Mod Masterpiece - Left Seat
Mod Masterpiece - Left Seat
Mod Masterpiece - Left Seat
- No tags were found...
Create successful ePaper yourself
Turn your PDF publications into a flip-book with our unique Google optimized e-Paper software.
<strong>Mod</strong> <strong>Masterpiece</strong><br />
UPSCALE RV-10<br />
Greg Hale brings automotive styling to the cockpit<br />
BY Max Trescott<br />
32 Sport Aviation June 2011 PHOTOGRAPHY BY Brady Lane www.eaa.org 33
<strong>Mod</strong> <strong>Masterpiece</strong><br />
UPSCALE RV-10<br />
1. Environmental controls for the air conditioning are installed overhead.<br />
2. A smooth spinner without screws on the outside was accomplished with an internal<br />
flange inside the spinner with an attached backing plate.<br />
3. The $144 tail-mounted camera has a 170-degree field of view and is wired to the<br />
onboard computer for viewing in flight and for recording.<br />
4. A 7-inch retractable touch-screen computer plays DVDs or CDs. Software includes<br />
a weight and balance program Greg wrote and avionics manuals.<br />
1<br />
“The RV-10 impressed us since you could<br />
load four passengers and bags and be well<br />
within the maximum gross weight and CG.<br />
And as a homebuilt, it opened up a lot of<br />
possibilities for interior configurations not<br />
available on certified aircraft.”<br />
—Greg Hale<br />
When Greg Hale set out to<br />
build an RV-10, he had a<br />
simple vision: He wanted<br />
a cockpit interior that<br />
more closely resembled a<br />
Lexus than an airplane. By the time he finished,<br />
Greg made more than 25 major modifications,<br />
inside and out, from a custom nose spinner to<br />
a tail-mounted camera, all of which he details<br />
on his website. The result is perhaps the most<br />
highly modified RV-10 in the fleet and the 2011<br />
Sun ’n Fun Reserve Grand Champion kit plane.<br />
It’s no surprise the project blended the<br />
aviation and automotive worlds, as Greg has<br />
been rebuilding and customizing cars as<br />
long as he’s been flying. His first car was a<br />
1961 Volkswagen Karmann Ghia convertible.<br />
“It was made from two junked cars, and the<br />
paint job was done with Krylon spray paint,”<br />
Greg said. “I still have the spray cap indentation<br />
on my finger.”<br />
While building his car, he found a way to<br />
earn his private certificate by the age of 17<br />
for $550, which was cheap even in 1968. In<br />
college, Greg earned a bachelor’s degree in<br />
aeronautical technology and completed his<br />
A&P mechanic certificate.<br />
His career began in the engineering<br />
department at Beechcraft where he was<br />
responsible for the firewall forward<br />
of the Beech T-34C Mentor before<br />
becoming a production test pilot. After<br />
1,000 hours of flying for Beechcraft,<br />
he worked as a corporate pilot for several<br />
companies. During this time, he<br />
worked with friends to build his first<br />
airplane, a VariEze, in 1978. His career<br />
took him to the airlines, beginning<br />
with Republic Airlines, which through<br />
a series of acquisitions became<br />
Northwest and most recently Delta.<br />
“Once I started flying for the airlines, I<br />
got out of general aviation,” Greg said.<br />
Twelve years ago he earned his helicopter<br />
certificate in a Bell 47. “All of the<br />
old smells came back from learning to<br />
fly,” he said. He was hooked again.<br />
Greg built a one-man helicopter,<br />
a Revolution Mini 500, and it was<br />
his search in Tulsa for someone willing<br />
to share a hangar that led him to Al<br />
Howerton. Al was interested in building<br />
a Van’s RV-8 and at the time Greg<br />
was interested in a Globe Swift, but<br />
realized an RV-8 would be newer and<br />
faster. Their partnership blossomed<br />
from there.<br />
