RV-Archive.digest.vol-fo
October 03, 1998 - October 10, 1998
it resists almost all other chemicals including all the aircraft suitable
paint removers he has available to him.
He went on to say that they did not use corpon under decorative finishes due
to problems in the past getting finishes to bond permanently (peeling etc.).
I do not know of any experiments done regarding setup times etc. with corpon.
Neither do I have any knowledge of the corpon product use recomendations.
In light of what I've seen and have been told, I suggest any of you folks
out in list land using, or about to use corpon, read and follow the product
information sheet with a carefull eye towards paint product compatability
and the suggested times between primer applications, setup times, primer
surface preparation, and the timing of finish painting.
jim RV6-eh B.C. Canada tanks, still.
When dreams come true the sky is the limit.
________________________________________________________________________________
| Subject: | Re: Bill of sale |
didn't the faa approve u?
________________________________________________________________________________
| From: | "Terrence C. Watson" <tcwatson(at)pstbbs.com> |
| Subject: | Re: Air sickness |
-----Original Message-----
From: ABAYMAN(at)aol.com <ABAYMAN(at)aol.com>
Date: Friday, October 02, 1998 2:30 PM
Subject: Re: RV-List: Air sickness
>
>the only time my wife ever flew with me from miami to tampa and back,( a
>really bad day for flying ) she got very air sick, now she demands she
will
>never fly again, can a person get acclimated to motion sickness? >
Obviously something works. Ask Chuck Yeager or Bob Hoover. Both claimed to
get airsick early in their careers. I remember that during the Vietnam war,
USAF pilot training had a wash-out category called FOF, or Fear of Flying,
and I think this was for those who didn't get over airsickness. At least
one person on the list was an instructor at USAF undergraduate pilot
training and would have a better thought on this. I have always assumed
that many or most cases of motion sickness were due to or amplified by
apprehension, which should be alleviated by more confidence in what's being
done.
You said that the one trip she was on with you was a very bad day for
flying. If by that you meant the air was lumpy, maybe a gradual build-up
from mostly straight and level on smooth days would restore her confidence
(if that's the problem) in the situation and her ability to handle it.
I hope this or some of the other comments help solve the problem.
Terry Watson
________________________________________________________________________________
| From: | "Lott, Michael" <Michael.Lott(at)ssc.nasa.gov> |
This may be a stupid question, after all the talk about pulling g's, but,
I'm going to ask it. Does pulling 6 g's (arbitrary number) have the same
affect on the airframe at say, 140 mph as it does at say, redline? I was
just thinking about the added affect of aerodynamic loading because of the
extra speed. I haven't pulled more than 4 g's in my -4, but when I'm up
there squirming around pulling g's, I wonder if all the turning and extra
speed can add up to more on certain parts of the airframe than what the g
meter says? Inquiring (simple) minds want to know. Thanks. Michael
________________________________________________________________________________
| From: | Will Cretsinger <cretsinger(at)arlington.net> |
| Subject: | Re: Boost Pump Location |
Randall Henderson wrote:
> One thing to remember is wherever you put it you should try to orient it
> on a diagonal or vertical, not horizontal. The manufacturer specifies
> this in their directions but doesn't explain why; I called them and they
> said the piston will wear unevenly if installed flat, resulting in
> shorter service life.
The factory man told me to mount the pump with the outlet elevated 45 to
90 degrees because it would pass vapor easier...I don't like to think of
vapor so let's stay with the wear answer.
Will Cretsinger, Arlington, TX
-6A Engine baffle
________________________________________________________________________________
In a message dated 10/3/98 4:37:42 PM Eastern Daylight Time,
Michael.Lott(at)ssc.nasa.gov writes:
<< Does pulling 6 g's (arbitrary number) have the same
affect on the airframe at say, 140 mph as it does at say, redline? >>
The affect of pulling the max G level at higher airspeeds, i.e. above max
manouver speed, is to impose higher torsional airloads on the wing, which
usually means higher skin shear stresses. The wing spar bending stresses will
also be slightly higher as the airloads are more "normal" to the wing chord
than at max manouver speed. However high G at lower speeds is more critical
for certain other parts of the airframe. The high G high airspeed combination
may impose the highest loads on the fuselage due to high tailloads.
It is important to realise that it isnt only the spar that is critical on an
aircraft structure, failures of another item can lead to massive failures due
to redistribution of loads.
Graham M
RV-6A on order.
________________________________________________________________________________
Michael:
G-meters measure the force on you, not the plane. The meter reads, say 4 gee,
which means you and some parts of the plane are experiencing four times the force
of gravity. The wings hold up the plane so the wing attachment points are
experiencing four times whatever the plane happens to weight at that point in
time. One hour later four gees may apply much less stress to the wing attachment
since it doesn't need to support four times the weight of the fuel which has been
burned within that hour. From an engineering view these forces are considered
static in nature which means the direction and magnitude of the vectors are
definable. Aerodynamic forces are not static in nature but dynamic. As the plane
builds speed, forces begin to act on various parts of the plane in a manner in
which causes the affected part to be pulled either up or down at any given point
in time. The affected parts of most concern are control surfaces. If the plane
exceeds "V never exceed", for instance, the control surfaces may start to
"flutter" until they depart the plane. There are probably exceptions to every
rule, but generally speaking, the aerodynamic forces on a plane do not affect the
same parts we are concerned about breaking by pulling g forces. If you dive at
the
ground from altitude you may never experience any significant gee forces, but your
plane will come apart at that certain speed above "V never exceed".
