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Finished closing up the wing, worked on seat backs | RV-10 - 050 ~ Jason Ellis Builds
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- čas přidán 14. 08. 2024
- Patreon Campaign: / palamedes
Builder ID Number: 41638
0:00 Back at it! Let's talk about this wing - rib flange direction
3:05 And just like that the wing is closed - move the tubes!
5:05 Thank you to my Vets!
5:23 Should I get an Autoengine and put it in the plane?
10:30 Wing access doors
12:18 Why do you tell us all this stuff?!
16:01 Welp that's in the way....
18:27 Yoke change! Which yokes you need
21:24 Almost done with the wings..
22:57 A&P on the piper. Thanks for the offers.
24:19 I'm a real builder finally!
25:13 Seatbacks and the rivets they dont actually call out.
26:20 What software am I using now?
28:00 Horrible accident in Dallas
28:45 Closing.. thanks everyone!
Got back on the horse and got back to work. Lots left to do and there is hope! Some days are good some days are bad. I really appreciate you guys and your input as well as all your kind words. This community is amazing.
Note; I have NO IDEA why the footage in the background starting at 26:20 is backwards.. hahah Still learning this new software..
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Builder ID Number: 41638
Link to all my videos:
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Note: None of my videos are officially supported by Van's Aircraft and are intended for entertainment purposes only.
Jason, for what it's worth your honesty about the struggles you're having is the biggest reason why I am now an (unfortunately very small) member of your Patron. It takes courage to be that open and honest, and that's the sort of effort I'm proud to support. I wish I could do more, thanks for all you do.
Jason, the wings are looking great! And thank you so much for your candor with personal matters. We are just human and it is life's various events that affect our continued performance. So many CZcams channels seem so programmed that they seem artificial. I, for one, am glad to hear you "just talk". As a faithful Christian, I fully recognize that I must rely on God and my friends for help to get me through these very difficult times in which we live. I have watched your videos for quite a while and have listened as you express your life events and struggles. And after hearing, I now know how to pray for my brother aviator. Some may not understand but that doesn't matter. Many of us here DO understand and that is the beginning of healing. Really enjoy you Jason and look forward to watching as you move forward. It's all good.
One vet to another Jason, I admire your perseverance. Your channel is one of the reasons I decided I wanted to build my own airplane. Thankfully it's also one of the reasons I haven't started to build my own yet since I cannot afford it or have the place to do it. I hope you can reinvasion your passion for wanting to fly, even if the original mission has changed. You are who I strive to be.
I built my first airplane in a one car garage, just started building my 2nd about a year ago in the same garage. I've read about people building them in a living room or bedroom. You don't need a giant place to build an airplane. Regarding the lack of funds to build, you can build it little by little, no need to have a huge amount of money up front.
@@ulbuilder I understand your points. My biggest issue is that I'm in college and not in any permeant type housing. I think my neighbors who live on either side of me, including the complex owner/landlord, will be as enthusiastic of riveting as I would.
You might buy a used engine with 600 hrs on it for half the price? That's what I'd be looking for. Hope you keep on building man. I've been watching you since you were building in you garage.
Hi Jason, I am a UK Veteran and enjoying your videos. Keep your chin up.
Happy Veterans Day, Jason! Wow you have made progress since I was actively watching CZcams. Life interrupts and all that. I have always loved your transparent approach to the build. Have fun at dinner!
Great conversation re:Hobby vs. Job. I think that you are a builder/manufacture and with a A&P you would go to a maintainer of other peoples things. So less investment and more complainers there. You have much to offer as a builder of anything really, so I can see why there have been comments about getting an A&P. The fear of a hobby getting ruined by a career is the primary reason I didn’t become a professional pilot. I was licensed in 1975, my junior year in high school and loved flying. I still do, just have medical reasons I can’t at this time. I would have probably not enjoyed being a pilot for a living. When I was recovering from my open heart & stroke, I kind of regretted not being a pilot for a career. But as I look back on my career, I was flying test flights on those systems I was installing on military and some commercial aircraft. I was able to use my creative side much more as an engineer than as a pilot who has to follow someone else’s checklist. Haha.. All the best!
As a soon to be builder of a Sonerai, I will be going with an air cooled engine. Mostly because of the size and capabilities of the airplane. If my next build is an RV-10 or Velocity, I will seriously consider a liquid cooled auto engine conversion. I hear the arguments for why its bad, but for those of us that have needed to make a car last FOREVER, a car engine can take a lot of abuse, and give a long trouble-free life.