“We built the RV-8 as a fairly standard<br />
airplane in just nine months,” Greg<br />
said. Even so, it had a number of modifications,<br />
some of which found their way<br />
into the RV-10, too. The RV-8’s awardwinning<br />
paint scheme used 14 colors of<br />
automotive paint and was reminiscent<br />
of the street rods that Greg also likes to<br />
build. Over the years he has rebuilt a<br />
basket case 1967 Corvette coupe, customized<br />
a 1977 Toyota Corolla, and<br />
rebuilt a 1966 Mustang convertible for<br />
his wife, Kathy.<br />
Fiberglass Panel and Console<br />
Two years later Greg was ready to build<br />
again. “We were already sold on the<br />
Van’s aircraft, and the RV-10 impressed<br />
us since you could load four passengers<br />
and bags and be well within the<br />
maximum gross weight and CG. And<br />
as a homebuilt, it opened up a lot of<br />
possibilities for interior configurations<br />
not available on certified aircraft,” Greg<br />
said.<br />
As you enter Greg’s finished airplane,<br />
the dominant feature is the custom<br />
instrument panel and central console.<br />
“In 2004 we went to Oshkosh and the<br />
Chelton EFIS was the hottest thing,”<br />
Greg said. “So we decided to build the<br />
instrument panel around a pair of them.”<br />
The standard RV-10 instrument<br />
panel is a flat piece of aluminum, but<br />
since he wanted an interior that flowed<br />
together, Greg designed and built a custom-fit<br />
fiberglass panel with aluminum<br />
panel inserts to hold the avionics. Using<br />
his computer and inexpensive CAD<br />
(computer-aided design) software, he<br />
designed a wood panel to check for fit.<br />
Then he used the wood panel to create a<br />
mold for the final fiberglass panel.<br />
He got the idea for the fiberglass<br />
panel from Lancair and noted at that<br />
time, “Fiberglass instrument panels<br />
were not that readily available for other<br />
aircraft.” The central console, also<br />
made of fiberglass, flows up the center<br />
of the instrument panel, creating space<br />
for a central stack of avionics. That idea<br />
was borrowed from the Cirrus SR20<br />
and SR22.<br />
“The armrest for the console was<br />
made out of 2-inch-thick polyurethane<br />
foam. The base of the armrest is a 1/4-<br />
inch PVC foam lay-up,” Greg said. “I<br />
used the armrest base as a pattern to<br />
cut the 2-inch foam. The foam was<br />
bonded to the base, and then two layers<br />
of glass cloth were applied to foam.”<br />
The armrest was undersized to allow<br />
for a padded leather covering. It opens<br />
to reveal a glove box.<br />
Greg purchased a custom throttle<br />
quadrant from DJM Manufacturing<br />
and modified the throttle to add a “T”<br />
handle, similar to the throttle in the<br />
Cirrus SR22. He also made shorter prop<br />
and mixture levers.<br />
The central console covers the “tunnel,”<br />
a central passageway through which<br />
2 3<br />
4<br />
Instrument Panel Inserts<br />
The panels were made by Ideal Specialty in Tulsa from 1/8-inch<br />
aluminum. They were black anodized, and lettering was laseretched<br />
into the panels.<br />
The left panel contains:<br />
Dual Cheltons<br />
Advanced Flight Systems angle of attack indicator<br />
Rudder trim<br />
Dynon EFIS-D10A<br />
The right panel contains:<br />
Advanced Flight Systems engine monitor<br />
TruTrak autopilot<br />
Xenarc MDT-X7000 7-inch touch-screen VGA monitor<br />
DVD player<br />
The center avionics stack contains:<br />
Onboard computer<br />
Garmin GMA 340 audio panel<br />
Dual Garmin SL30 nav/comms<br />
Garmin GTX 330 transponder<br />
34 Sport Aviation June 2011 PHOTOGRAPHY BY Brady Lane<br />
www.eaa.org 35
<strong>Mod</strong> <strong>Masterpiece</strong><br />
UPSCALE RV-10<br />
Greg flies his RV-10 in formation alongside the RV-8 with the award-winning paint<br />