Do you have a G-Meter?
Joe Walker
Thinking about paint
Houston
Lott, Michael wrote:
>
> This may be a stupid question, after all the talk about pulling g's, but,
> I'm going to ask it. Does pulling 6 g's (arbitrary number) have the same
> affect on the airframe at say, 140 mph as it does at say, redline? I was
> just thinking about the added affect of aerodynamic loading because of the
> extra speed. I haven't pulled more than 4 g's in my -4, but when I'm up
> there squirming around pulling g's, I wonder if all the turning and extra
> speed can add up to more on certain parts of the airframe than what the g
> meter says? Inquiring (simple) minds want to know. Thanks. Michael
>
________________________________________________________________________________
| From: | "D. F. Cimperman" <cimperman(at)tusco.net> |
| Subject: | Re: Air sickness |
I don't agree with your views relating to fear of flying. I to get air
sick, I may only be a student (40 Hrs) but I have flown as a passanger in a
great many planes, including a few helo's as as MP in the army (My first
hint that I loved to fly), I loved every minute, I have never lost my
cookies, but I do get close at times, this in my mind is related to just
plane (Pun Intended) motion sickness, I have the same problem in boats as a
kid, but i never had any fear of cruising around Lake Erie, I find that I
have less problems when I am in control, even when my instructor was flying
with me, I trust his skills far better than mine, my bet is that I keep my
mind busy when I am flying, and as such, take it off the inner ear spinning
around as musch as my lunch.
A good example of this is a book I just finished yesterday, a WW2
Navigator who got air sick all the time, (Harry H. Crosby,100th Bomb Group.
"A Wing and a Prayer") until he had to do real navigating, instead of
following another group of bombers to the target.
Try giving her a task, have her navigate, even if you don't need her
too, kep her mind busy, see if that helps.
Just my 2 Cents,
Dave (RV6-A Tail kit, but never enough time!!!)
-----Original Message-----
From: Terrence C. Watson <tcwatson(at)pstbbs.com>
Date: Saturday, October 03, 1998 3:56 PM
Subject: Re: RV-List: Air sickness
>
>
>-----Original Message-----
>From: ABAYMAN(at)aol.com <ABAYMAN(at)aol.com>
>To: rv-list(at)matronics.com
>Date: Friday, October 02, 1998 2:30 PM
>Subject: Re: RV-List: Air sickness
>
>
>>
>>the only time my wife ever flew with me from miami to tampa and back,( a
>>really bad day for flying ) she got very air sick, now she demands she
>will
>>never fly again, can a person get acclimated to motion sickness? >
>
>Obviously something works. Ask Chuck Yeager or Bob Hoover. Both claimed
to
>get airsick early in their careers. I remember that during the Vietnam
war,
>USAF pilot training had a wash-out category called FOF, or Fear of Flying,
>and I think this was for those who didn't get over airsickness. At least
>one person on the list was an instructor at USAF undergraduate pilot
>training and would have a better thought on this. I have always assumed
>that many or most cases of motion sickness were due to or amplified by
>apprehension, which should be alleviated by more confidence in what's being
>done.
>
>You said that the one trip she was on with you was a very bad day for
>flying. If by that you meant the air was lumpy, maybe a gradual build-up
>from mostly straight and level on smooth days would restore her confidence
>(if that's the problem) in the situation and her ability to handle it.
>
>I hope this or some of the other comments help solve the problem.
>
>Terry Watson
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Robert D. Binzer" <robinzer(at)seidata.com> |
| Subject: | St. Louis Surplus?? |
Hi lister,
Do any of you familiar with St. Louis know if the factory there
(McDonald-Douglas ?) has a surplus store open to the public??
Bob Binzer- RV-6a tailfeathers 90%
________________________________________________________________________________
| Subject: | Re: Mazda mufflers |
no muffler = earsplitter
Tracy Crook's el-cheapo muffler = very nice. Quieter than a lot of the local
Cessna's!
Bob
6qb w/ interior painted & thinking panel.
________________________________________________________________________________
| From: | "Tony Partain" <aviator(at)tseinc.com> |
| Subject: | Re: St. Louis Surplus?? |
Yes it's a place called Shapiros (not sure on the spelling)and it is in the
city on the north side. Jim Cone would be the one to ask for the location
and phone number. jamescone(at)aol.com
Tony
________________________________________________________________________________
| From: | Gerald McKibben <gmckib(at)ra.msstate.edu> |
| Subject: | Floor stiffener angles |
RV-6A.
I'm drilling bottom fuselage skins, and need to install the floor stiffener
angles. The plans show a temporary attachment to F-604, but it looks as
though this will interfere with the spars. What are the aft ends of the
angles eventually fastened to?
