RV-10 Service Bulletin Synopsis

SERVICE BULLETIN 19-09-09
Date Released: February 26, 2020
Date Effective: February 26, 2020
Subject: Cracking of RV-10 nose gear leg inboard attach lug
Affected Models: RV-10 flying aircraft and/or Finish Kits shipped prior to October 1, 2019 Required Action: Inspect the inboard attachment lugs of the WD-1017 Nose Landing Gear for cracks (see Figure 1). If cracks are discovered, replace the WD-1017 Nose Landing Gear with the WD-1017-1 Nose Landing Gear as described in this document. If no cracks are discovered, annual inspections are required. NOTE: This gear leg is heat treated. Welding as a method of repair is not approved.

SERVICE BULLETIN 18-05-21
Date Released: May 21, 2018
Date Effective: May 21, 2018
Subject: Proper installation of gauge plug in fuel spider.
Affected Models: All fuel injected Lycoming engine installations
Required Action: Check that a plug is properly installed in the fuel spider gauge port. Time of Compliance: Before further flight Supercedes Notice: None Labor Required / SLSA Warranty Allowance: .4 Hours (if applicable) Level of Certification: Not applicable Synopsis: Installations have been found in the field without a proper pipe plug installed in the fuel spider gauge port. Note new engines do not come with this plug installed.

SERVICE BULLETIN 18-03-30 
Date Released: March 30, 2018
Date Effective: March 30, 2018
Subject: Elevator stop inspection
Affected Models: RV-10 aircraft with empennage kits purchased after April 2012 Required Action: Inspect control system for jamming and proper elevator travel. Correct operation if necessary. Time of Compliance: Before further flight Supercedes
Notice: None Labor Required / SLSA Warranty Allowance: 0.3 Hours for the inspection 1.5 Hours if corrections are necessary Level of Certification: None Synopsis: In April 2012 the lower aft portion of the elevator horn was removed. See the trimmed face called out in Figure 1. This portion of the horn typically needs to be removed for use on most RV aircraft. The RV-10 does not require this trim. It has come to our attention that due to production tolerances it would be possible for the horn to jam against the up elevator control stop. This condition would also permit excessive elevator up travel. If either of these problems exist, the aft stop F-1012D Up Elevator Stop should be replaced.

SERVICE BULLETIN 16-03-28
Date Released: May 6, 2016
Date Effective: May 6, 2016
Affected Models: All RV-3, 4, 6/6A, 7/7A, 8/8A, 9/9A, 10, and 14/14A aircraft.
Subject: Cracking of wing aft spar web at the inboard aileron hinge bracket attach rivets. In addition, for RV-10 and RV-14/14A aircraft, there is a potential for cracking of the flange bends of the inboard aileron hinge brackets. Required Action: For RV-3/3A/3B, 4, 7/7A, 8/8A, 9/9A aircraft: Inspect for cracks as described in this document. If cracks are present in the spar web, stop drill the cracks and install aileron attach doublers as described in this service bulletin. For RV-10 and RV-14/14A aircraft: Inspect for cracks as described in this document. If cracks are found in the spar web or the inboard aileron brackets, stop drill the cracks in the spar web (if present), install aileron attach doublers, and replace the aileron hinge brackets with updated brackets. It is unlikely that RV-6/6A wings will be affected. If cracks are present in RV-6/6A aircraft, email Van’s Engineering Dept for instructions, with photos of the cracks, for a specific repair scheme. Contact Van’s Aircraft to obtain the parts needed to complete this modification for your specific model. See the SB kit part numbers at the end of this document.

SERVICE BULLETIN 14-12-22
Date Released: December 22nd, 2014
Date Effective: December 22nd, 2014
Subject: WD-631-PC Nose Stop Flange installation orientation
Affected Models: RV-6A,7A,8A,9A,10 Required Action: Check for proper installation orientation and correct if required. Time of Compliance: Before Further Flight Supersedes Notice: None Level of Certification: None Synopsis: Van’s Aircraft has received reports of damage resulting from the WD-631-PC or WD1031 Nose Stop Flange (stop flange) having been oriented incorrectly during installation. If the stop flange is installed incorrectly, it will allow insufficient rotation of the nose fork during tight taxi turns and can cause the tire to drag sideways. This induces excessive loads on the stop flange, nose gear leg, engine mount and the associated attach hardware. The ‘arms’ of the stop flange should be oriented forward, not aft. See Figure 1 and Figure 2. If the stop flange is oriented with the ‘arms’ aft, it is installed incorrectly.