job that he built with Al.<br />
<strong>Mod</strong>ified RV-10 Specifications<br />
“I created flip-up doors<br />
like you’d find in<br />
street rods to cover the<br />
switches. Nobody was<br />
doing that in aircraft<br />
at the time.”<br />
—Greg Hale<br />
TOP: A flip-up door opens to reveal a series of<br />
swithes on the center console.<br />
<strong>Left</strong>: Greg connects the rudder pedals to the cables<br />
inside the “tunnel” with attachment bolts passing<br />
through “smiley face” slots.<br />
Right: Under the central console is the “tunnel”<br />
where fuel lines, rudder cables, air conditioning<br />
hoses, and avionics cables are routed out of view.<br />
fuel lines, cables from the pedals to the<br />
rudder, coaxial cables to antennas, and air<br />
conditioning hoses are routed out of view.<br />
In stock RV-10s, the rudder cables come out<br />
through the sides of the tunnel to connect<br />
to the pedals. But that didn’t fit with Greg’s<br />
vision for the interior.<br />
Instead, he kept the rudder cables<br />
inside of the tunnel and used a router to<br />
cut a “smiley face” slot on both sides of the<br />
tunnel near the rudder pedals. Attachment<br />
bolts pass through the slots to connect the<br />
rudder pedals’ vertical tubes to fittings<br />
inside the tunnel that connect to the rudder<br />
cables, while maintaining the cables’<br />
original length. A pair of cable covers, one<br />
with a larger diameter than the other, were<br />
slipped inside of each other and over each<br />
rudder cable to prevent the cables from<br />
contacting the air conditioning hoses.<br />
The control stick is from Infinity<br />
Aerospace. Switches on the stick control<br />
the flaps, roll/pitch trim, microphone,<br />
boost pump, engine start, and autopilot disconnect.<br />
The engine start switch goes to a<br />
Smart Start from TCW Technologies, the<br />
same company that makes the safety trim<br />
system used in the RV-10. With Smart Start,<br />
a separate activation switch is hidden in the<br />
airplane. After that switch is pushed, the<br />
pilot has one minute to start the airplane<br />
before the start circuit is deactivated. This<br />
protects against accidentally pressing the<br />
start switch with the engine running.<br />
It’s All About the Entertainment System<br />
Greg previously built a 1932 Ford Tudor<br />
Sedan street rod, and he chose a number<br />
of automotive parts and amenities for the<br />
RV-10, like seat belt harnesses, upholstery,<br />
cup holders, and an entertainment system.<br />
Particularly impressive is the plane’s<br />
in-dash computer and 7-inch touchscreen<br />
VGA monitor, designed for panel<br />
mounting in cars. The monitor, a Xenarc<br />
MDT-X7000, has a motorized display<br />
that retracts into the panel when it’s not<br />
in use. It contains a DVD drive that lets<br />
you view movies on the screen or play<br />
audio CDs. When switched to PC mode,<br />
its touch-screen works like a computer<br />
mouse, allowing you to click, select, and<br />
drag objects on the screen.<br />
Although Xenarc no longer sells the<br />
particular computer Greg installed, a similar<br />
one with a 160 GB drive, the Stealth<br />
LPC-460 computer, is available from<br />
another company. His software includes<br />
operating manuals for the avionics and an<br />
RV-10 weight and balance program that<br />
Greg wrote and gives away on his website.<br />
Slide-out silver cup holders, originally<br />
designed for cars, are installed on both<br />
sides of the instrument panel. Greg found<br />
that the pilot’s side cup holder is perfect<br />
for supporting his Apple iPad in a landscape<br />
orientation. He uses the iPad in<br />
flight primarily for instrument approach<br />
procedure charts.<br />