Please to respond to gmckib(at)ra.msstate.edu
Thanks
Gerald McKibben
________________________________________________________________________________
| From: | Brian Lloyd <brian(at)lcp.livingston.com> |
| Subject: | Re: ELT Antenna in Tail? |
On Sat, 3 Oct 1998, jaugilas wrote:
>
> I have no idea if the aluminum foil does anything.
It will mess up the antenna's match to the transmitter but, in the case of
an ELT, that usually isn't a problem since they are usually designed to
handle such a problem.
Brian Lloyd Lucent Technologies
brian(at)lloyd.com 3461 Robin Lane
(916) 676-6399 - voice Suite 1
(916) 676-3442 - fax Cameron Park, CA 95682
________________________________________________________________________________
| From: | MICHAEL <lottmc(at)datasync.com> |
Thanks for the explanation, Joe. I have the little g-meter
"strip" Aircraft Spruce sells for about 75.00. It is supposed
to be accurate to 1 percent, I believe. It just doesnt have
"memory". It seems to work pretty good, and I am getting to
where I can fairly accurately guess the g's I am pulling without
looking at it constantly.
________________________________________________________________________________
| From: | MICHAEL <lottmc(at)datasync.com> |
Thanks, Graham. I think that was what I was getting at. I know
what the wing is supposed to handle, but, didn't know if the tail
would hang around long enough to see what the wing was doing.
________________________________________________________________________________
| From: | Brian Lloyd <brian(at)lcp.livingston.com> |
| Subject: | pitot/ASI response time |
Well, I promised to run that experiment with the shop vac set to generate
an airflow across the pitot tube in order to see how quickly the ASI will
respond in an RV-4 using the standard pitot tube setup recommended in the
plans.
I used the shop vac to generate an airflow equivalent to approximately
100kts of airspeed. I then had an assistant direct and divert the flow
from the pitot tube while I watched the ASI to see if I could discern any
lag in the reading.
There is no lag. The ASI moves from 0kts to 100kts virtually instantly.
The biggest problem is that the pointer of the ASI is moving so fast that
it overshoots up to about 140kts before falling back to 100kts. This all
happens within about 0.1 - 0.2 seconds (estimated). It appears to me that
all the lag is in the inertia of the ASI pointer and mechanism itself as
indicated by the severe overshoot.
An interesting side-effect is that the aneroid in the ASI moves so quickly
that it actually sets up a pressure spike in the static system that
appears on the VSI and altimeter. They momentarily jump downward before
settling back to their static values.
Bottom line: there is no lag in the ASI. You can believe what it says
when it says it.
Brian Lloyd Lucent Technologies
brian(at)lloyd.com 3461 Robin Lane
(916) 676-6399 - voice Suite 1
(916) 676-3442 - fax Cameron Park, CA 95682
________________________________________________________________________________
| From: | "Philip A Lehrke" <plehrke(at)email.msn.com> |
| Subject: | Re: St. Louis Surplus?? |
>
>Hi lister,
>Do any of you familiar with St. Louis know if the factory there
>(McDonald-Douglas ?) has a surplus store open to the public??
>
>Bob Binzer- RV-6a tailfeathers 90%
Shaperios in North St Louis only carries sheet metal (aluminum) from Boeing
St. Louis unlike the Boeing Surplus Store in Seattle that carriers tools,
desks, computers, etc.
Phil Lehrke
RV-6a
Engineer - Boeing St Louis
________________________________________________________________________________
| From: | "Denise" <dmack(at)flash.net> |
| Subject: | Re: Floor stiffener angles |
They attach to the bolts that go through the spar and 604
Don Mack
RV-6A Fuselage
http://www.flash.net/~donmack
-----Original Message-----
From: Gerald McKibben <gmckib(at)ra.msstate.edu>
Date: Saturday, October 03, 1998 8:14 PM
Subject: RV-List: Floor stiffener angles
>
>RV-6A.
>
>I'm drilling bottom fuselage skins, and need to install the floor stiffener
>angles. The plans show a temporary attachment to F-604, but it looks as
>though this will interfere with the spars. What are the aft ends of the
>angles eventually fastened to?
>
>Please to respond to gmckib(at)ra.msstate.edu
>Thanks
>Gerald McKibben
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | SportAV8R(at)aol.com |
| Subject: | Re: pitot/ASI response time |
Brian wrote:
> Bottom line: there is no lag in the ASI. You can believe what it says
> when it says it.
Well, not always.
I had an interesting experience today... My first flight in 3 weeks...
barreling down the runway for first takeoff of the day when I noticed that the
nose wheel had lifted off but the analog ASI (the one I always watch) was
resting on the pin (zero). I chopped the throttle (remember how I feel about
flying without the ASI working!). While waiting for the plane to bleed off
speed, and foot-dancing to keep her true on the centerline, I craned my neck
to see the electronic ASI display on the RMI micro-encoder (don't ask; my GPS
is sorta mounted in the way of the ASI numerals) and it said 63 mph...
immediately I knew I had a good pitot. Out of curiosity, I tapped on the
analog ASI's glass as I braked for the turnoff: "Boing!" the needle sprang to
life and started showing valid airspeed info. The rest of the day I gave the
gauge a smart tap just before every T/O roll and had no more trouble out of
it.