One final comment, no matter how much you enjoy something, if you do it for a living, it will become a job. It's just that some jobs suck less than others :)
Thank you for acknowledging vets! 🙏
Hello, as a fellow RV-10 builder. I was just as let down at OSH when I discovered the new engine prices.😡 I agree on the auto conversion, mostly on weight and complex installation. I’m on the hunt for a good 540 core I can turn into a new 70k engine for under 40k. I built an RV-8 and bought a core engine and made it new 18 years ago. I’m still flying my 8 and my engine is still going strong..
The other thing to consider with engine selection is resale value of your plane if/when you sell it.
You are correct about load. When you drive your car you don’t drive with your foot to the floor the entire time you are driving your car. Aircraft engines are air cooled. Nothing can really fail except maybe a bird nest blocks air flow. Really a simple system without any moving parts. Most car engines are water cooled and many parts are involved in a water cooled system. Works great on a car. Having a coolant leak while separated from the earth by lots of thin air is not a good situation. Maybe wrong but you might not know you have a coolant leak until the engine is already over heating and might not leave enough time to get to a suitable landing location. I am not a professional in engines just my opinion.
Jason, you are doing a great job ! Please continue, for your well being! Even if you take another 2 years to complete the way YOU want it, it will be worth it.
Still following. I'm glad you are still hanging in there!!!
Glad to see you got some motivation back !
Jason, I have watched all your videos, since you started in the garage. Glad to see you continuing and that you found an A&P IA to do the annual inspection. As an A&P, I do not know of any requirement to do the annual in a hanger and have done fix gear airplanes on the ramp. If you find the requirement, please let me know or talk about it in one of your videos. Thanks for acknowledging the Veterans. As a fellow builder of a Long EZ, I think a good used engine is a better option than a new one. My engine was removed from a Piper Apache which was being upgraded to larger engines from a flight school. The engine had just under 2000 hours on it. I topped the engine with overhauled cylinders and flew it an additional 350 hours. The reason I went this route was my mentor who built 13 airplanes always used mid to high time engines that he knew were running well. His philosophy was he had a new airframe, and he wanted to flight test with a proven engine without worrying about having to break it in.
I didn't think it was a requirement either but the airport manage swore up and down that it was.. maybe it's a local requirement for some reason?
Have you considered the UL520 Turbo charged.
I was also going to mention that engine. I think they can be had for maybe half the $72k of the io540.
I understand what you said about turning a hobby into a career. Programming is a hobby of mine (and career). I’m considering building my own plane. I want it to be fun and not a job.
The 1uz-fe lexus 4.0 V8 from Toyota/Lexus was designed to be an airplane engine. It is all aluminum, etc. Some Honda engines can do the job, too.
Absolutely appreciate your honesty, Jason. I'm getting ready to make my first purchase of a kit plane and it's essential for me to see a realistic build. I'd rather watch you with all your frustration than some "modern Disney" version where everything goes perfectly.
An option for an engine could be UL Power. They create 'traditional' big bore, low RPM, aircraft engines with modern features and no prop reduction gearbox. One of the downsides with a UL Power on an RV-10 would be the effect on CG. Their 520's are significantly lighter than an IO-540. Some additional information on automotive engines. Diamond Aircraft utilizes the Austro automotive diesel in most of their aircraft and they have racked up a bunch of hours on those. Automotive conversions can be done, but they aren't for everyone.
You asked for kit lead times. 18 month for some of the Vans kits. Prop and engines also almost that long. I was on the fence when ordering my kit but now really glad I bought everything in one go, new engine prices are crazy.
I just wanted to comment on the LS3 engine for aircraft. My understanding is that the LS3 engine would not be running at high rpms but around 3 to 3.5 thousand rpms or even lower if eco cruising. Another is the bearings comment. The PSRU is the more important part since it has the large bearing that is needed for the thrust and has to deal with the gearing and propeller harmonics. I would recommend you talk with them about it at Oshkosh or SunNFun and see if others having RVs are using it and call them for references. Otherwise, I would go the use O-540 route with a mid time or even higher engine to at least fly for a while before a rebuild.
A&P is two years, full time.
Back on that horse!!!!!!!