SERVICE BULLETIN 14-08-29 
Date Released: August 29, 2014
Date Effective: August 29, 2014
Subject: RV-10 engine mount elastomer plate cracking.
Affected Models: All RV-10 aircraft. Required Action: Remove the engine cowling. Remove the WD-1015 Collar Assembly from the WD-1016 Nose Gear Link Assy. Remove the weight from the nose wheel with the use of a ballasted tail stand, etc. Remove the bolt at the lower end of the nose gear link assembly. Remove the nose gear link assembly and J-11968-14 Elastomers. Inspect the WD-1001E Elastomer Plate on the engine mount for cracks (use of a die penetrant inspection kit may be useful in determining the presence of cracks). Based on inspection results, complete the modifications required by this document. Time of Compliance: At or before the next annual condition inspection Synopsis: Cracks have been discovered in the elastomer plate of some RV-10 engine mounts. To date, all incidents of cracking have occurred on aircraft operating on rough fields. Engine mounts shipped after August 13, 2014 are not affected by this service bulletin.

SERVICE BULLETIN 11-9-13
Date: September 13, 2011
Subject: Fuel Tank Slosh Inspection
Affected Models: All Required Action: Inspect for the presence and/or condition of fuel tank sloshing compound. Time of Compliance: Before further flight Synopsis: Van’s has discouraged the use of fuel tank sloshing compounds since the early 1990s. However, some standard RV fuel tanks currently in service contain sloshing compounds applied by the original builder during assembly or after completion. While sloshing compounds have never been used during the initial assembly of QuickBuild tanks, these tanks may have subsequently had sloshing compounds applied by the owner. The safe service life of slosh can vary significantly depending on many factors including initial preparation of the interior of the tank, type of slosh, type of fuel used, etc. Failure of fuel tank slosh can cause in-flight power loss leading to injury or death. Periodic inspections should be performed to assure that slosh, if present, remains in airworthy condition.

SERVICE BULLETIN 10-1-4
Date: January 4, 2010
Subject: RV-10 Door Safety Latch Affected Models: RV-10 Required Action: Install Door Safety Latch Time of Compliance: Before further flight Synopsis: Failure to secure the RV-10 doors properly may result in damage or the doors detaching from the airplane in flight. The safety latch provides additional passive security in the event that a door is not closed properly and the door warning lights malfunction, or are not observed.

SERVICE BULLETIN 08-6-1
Date: June 1, 2008
Subject: F-1010 bulkhead reinforcement
Affected Models: RV-10
Required Action: Inspect F-1010 bulkhead for cracks Install F-1010C bulkhead reinforcing doublers Time of Compliance: Inspection of F-1010 bulkhead within the next 5 flight hours and at 25 hour intervals until the next annual condition inspection and…. Installation of F-1010C doublers at or before the next annual condition inspection. (Inspection requirement may be terminated after F-1010C doublers are installed.) Synopsis: A crack was discovered on the F-1010 bulkhead on Van’s RV-10 demonstrator aircraft at ~500 hours time in service. The F-1010 bulkhead is integral in the attachment of the forward spar of the horizontal and vertical stabilizers. Inspection of the F-1010 bulkhead should be accomplished in order to determine the integrity of the bulkhead. If no crack is found, recurrent inspections should be accomplished until F-1010C doublers are installed during the next annual condition inspection. If a crack is found during inspection, F-1010C doublers should be installed prior to further flight in accordance with the instructions outlined in this bulletin.

SERVICE BULLETIN 07-4-12
Date issued: April 11, 2007
Subject: Electric flap bearing retention Applies: RV-4, RV-6/6A, RV-7/7A, RV-8/8A, RV-9/9A SECURING THE ELECTRIC FLAP ACCTUATOR ROD END Synopsis: If the rod end bearing on the flap motor jackscrew is not secured, the rotation of the jackscrews may cause the bearing to unscrew and separate. This will render the flaps inoperative. Action: A jam nut is provided and, properly installed and tightened, will secure the rod end bearing to the shaft of the jackscrew. As an extra precaution, Van’s Aircraft, Inc. recommends drilling the end of the shaft and securing the connection with safety wire as shown in the accompanying illustration.

SERVICE BULLETIN 06-9-20
Date issued: September 20, 2006
Applies to: All RV’s with manual trim and all RV-10’s. Synopsis: An improved WD-415-1* manual trim cable anchor has been designed and is being made available by Van’s Aircraft at a modest price. The new anchor has closer angular tolerances and is substantially stronger than those previously supplied.