Next time the ASI should fail to register, I will smack the faceplate before I
chop the throttle. This is a new ASI, by the way, but I assume not a quality
brand.
So, thanks for the research, Brian. Interesting results, and just what I
thought. Unfortunately, my ASI seems to be plagued with the occasional
_infinite_ delay.
-Bill B
________________________________________________________________________________
| From: | Will Cretsinger <cretsinger(at)arlington.net> |
| Subject: | Re: Throttle Cable Length |
William G. Knight wrote:
> I bought 42.5" friction lock throttle cable from Van's and installed in
> sliding canopy -6, one end attached to Van's throttle/mixture cable bracket
> for 0-360-A1A and other end attached to center console about 2" below
> standard instrument panel.
>
> Was barely able to get engine end attached to bracket and the entire
> cable is taut, ie., no bends. Hole through firewall is per specs and
> instrument panel distance aft of firewall is per plans.
>
> Having the throttle mounted just below standard panel would appear to
> add barely 1/4" to overall length requirements.
>
> Is the 42.5" throttle cable length this unforgiving?
Bill, I have just completed the installation of my throttle and mixture
cables. The controls are on a horizontal subpanel just below the
instrument panel and I have an O-320-H2AD engine. I measured the length
desired for each cable...46" and 49" would allow a little slack. I
ordered two each 48" A-750 vernier controls from Spruce for $51.25
each. They are not tight or too sloppy when installed. They look
neater to me than my manual elevator trim knob which, I understand, has
the same appearance as the controls commonly ordered from Vans. You
should measure to determine the length needed for your control location,
firewall passthrough location, and carb location. I was leary of the
42.5 and 45.5 lengths offered by Van and felt I had to switch...
Will Cretsinger, Arlington, TX
-6A Engine baffle
________________________________________________________________________________
| From: | JamesCone(at)aol.com |
| Subject: | Re: St. Louis Surplus?? |
Shapiro Supply has all sorts of metal of all sorts from aluminum to titanium.
They bought some out of date Air Force stuff once, but did not have much
success because they did not have anyone who knew what the stuff was. It
ended up costing them too much money to hire someone to catalog it and put it
in some order. I don't know what they did with it. I don't know if Boeing
has a surplus store in St. Louis like they do in Washington.
Jim Cone
________________________________________________________________________________
| From: | JamesCone(at)aol.com |
| Subject: | Surplus supplies |
I forgot to give Shapiro's phone number. It is (800) 833-1259.
Jim Cone
________________________________________________________________________________
| From: | "V. E. Welch" <vwelch(at)knownet.net> |
This thread on dog fighting is quite interesting to me. I was wondering if
any of you guys participating in this activity have any gyro instruments on
your panels, if so, what kind? Have you had any trouble with them?
Vince
________________________________________________________________________________
| From: | RV4131rb(at)aol.com |
| Subject: | Re: Bill of sale |
<< So the problem is no matter wha you & he sign - if someone wants to take
you
to court your gonna get taken to court. >>
I agree. My little form was in good hummor. The way I see it you pay your
money (or in this case receive it) and take your chances.
Ryan
________________________________________________________________________________
| From: | seaok71302(at)Juno.com (mike a adams) |
writes:
> I wonder if all the turning and extra
>speed can add up to more on certain parts of the airframe than what the
g meter says? Inquiring (simple) minds want to know. Thanks. Michael
>
>
I'm surprised this point has not come up more often in "pulling G"
threads...
Consider an aircraft with 3 G meters installed. #1 installed halfway out
the left wing, #2 in the instrument panel, and #3 halfway out the right
wing.
Situation A: Straight pull of 2G. All meters read 2G.
Situation B: While pulling 2G, right lateral stick displacement induced.
#1 meter 3G, #2 meter 2G, #3 meter 2G.
Quest: Where did the extra G come from?
Ans: The roll rate of the climbing wing created the extra G.
Is this a problem? If a hypothetical wing has a uniform load limit
throughout the span you could over G and not see it on the cockpit G
meter. If the weakest point of the wing is the center and if the maximum
roll rate attainable cannot induce enough additional G to over stress the
progressively stronger spar, it is not an issue.
For the above reason the T-37/38 have asymmetrical or rolling G limits,
LOWER than the straight G limits.
NOTE: This is intended as a simplistic OPS or PILOT analysis NOT an
ENGINEERING analysis.
Mike Adams/-4/2316
________________________________________________________________________________
| From: | "Stephen J. Soule" <SSoule(at)pfclaw.com> |
| Subject: | Floor stiffener angles |
Gerald,
The outboard two floor stiffeners are eventually attached via a small piece
of angle to the spar. The inboard two are connected to a bit the runs from
the floor to the panel (and to the spar, too, I think). It is shown on a
drawing, but not very clearly. Within the past year a number of listers,
including Scott McD, were kind enough to point it out to me. Check the
archives for more information, including the drawing number.