But he also likes to print out approach<br />
charts as a backup in case the aircraft loses<br />
power. To hold those charts and to have a<br />
place to write down ATIS information and<br />
IFR clearances, he designed and fabricated<br />
a removable desk. A Quick-Clamp universal<br />
clipboard from Sporty’s was modified<br />
for insertion into tubes installed in the console’s<br />
armrest storage compartment.<br />
Cruising in Comfort<br />
Greg liked the seat cushions supplied with<br />
the RV-10, but they didn’t evoke the Lexus<br />
feel he sought. So he used Chuck’s Auto<br />
Reupholstery, a local Tulsa interior shop, to<br />
build the seats, interior panels, and instrument<br />
panel eyebrow. The main interior<br />
covering is tan Ultraleather; tan Ultrasuede<br />
was used for the headliner and baggage<br />
area. None of the hardware attaching the<br />
interior is visible.<br />
“The idea for the back seats was to<br />
have them curve into the sidewalls to<br />
appear like one continuous molding.<br />
The back seat has a one-piece bottom<br />
and top, but is built to look like two separate<br />
seats,” Greg said. “Both seats are<br />
removable in case I need the area for<br />
cargo or for the annual inspection. The<br />
back support for the seat was made from<br />
1/4-inch PVC foam. Heat was applied<br />
to the top edge as the foam was bent to<br />
allow the seat back to cover the cabin<br />
support beam.”<br />
Greg chose to custom fit his seats with<br />
automotive inertial reel shoulder harnesses<br />
from <strong>Seat</strong>belt Pros. The front seat retractor<br />
attaches to the back of the front spar using doubler<br />
plates placed on both sides of the spar. An<br />
aluminum cover encloses the retractor front<br />
spar area. A fiberglass cover hides the shoulder<br />
harness for the front seats.<br />
For the back seats, the inertia reel was<br />
installed on the cabin cross bar. A plate<br />
added to the cross bar reinforces it at the<br />
inertia reel attachment points. A cover hides<br />
the inertia reels.<br />
To keep passengers comfortable, environmental<br />
controls are located on a switch panel<br />
cut into the overhead air conditioning duct. All<br />
heat controls are servo operated using controls<br />
from Perihelion Design that allow rheostats to<br />
control the servos positions.<br />
Most of the switches in the aircraft are<br />
hidden from view. “I created flip-up doors<br />
like you’d find in street rods to cover the<br />
switches,” Greg said. “Nobody was doing that<br />
in aircraft at the time.”<br />
Greg used fuses instead of circuit breakers<br />
to protect the electrical system, since<br />
circuit breakers were more expensive and<br />
didn’t go with the interior layout he had in<br />
mind. The fuse panels were installed on the<br />
left forward kick panel. A removable pocket<br />
hides the fuse panel from view. Lights and<br />
light controls are the same as those used<br />
in Cirrus aircraft, though the bulbs were<br />
changed from 28 to 12 volts.<br />
The baggage compartment contains a custom<br />
storage box for holding a roll of paper<br />
towels, 2 quarts of oil, fuel strainer, and tiedowns.<br />
The box is mounted in the aft bulkhead<br />
panel and recesses into the tail cone.<br />
The air conditioning return cover was not<br />
used in the final interior layout. Instead, a false<br />
upper bulkhead panel was installed 1 inch in<br />
front of the upper baggage compartment back<br />
panel to hide the return vent.<br />
<strong>Seat</strong>s: 4<br />
Length: 24 feet, 5 inches<br />
Wingspan: 31 feet, 9 inches<br />
Height: 8 feet, 8 inches<br />
Wing area: 148 square feet<br />
Performance<br />
55 percent power at 12,000 feet<br />
Firewall Forward<br />
The RV-10 is designed to accommodate engines<br />
