. range 1200 miles. If I want to have a 2-person ultralight airplane, what will it cost? please Information. thanks.
I've had the plastic brake lines on my RV6 for 15 years. save your money for something else
Motivation can be tough. I'm not building yet, but as my wife doesn't have any desire to fly, I find 80 or 90% of my flight time is just maintaining currency/skills, not making real use of my certificate. I passed my instrument rating almost 2 years ago, and to date have only done practice approaches with a safety pilot/instructor.
Hang in there, you'll get through the certificate and the build.
Safety wire is used to keep bolts from unthreading and coming loose same with nuts , critical connections require them on aircraft where vibration can work them loose.
You're not getting a motorcycle ready for speed week so no scrutineers to check you have safety-wired everything. Oh, you're the safety inspector. My mistake. When in doubt wire it.
Good to see you Jason, hope everything is well.
No offence, but you know any other "UA-camrs" that are building the RV10?
To be completly honost here, your build is putting me a bit of, it´s feels so complicated with all "putting the skin on, taking it off" multi times and more.
I´m leaning towards the Sling TSI, feels easyer to build :) (sorry) don´t know if this is the right channel to figure that one out.. sorry...
On the other hand, I like your content and I wish you the best of luck and it would be fun and great to see your youtube channel increase:)
I answered you in this video; ua-cam.com/video/peUUIR0J42U/v-deo.html
@@JasonEllisBuilds absolutely this is the best RV-10 build channel and this is a true job of what it is building airplanes, if you dont like this resuuuuumed job you are watching then airplane building is not for you
What is your issue? If you don’t like the channel don’t watch. Jason has one of the best channels out there for building.you probably shouldn’t build
The 2-million year buildproject goes on…
On the topic of motivation… at some point you’ll be test-flying the RV! May seem a long way off, but I bet that will be exciting! Why not start preparing for that now?
Of course, you’ll need to complete your license first… but you can execute flight test in your Cherokee to get a feel for what it’s like.
We have a Cessna 170 that we’ve been hoping to fly from California to Oshkosh one of these years. We’ve been wondering if a 67 year old aircraft with 145 horsepower being flown by the worlds average-est pilots could make the trip with the high density altitudes in July. The book says a resounding “maybe,” so we decided to do some of our own flight testing to try to reproduce the book numbers. Also, the book numbers are for full-gross weight. We plan to be 80-100 lbs under gross for that trip and wanted to know what the impact would be.
So, for the last 2 years we’ve been trading off between $100 hamburger flights, practice/skill-building flights and test flights and have been having an absolute blast (Whether we eventually go to Oshkosh or not)!
Some of the things we’ve tested are:
- Vx and Vy at different density altitudes
- ground-roll and obstacle clearance at different density altitudes
- Rate of climb at different altitudes. Can we make it to the published service ceiling?
- Does takeoff technique make a difference in ground-roll? I prefer to keep the tailwheel low as this leads to a smoother and more natural transition to flight, but I wondered if lifting it higher to align the thrust vector perpendicular to the ground would shorten the ground roll.
- true airspeeds at different power settings using a GPS and rectangular course.
- during the above test, we found that our airspeed indicator had some error in it (IAS to TAS conversion was consistently slower than the TAS computed from the rectangular course, so we made some additional flights to construct an IAS/CAS conversion table.
- Fuel burn at different power settings and cruise altitudes
- calibrated a dip-stick to get a better sense of fuel level when less than full
We also wanted to test our own bodies:
- The rules say to use O2 above 12.5 for 30 minutes… but some people have noticeable SpO2 loss starting around 8000. So we routinely check our levels with a pulse-oximeter during each flight to see our tolerance to altitude.
- What is our physical endurance? We typically keep flights to 1.5-2 hours…Can we mentally handle 2 or 3 3-hour legs each day, 3 days in a row?
We recently completed a trip to Sedona, AZ, where all of our testing, calculations and skills were put to the test. What a fun trip! We had two big takeaways from that trip:
- Sedona had a density alt of 6300ft that day and confirmed that even with half-tanks, this is the highest DA I would want to take off from without sacrificing a margin of safety. And I wouldn't even attempt that at full-gross even though the book says it should be possible given the runway length.
- 2 3-hour legs is all I can handle in 1 day, making the Oshkosh trip a 3-4 day endeavor just to get there. We might need to plan a rest day in the middle, making if a 4-5 day trip each way. eek!