Steve Soule
Huntington, Vermont
Fitting the flap handle to the fuselage
-----Original Message-----I'm drilling bottom fuselage
skins, and need to install the floor stiffener
angles. The plans show a temporary attachment to F-604, but
it looks as
though this will interfere with the spars. What are the aft
ends of the
angles eventually fastened to?
________________________________________________________________________________
| From: | "Lott, Michael" <Michael.Lott(at)ssc.nasa.gov> |
Thanks, Mike.
This was exactly what I was looking for. So, from this information should I
limit "maneuvering" g's to say, 4 or 5 g's, and not 6?
> -----Original Message-----
> From: seaok71302(at)Juno.com [SMTP:seaok71302(at)Juno.com]
> Sent: Sunday, October 04, 1998 2:01 AM
> To: rv-list(at)matronics.com
> Subject: Re: RV-List: pulling g's
>
>
>
> writes:
>
> > I wonder if all the turning and extra
> >speed can add up to more on certain parts of the airframe than what the
> g meter says? Inquiring (simple) minds want to know. Thanks. Michael
> >
> >
> I'm surprised this point has not come up more often in "pulling G"
> threads...
>
> Consider an aircraft with 3 G meters installed. #1 installed halfway out
> the left wing, #2 in the instrument panel, and #3 halfway out the right
> wing.
>
> Situation A: Straight pull of 2G. All meters read 2G.
>
> Situation B: While pulling 2G, right lateral stick displacement induced.
> #1 meter 3G, #2 meter 2G, #3 meter 2G.
>
> Quest: Where did the extra G come from?
>
> Ans: The roll rate of the climbing wing created the extra G.
>
> Is this a problem? If a hypothetical wing has a uniform load limit
> throughout the span you could over G and not see it on the cockpit G
> meter. If the weakest point of the wing is the center and if the maximum
> roll rate attainable cannot induce enough additional G to over stress the
> progressively stronger spar, it is not an issue.
>
> For the above reason the T-37/38 have asymmetrical or rolling G limits,
> LOWER than the straight G limits.
>
> NOTE: This is intended as a simplistic OPS or PILOT analysis NOT an
> ENGINEERING analysis.
>
> Mike Adams/-4/2316
>
>
>
>
>
________________________________________________________________________________
| From: | Fran Malczynski <fmalczy(at)ibm.net> |
My wife picked up a couple of these Sea - Bands from AAA prior to our
last cruise and they worked great. Applies pressure to the underside of
your wrist and prevents motion sickness, but don't ask me how.
Fran Malczynski
RV6 (Fuse)
Olcott, NY
My wife is very prone to air sickness, and car sickness (if see is not
driving). We were visiting my folks a couple of years ago, and my
mother
gave her a pair of elastic braclet kind of things, with a large bump in
each one. I think they were called accu pressure braclets, or something
like that. They came with very specific instructions as to where to put
them on your wrist, and how to position the bump.
We both thought it was load of crap, but my wife decided to try them on
the
way home. They worked. She has worn them on several flights and they
always seemed to work. I have no idea whether they really do something,
or
whether it is all in the head - but the bottom line is that they helped
my
wife. Your mileage may vary.
My wife threw the box and instuctions out, so I have no idea who makes
them.
Good luck,
Kevin Horton RV-8 80427 (wings)
khorton@cyberus.ca http://www.cyberus.ca/~khorton/rv8.html
________________________________________________________________________________
| Subject: | Atlanta/SE RV-8 Builders |
I have just removed my RV-8 fuselage from its jig. Consequently, this jig is
available to any builder who would be willing to come get it out of my garage.
I'm located about 25 miles south of Atlanta just off of I-85. Please give me
a call or respond by e-mail. Thanks.
Rick McBride
rickrv6Aaol.com
(404) 464 -8761
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)accessus.net> |
| Subject: | Re: pitot/ASI response time |
Even though I have flown with out ASI, I would get that ASI checked and
repaired. If it sticks to start, who knows where and when it will stick
next. A wrong ASI is worse than none at all. I had one that stuck when
slowing for landing at 75, a good approach speed. If I continued believing
it, but also continued slowing down, a stall-spin could result. This can be
deadly close to the ground.
Bottom line is that you should fly your plane enough to get a feel for
flying it, not looking at the instruments.
This incident goes to show that instruments do lie, do fail when you least
expect them... Fly the airplane is the loud and clear message.
-----Original Message-----
From: SportAV8R(at)aol.com <SportAV8R(at)aol.com>
Date: Saturday, October 03, 1998 11:04 PM
Subject: Re: RV-List: pitot/ASI response time
>
>Brian wrote:
>
>> Bottom line: there is no lag in the ASI. You can believe what it says
>> when it says it.
>
>Well, not always.
>
>I had an interesting experience today... My first flight in 3 weeks...
>barreling down the runway for first takeoff of the day when I noticed that
the
>nose wheel had lifted off but the analog ASI (the one I always watch) was
>resting on the pin (zero). I chopped the throttle (remember how I feel
about
>flying without the ASI working!). While waiting for the plane to bleed
off
>speed, and foot-dancing to keep her true on the centerline, I craned my
neck
>to see the electronic ASI display on the RMI micro-encoder (don't ask; my
GPS
>is sorta mounted in the way of the ASI numerals) and it said 63 mph...