I would recommend filing the edges of the panels so they are not rough or the vibration will cause chaffing and premature cracking. Also dont roll the edges of the panels or that will cause a void for water and debris to be trapped and cause corrosion.
Great job!
The smaller squeezer you're referring to is probably a Numatx hydraulic-pneumatic model. I bought one but haven't yet assembled it. You need to fill it with Dexron and bleed it like you would your brakes. Most people also build a base and attach the reservoir and foot pedal to it along with a dedicated air pressure regulator. It's a bit pricy - about $800 without yokes, but it's amazing.
It's only 3 lbs vs. 7 lbs for your pneumatic squeezer. The biggest advantage is you never have to adjust the stroke length for different length rivets. As long as you're riveting a bunch of the same size rivets you can move from a -4 to a -7 without adjustment. If you change sizes, then you simply adjust the air pressure.
Agreed, I’ve tried one at a fellow builders workshop. If you want to save yourself $800 then DO NOT try one, you will want it as soon as you do 😀
I’m not of the mindset of auto conversions but I would say the main bearings would probably be just fine. They use LS motors in boats and they’re running high load/high RPM quite a bit as well. I’d be more concerned about the gearbox. Overall weight would be a consideration as well. Seeing as you don’t profess to be a Motörhead, I’d stick with an aircraft engine.
Engines: If you want to fly, use an aircraft engine. If you want to tinker try an auto conversion! In my 60 years in aviation I have never seen a conversion work!
You might want to check out Photoshop Elements and Premiere Elements. You can usually pick up both for about $120 and you own it. I've been using both for years and they do everything I need.
You are fun to watch……Hal.
A LS3 with a forged bottom end, good valve springs is pretty solid, however the PSRU is almost always what fails. A built LS3 will run at 5000 rpms all day as it will float the valves at about 7000 RPM (redline) so on a 500hp engine, limited to 5k is an easy 300hp and is not running it at 100% ever.
I have built several LS engines... But I would not choose to put one in an airplane due to the complexity of the PSRU.
Also cost isn't quite as good as many think. A built LS3 with a forged crank and all the goodies is about $30000. The PSRU and accessories are 12-20k. For $50k buy a timed out io540 and pay a mechanic to help you rebuild it. Sure my 89 firebird has a LS I built for 6k but it is way easier to pull over than an airplane.
If you need more speed editing photos, check out Affinity Photo, just ~$50 license, so no subscription and very fast. I went far from Adobe 'cause I do not like subscriptions and I'm doing all my photo, graphic and publishing with Affinity now and for the video DaVinci. Photography and design is my job so if you need suggestions just ask.
BTW, great channel and I appreciate your honesty and not just looking for sponsors. I think is kind of boring when youtubers are all uniforming to make CZcams algorithms and possible sponsors happy. Too many aviation channels went that direction.
I dream to have the $$ and place to build a plane myself.
Jason... few people would put an aircraft engine in a car so why put a car engine in an airplane? Is cost the only factor? What's your safety worth?
Hey Jason, You and I have talked via messenger recently, you are correct. Yes those engines will work but they are not built or designed to operate like that. Also my services I offer to help you rebuild an IO540. I am able to sign it off for you. That was my plan getting my A&P. We can talk more about this but I would love to be able to help you.
You're not wrong about the auto engine and if you're worried about it then you should stick to the book. Bottom line is well done auto conversions can and do work and work well; however, you need to do a lot of research and learn the chosen engine and configuration. Pilots are creatures of habit. Most of us are comfortable with the Lycoming because most of us trained behind one. It also means we know it pretty well. If you give an auto conversion the same amount of time and attention it will serve you well. If you don't take the time to learn what to look for and then take the time to learn how to use it properly it won't.
Pay once, cry once.
Begin to reach out to aviation insurance carriers or brokers to see what policies would work with your engine choice. This might be an issue if hull or liability insurance is or is not available or quotes are higher than you anticipate.
Cooling systems for auto conversion engines might require additional work on your part to make it compatible with the airframe.
The easiest solution is probably a certified aircraft engine and prop combination, ask for recommendations from other builders who might have experience with new or used engines that you are considering. Great video series, looking forward to additional episodes.