SERVICE BULLETIN 06-2-3
DATE ISSUED February 3, 2006
APPLICATION RV-10 Vertical Stabilizer BACKGROUND AND INTRODUCTION This Bulletin requires changes to the configuration of the RV-10 Vertical Stabilizer shipped prior to February 3, 2006. A crack in the web of the vertical stabilizer rear spar located at the top rudder hinge brackets has been discovered on one of the factory RV-10's. To prevent this, a hinge doubler is now required on the vertical stabilizer rear spar of all RV-10 aircraft. If a crack already exists in your rear spar, please contact Van's Aircraft for repair instructions.

SERVICE BULLETIN 04-2-1
DATE ISSUED: February 25, 2004
APPLICATION: Fuel Tanks
SUBJECT: Protective plastic sheeting found in fuel tank.
BACKGROUND AND INTRODUCTION: Van’s Aircraft, Inc. recently received a report of clear protective plastic sheet having been found inside fuel tanks. In 2000, the color of the applied protective sheeting was changed to a “blue” to minimize the possibility of inadvertently leaving it in place during construction. Prior to this change, the sheeting was clear and more difficult to detect on the skins. It has come to our attention that at least one QuickBuild RV-6 aircraft produced prior to the change has been found with some of the protective sheeting inside the tank. The report indicates that the rear baffles in both left and right tanks were still covered in the protective plastic. This was detected by visual inspection through the fuel filler necks during refueling. Van’s Aircraft feels it prudent to issue this Service Bulletin recommending a one time inspection of fuel tanks on all RV-6/6A QuickBuild Wings and any Standard Kit Wings built prior to our supplying the “blue” version of protective sheeting.

SERVICE BULLETIN 02-12-1
DATE ISSUED: 12-11-02
SUBJECT: Pre-manufactured oil and fuel hose assemblies, part numbers VA-129, VA-133, VA-134, VA-135, VA-138, VA-139 purchased from Van’s Aircraft, Inc. before December 10, 2002. These hoses carry fuel between the gascolator, fuel pump and carburetor/injector body, and oil between the engine and oil cooler. Most have been supplied as part of Van’s Firewall Forward Kit, but some may have been sold individually through Van’s Accessories Catalog. BACKGROUND AND INTRODUCTION: Van’s Aircraft, Inc. inspections have revealed that some hose assemblies may have been improperly manufactured by the vendor supplying the hose to Van’s. Small curls of rubber, cut from the inside of the hose as the ends were installed, may remain attached to the inner wall of the hose. These may obstruct the flow of fluid through the hose and result in potentially unsafe conditions.

SERVICE BULLETIN 96-10-1
Date issued: 10-8-96
Number: 96-10-1 Synopsis: Affects users of Van’s FAB-320 and FAB-360 filtered airboxes. Bolts attaching the top plate of the airbox to the carburetor may come loose and be ingested in the engine, possibly causing severe damage.

Spark Plug Cables

Something I have been pretty picky about is the routing/mounting of the ignition system. This process started a probably a year ago at this point but started finally coming together in December when I was finally able to securely fasten the coil packs in a position that was both secure and cleared the cowl. 

I have seen a lot of planes (or at least photos of planes) with people bundling the plug wires on their electronic ignitions. While I am not sure how important it still is in modern plug wires to separate cables by at least 1/4" I made the decision early on that I wanted to isolate individual plug wires. 


 

I did end up ordering a lot of spare hardware from Summit and Amazon that I ended up not using as I was trying different wire layouts. As a base, FlyEFII sends 2x Taylor 8mm Spiro-Pro cable kits along with their System 32. I stuck with those cables as they seemed to be pretty nice quality. I swapped out the coil pack ends from that kit with Taylor Cable 46051 90 degree low profile HEI boots. I ended up doing that for two reasons. First, FlyEFII sends enough hardware to do the 12 plug cables. I always like to have extras prior to starting so I was going to be ordering another set of plug boots anyways. Secondly, I centered the coil pack bracket on the engine mount cross bar. In doing this, the coil packs are a bit close to the baffle. While the standard locking boots still fit in this space, the low profiles make it just a little bit nicer to service the forward facing boots.

In order to secure the cables I used 2 packs of 42700 as well as 2 packs of 42502 cable separators. The 42502 have standoffs included with them.