>immediately I knew I had a good pitot. Out of curiosity, I tapped on the
>analog ASI's glass as I braked for the turnoff: "Boing!" the needle sprang
to
>life and started showing valid airspeed info. The rest of the day I gave
the
>gauge a smart tap just before every T/O roll and had no more trouble out of
>it.
>
>Next time the ASI should fail to register, I will smack the faceplate
before I
>chop the throttle. This is a new ASI, by the way, but I assume not a
quality
>brand.
>
>So, thanks for the research, Brian. Interesting results, and just what I
>thought. Unfortunately, my ASI seems to be plagued with the occasional
>_infinite_ delay.
>
>-Bill B
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Scott A. Jordan" <SAJ_SLJ(at)compuserve.com> |
unsubscribe
________________________________________________________________________________
| Subject: | Can't Locate Spinner-RV-8 |
| From: | n41va(at)Juno.com (VON L ALEXANDER) |
I have been unable to locate a 13" metal spinner for my RV-8 anywhere. I
thought I would appeal to the list one more time before I give up and go
with the standard fiberglass spinner. Sensinich has them for fixed-pitch,
but not for constant speed props(in the 13" size). Any other leads?
Von Alexander
RV-8 N41VA
N41VA(at)juno.com
________________________________________________________________________________
| From: | Dean Spencer <dspencer(at)kiva.net> |
unsubscribe
________________________________________________________________________________
| From: | "M.Mckenna" <mmckenna(at)bellsouth.net> |
> This was exactly what I was looking for. So, from this information should I
> limit "maneuvering" g's to say, 4 or 5 g's, and not 6?
Don't forget all this info is assuming smooth air. The higher
our airspeed is (above maneuvering speed) the larger the
additional lift vectors (G's), caused by turbulent air, will
be on the structure. This turbulent air can be from our own
wake (or opponents) while maneuvering. IMO your suggestion
above is a safe bet.
Mike Mckenna (mmckenna(at)bellsouth.net)
RV8 (wings)
Lawrenceville, Ga.
________________________________________________________________________________
| From: | Jim Sears <sears(at)searnet.com> |
| Subject: | RV-6A oil cooler installation |
Listers,
Another question for you. I'm about to cut the hole in the baffle for the
oil cooler duct flange. Mine will be the firewall mount. This morning, I
kinda toyed around with the locations for the duct flange on the baffle
and the location for the oil cooler using Van's duct mount. It appears
that the cooler will get a better fit all around if I mount the oil cooler
vertically (like it's mounted on the baffle) instead of horizontally (like
shown for the mount). I can do it either way; but, I want fewer bends in
the duct and like the verticle orientation better for that. However, I'm
not sure which orientation will give me the best oil flow through the
cooler for cooling.
Which orientation would give me the best cooling?
Jim Sears in KY
RV-6A N198JS
________________________________________________________________________________
| From: | JNice51355(at)aol.com |
| Subject: | Re: St. Louis Surplus?? |
In a message dated 10/3/98 4:14:06 PM Pacific Daylight Time,
robinzer(at)seidata.com writes:
<< Do any of you familiar with St. Louis know if the factory there
(McDonald-Douglas ?) has a surplus store open to the public??
>>
Bob
I am sure that they must. They are now part of the Boeing team, and Boeing
has a "resale store" , at least for Puget Sound. Give them a call, or check
out the Boeing web site.
Jim Nice
________________________________________________________________________________
| From: | JNice51355(at)aol.com |
| Subject: | Re: pitot/ASI response time |
In a message dated 10/4/98 7:33:53 AM Pacific Daylight Time,
cgalley(at)accessus.net writes:
<< get a feel for
flying it, not looking at the instruments. >>
We should all fly enough to know what a given attitude and rpm setting will
give us in terms of miles per hour. Maybe not so easy for people that fly
"multiple aircraft", but easier for most. I remember being instructed in this
as a student many years ago, with a covered ASI.
Jim Nice
RV6A
________________________________________________________________________________
| From: | "M. E. Asher" <mcash(at)silverstar.com> |
rv-list-reqest(at)matronics.com
unsubscribe
________________________________________________________________________________
| From: | "Doug Weiler" <dougweil(at)pressenter.com> |
| Subject: | RV-4 electrical/static routing to tail |
Fellow listers:
I'm trying to plan ahead in routing wiring from the front of my RV-4 to the
rear nav light and electric elevator trim servo. I plan to have an
electrical control panel with switches/fuses on the RHS of the cockpit
between F-402 and F-404. There will also be a static line routed to the
rear of the fuselage also (is there anything else?).
How do you run these components around the main spar and rear spar
carrythrough? Can they be squeezed through the spar cutout OK where the
pushrod goes? I want these items below the floorboards of course.
Your thoughts are appreciated.
Doug
============
Doug Weiler
Hudson, WI
715-386-1239
dougweil(at)pressenter.com
________________________________________________________________________________
| From: | "Corsair" <tinckler(at)axionet.com> |
Day after day this summer, I would be alongside young stud at the traffic
light as he strained to blast off. I let him go. I thought of back to
school when teach would ask Johnny, "what did you do this summer"?