ranging from 210 to 260 hp, and Greg chose<br />
the 260-hp Lycoming IO-540 engine. He<br />
mated it with a three-blade propeller from<br />
AeroComposites, noting he liked its larger<br />
blades better than other alternatives.<br />
The propeller included a spinner, which he<br />
modified to eliminate the screws on the outside.<br />
To do this, he fabricated an internal flange<br />
inside the spinner to which he attached a backing<br />
plate. The spinner close-outs are riveted to<br />
the backing plate.<br />
Since he selected an Airflow Systems air<br />
conditioning system, the cowling needed<br />
modification to reroute some of the hot air<br />
exiting the cowling away from the air conditioning<br />
condenser scoop. To minimize the<br />
amount of epoxy fill required, he recessed the<br />
Airflow Systems aluminum vent into the sides<br />
of the cowling. Epoxy and No. 407 filler were<br />
applied around the outside of the vent and<br />
over the rivets.<br />
Greg modified Van’s standard baffle kit<br />
to accommodate the air conditioning compressor.<br />
New attachment brackets were<br />
made, and the baffling on the forward left<br />
side was made removable to allow access to<br />
the compressor.<br />
He originally installed the fuel valve in<br />
the console, but he said, “I realized that it<br />
was 8 inches above the suggested position<br />
from Van’s. That could make it difficult for<br />
the fuel to gravity feed at low fuel tank levels.”<br />
To place the fuel valve lower, he purchased<br />
another valve from Andair with a 6-inch<br />
Empty weight: 1,848 pounds<br />
Max gross weight: 2,800 pounds<br />
Engine: Lycoming IO-540, 260 hp<br />
Propeller: Three-bladed AeroComposites<br />
Fuel capacity: 120 U.S. gallons<br />
RICH OF PEAK<br />
LEAN OF PEAK<br />
CRUISE 155 knots 151 knots<br />
FUEL BURN 12.5 gph 9 gph<br />
extension, resulting in it being an inch lower<br />
than Van’s standard installation.<br />
He replaced the standard induction filter<br />
with one developed by Rod Bower Aviation.<br />
It consists of a round aluminum can that<br />
encases the filter and a ram air valve that<br />
allows air to bypass the filter. On the ground,<br />
the ram air valve is closed so the engine<br />
receives filtered air. Greg modified the push/<br />
pull cable so that a Mac servo and a switch on<br />
the console control it.<br />
The first flight of the RV-10 was May 27,<br />
2010. In cruise, Greg runs the engine at 21<br />
inches of manifold pressure and 2300 rpm for<br />
55 percent power. That yields a cruise speed at<br />
12,000 feet of 155 knots when running rich of<br />
peak at 12.5 gph, or 151 knots when running lean<br />
of peak at 9 gph.<br />
Van’s Aircraft estimates the RV-10 can<br />
be built in 2,000 hours. Greg said he hadn’t<br />
added up the hours, but he worked on the<br />
plane for about six hours a day on each of<br />
the 14-18 days off he had each month when<br />
he was not flying for the airlines. Add that<br />
up over the five years he worked on the<br />
plane, and it’s likely Greg put in more than<br />
5,000 hours to construct his dream plane.<br />
Now that he has his Lycoming-powered<br />
Lexus with wings, it’s not surprising Greg’s next<br />
project is to fly the plane and have fun. If you’re<br />
wondering what he’s driving to get to the airport<br />
these days...it’s a tiny little Smart Car. “It<br />
saves me gas money so I can fly.”<br />
Max Trescott, EAA 531980, is an aviation author<br />
and publisher, and he was the 2008 National CFI of<br />
the Year. For more of his articles, go to www.MaxTrescott.com.<br />
For step-by-step explanations on Greg’s modifications and<br />
to see more build photos, visit www.SportAviation.org.<br />
36 Sport Aviation June 2011 PHOTOGRAPHY BY Brady Lane, John Dettor and courtesy of Greg Hale<br />
www.eaa.org 37