I have Trex arms so this would be a pita for me, how do you check the rivet like that? Thanks for remembering us Vets, problem with rebuilding is the time frames. From what I have heard all the shops have insane back logs, similar problem to finding someone to annual your plane. When I do my rc jet build video/review I always give the good, the bad and the ugly. Until someone starts paying me say otherwise that is lol
I think you're missing trick. Not sure what an LS engine is, but it sounds like Ellis so that can't be bad ;-)
Your videos are looking good and it seems you still have green screen available. What editing software did you switch to. 👍 watched until the end and you provided that info. Thanks Jason. 👍
Personally, I would consider an LS conversion. If you research the abuse they put these things under, you will understand the mechanical ruggedness of the design. The reduction gearbox is not a problem, you can monitor its health by checking mag plugs and do regular oil analysis if you want to be extra confident. Dependence on battery power would be a concern for me though. Especially when using Lithium based batteries; these things can go from full capacity to dead in no time when not charged properly. One should be able to isolate the battery without losing the engine. Another concern would be weight and prop clearance. Not an easy decision
You don’t technically need to be in a hangar, our A&P does all the work on the ramp at the tie downs, but he is a truck based A&P. Could be a personal preference.
Yeah it might be a local requirement of my airport.. it was the airport manager that was very adamant that it has to be done in a hangar..
@@JasonEllisBuilds I know I'm late to the party, but it'd have to be a local thing. There's no federal rule that requires it be done in a hangar.
Looks great Jason! Apologies if you already answered this, but if you were to do it all over would you stick with the RV-10? Or would you take a look at the 14 or even the upcoming 15?
I'd get an -8 or a -14 if I absolutely needed a side-by-side.. but most likely an 8.
Just curious but would a diesel work? They are low rpm engines
Why wouldn't you just use the Cherry Max rivets in the hard-to-reach areas? They are a perfectly acceptable substitute. I even called Vans on it a few years back and they approved the use of Cherry Max rivets when bucking just isn't possible.
Can´t you fit the Rotax 915IS in the RV10? That engine goes in the Sling TSI.
And Check out the Norwegian folks at edge performace that takes Rotax engines and make them even better.
Van's designed the RV-10 on engines 235-260HP. Their demo RV-10 has a Lycoming 260HP IO-540 installed. The Rotax 915is is 141HP, so you're missing 94HP minimum, and 115HP maximum compared to the IO-540. Also, the Sling TSI has an empty/gross weight of 1080/2095, the RV-10 1520-1630/2700. I know people compare the TSI and the RV-10, but it's truly an apples-to-oranges comparison. Outside of the commonalities of having one-engine, four seats, and tricycle gear, these are two VERY different aircraft.
maybe I missed something, buy is there a "making airplane noises" video out there? :)
Hi, I may be ill-informed but still not sure why you haven't looked at the Rotax engines designed for aviation and have heard are pretty solid and good value for money as alot if kit builders use them like Kitfox and Sling just to name 2.
Rotax are much to small!
Rotax are much to expensive.
Rotax are much to complex.
Rotax are 40year old designs: oldfashion, expensive and generally not as reliable as their image.
Rotax 915is = 141HP. Van's designed the RV-10 for 235-260HP engines. The demo plane has a 260HP Lycoming IO-540. I think I'll go with Van's design engineers on this one. And please, don't compare the Sling to the RV-10. There is no comparison.
Still building?
Are you going to be selling this project?
An engine you can afford is better than no engine at all. If you can't afford $70K for the aero engine (which is STUPID money for an engine based on 1930's technology) then your going to have a really expensive lawn ornament sitting in the hanger waiting for an engine. Put what you can afford in it and fly the airplane. Too many projects sit on the ground waiting for cash, mods or back ordered components to appear. Fly the auto engine while your shopping/saving for something else. When you find it sell the auto engine/PSRU combo. Just my $0.02. Cheers.
Good on you for avoiding the auto engine thing.. it’s been my experience that the auto conversions just don’t work! They don’t stand the test of time. I still haven’t seen one, not one, that works and performed as promised. They burn more fuel, they are slower (less performance), heavier, they run hot, and they break down. They take WAY more tinkering to even get them to fly, all while killing any resale value. After years of tinkering to get any kind of result, most either sell the plane for pennies on the dollar, or chop it off and end up putting a, aircraft engine anyway. Another Achilles heel of auto engine is lack of redundancy.. they NEED electrons to run the fuel pumps, the computer, the ignition.. ect.. aircraft engines will run and run with all the wires cut.. as long as it gets fuel, it’ll run.
Rotax 915is ? ? A proven aircraft engine.
No where near enough horsepower.