"I beat old fart at street drag" ! (proudly) !!
I let him have his glory. I had bigger things in mind. I was fixing to
strap myself into an RV and see what 185 feels like down along the beach
where you really can see what 185 means close up and personal.
I would tell teach that I had a glorious Summer. First biggy was
riding in an RV, second was soloing an RV, third was takeoff and landing it
by myself, and last but not least, flying in company with a bud.
When I open the hangar door now, my bird, with nose high seems to
want to be let out. But I wait a bit and peer into the shadows of the far
bay, where sits old bud's equally beautiful RV,... waiting,... waiting,
like the horse without a rider, like the dog who will hunt no more,.....
waiting.
Never again will I hear that engine start and run, never again will I
hear old bud call and say, "hah, you were flying today !! I know because I
went down to the hangar tonight and felt your cowl...it was warm "!!!
Old bud is now one of the fallen. Gone but never forgotten because I
will always have the joy of knowing the supreme gift of flying close in
company and seeing how truly beautiful an RV and it's golden prop looks
when seen at altitude in a very late sun, peaks with pink snow reaching up
way above us, and dark sea and phosphorous wake trails in the water far
below us.
And then there are the pictures, lots of smiles even at this distance
you can see them. Just off the right wingtip. Without my old bud and my
faithful RV, I wouldn't have seen this part of aviation's glory.
I grasp the roll bar, lean into the fuselage side and push out into
the sunshine. She starts well and quickly and we taxi out, run up, look
once again over at old bud's hangar, throttle up and off we go.
Here goes this old fart, 3 times faster than the street rod, airborne
in a twinkling and climbing for the freeway of the air...don't wait for
me..!!
Not far off lies an old grass strip where the old and bold gather and
where the landings are the sweetest. Wheels kiss the grass as we skim past
the line of trees and the sleepy cows flashing ever slower past the wing
tip.
The wispy green grass holds us, slowing, without the need to brake, and
we are soon among friends again with more smiles and another Rv to pore
over. Airplanes sure have a way of gathering people and capturing the
imagination. RVs, I think, even more so.
No longer will I be standing at the end of a long, empty strip
wondering what could be more lonely and quietly haunting than a stadium
empty of sound and people or an airfield without the planes and sounds of
engines.
No longer wishing and wondering...because RV is waiting, canopy open like
beckoning arms, waiting to be let off the leash, and off and up we go once
again to dance and spring along the pathways of the air ...homeward bound.
Yes, all in all, the good and the not so good, it was a glorious Summer.
________________________________________________________________________________
| From: | JNice51355(at)aol.com |
Listers
Does anyone know a good source for alodine in it's powdered form? I would
like to "dip" my wing spar parts. Shipping liquid alodine is cost
prohibitive.
Dipping requires alot of alodine, but does a beautiful job.
Jim Nice
RV6A
WA State
________________________________________________________________________________
| Subject: | Re: Air sickness |
I was crewing a sailboat a few years ago from Houston to Corpus Christi (a long
trip for me) and I was concerned about seasickness. My friend gave me a small
plastic dot which you stuck to the back of your earlobe. There was no hint of
seasickness for two days but I did get "dry mouth". The other guys on the boat
said the "eardots" were the way to go and pretty much the standard of the boating
community, especially for wives. I don't know what the drug is but it is
prescription. It may be a good solution for someone who doesn't know about it.
See
your doctor.
Joe Walker
Thinking about Paint
Houston
>
e to design. The forces on the
rest of the plane vary greatly with speed and attitude so they tend to be somewhat
over designed simply as a matter of convenience.
A chain is only as strong as it's weakest link.
Joe Walker
Houston
Wairau(at)aol.com wrote:
>
> In a message dated 10/3/98 4:37:42 PM Eastern Daylight Time,
> Michael.Lott(at)ssc.nasa.gov writes:
>
> << Does pulling 6 g's (arbitrary number) have the same
> affect on the airframe at say, 140 mph as it does at say, redline? >>
>
> It is important to realise that it isnt only the spar that is critical on an
> aircraft structure, failures of another item can lead to massive failures due
> to redistribution of loads.
>
> Graham M
> RV-6A on order.
>
________________________________________________________________________________
In a message dated 10/4/98 6:39:31 AM Central Daylight Time,
Michael.Lott(at)ssc.nasa.gov writes:
<< For the above reason the T-37/38 have asymmetrical or rolling G limits,
> LOWER than the straight G limits. >>
This is a real consideration. I know of a T-18 pilot who found this
limitation the hard way. Luckily, the wings held together long enough to
land. Both wings were destroyed.
Tom De Winter
________________________________________________________________________________
| From: | Alex Peterson <alexpeterson(at)mci2000.com> |
| Subject: | Re: Floor stiffener angles |
--
> I'm drilling bottom fuselage skins, and need to install the floor
stiffener
> angles. The plans show a temporary attachment to F-604, but it looks as
> though this will interfere with the spars. What are the aft ends of the
> angles eventually fastened to?
Gerald,
Remember that the inboard angles need to be shorter bacause of the steel
spar splice bar. They will be tough to cut later (for once, not speaking
from experience). The outboard need only to clear the spar.
Alex Peterson
________________________________________________________________________________
| From: | "Moe Colontonio" <moejoe(at)bellatlantic.net> |
| Subject: | Re: Dog Fighting |
Well, for all of us that are still building, and are watering at the mouth
reading about all this dogfighting stuff, there is an alternative. While not
"real", it will get your heart pounding, and the flight models are very
realistic. I have been addicted for 3 years now. Hit the link below.
http://www.imagiconline.com/games/warbirds/warbirdsinfo.shtml
Moe Colontonio
moejoe(at)bellatlantic.net
Check out my RV-8 Page at:
http://members.bellatlantic.net/~moejoe
>
>This thread on dog fighting is quite interesting to me. I was wondering if
>any of you guys participating in this activity have any gyro instruments on
>your panels, if so, what kind? Have you had any trouble with them?
>
>Vince
________________________________________________________________________________
| From: | Marty Sailer <mwsailer(at)erols.com> |
| Subject: | Re: St. Louis Surplus?? |
Robert D. Binzer wrote:
>
>
> Hi lister,
> Do any of you familiar with St. Louis know if the factory there
> (McDonald-Douglas ?) has a surplus store open to the public??
>
> Bob Binzer- RV-6a tailfeathers 90%
>
>Bob,
I have asked several employees of McBoeing and they didn't know of any
surplus sales. I saw a business at OSH that was from STL. They have
scrap and new aluminum, some AN hardware and a few used tools.
SHAPIRO'S Supply
5617 Natural Bridge Ave.
I've been there by using the #4 bus from downtown.
Marty Sailer RV-6A
installing controls
________________________________________________________________________________
| From: | seaok71302(at)Juno.com (mike a adams) |
writes:
>
>Thanks, Mike.
>This was exactly what I was looking for. So, from this information
>should I
>limit "maneuvering" g's to say, 4 or 5 g's, and not 6?
>
You as the aircraft manufacturer of your airplane can set a limit. It
would be an arbitrary limit unless you have the capability to calculate
what the rolling G limit should be. I do not; that is one of those
engineering things that involves aerodynamics and airframe analysis
significantly beyond the average builder/pilot.
Since a rolling G limit is not stipulated by design, we might be able to
assume one is not needed in the case of the RV.
Mike Adams/-4/2316
________________________________________________________________________________
| From: | steve(at)n45vl.reno.nv.us (Steve Baker) |
| Subject: | Re: Air sickness |
I thought this was for builders info. Why do be take up valuable space with
questions and answers that could be found on the internet or in any
household medical dictionary. Please keep questions to the subject of RV
construction.
________________________________________________________________________________
| From: | steve(at)n45vl.reno.nv.us (Steve Baker) |
| Subject: | Re: Self-etching Primers |
I have been using Marhyde single stage self etching prime during the
construction of my RV-4 and it has proven to be very durable. The primer is
however very expensive. If you have any questions feel free to contact me.
________________________________________________________________________________
| From: | "Leslie B. Williams" <lesliebwilliams(at)email.msn.com> |
| Subject: | Re: RV-6A oil cooler installation |
Jim, I don't think it makes any difference which way the oil flows on a
firewall mounted oil cooler. I don't follow how you would end up with less
bends in the hose mounting it vertically. Mark Laboyteaux has a picture on
his web site of a Setrab cooler done this way. I assume that you have
already commited to this.
FWIW, I just finished plumbing my firewall mounted oil cooler for an 0-360.
I'm not too sure that I would do it this way again. I mounted the oil
cooler on the baffle on my first -6A w/ 0-320 and it sure was a lot simpler,
much lighter and less expensive but harder to mount a door on. The
following are the materials I ended up using this time, not including the
oil cooler door stuff which I haven't finished yet.
42" .063X3/4" angle 2 ea 3/16" platenuts 18" SCAT hose 3" dia
18 ea 3/16" AN bolts 20 ea AN960 washers 2 ea 3" hose clamps
16 ea AN363 nuts 3 ea AN970 washers 1 ea 3" duct flange
1 ea 3" flanged hat cover
Les Williams/RV-6AQ/Tacoma WA
>
>Which orientation would give me the best cooling?
>
>Jim Sears in KY
>RV-6A N198JS
________________________________________________________________________________
| From: | "Doug Weiler" <dougweil(at)pressenter.com> |
| Subject: | MN Wing Saturday Breakfast Gathering` |
Att: Twin Cities RV Folks:
Our bi-monthly breakfast at the Hideaway Cafe this coming Sat (Oct 10) will
be changed (they are closed to prepare for a wedding reception). Let's meet
around 0900 at the No Wake Cafe, one mile east of STP airport (the No Wake
is a houseboat moored on Harriet Island in St. Paul). For directions call
me or see http://twincities.sidewalk.com/detail/5420. They open at 9 am for
Sat brunch. If you plan to fly-in, call me Fri night and we'll pick you up
at STP.
Doug
============
Doug Weiler
Hudson, WI
715-386-1239
dougweil(at)pressenter.com
________________________________________________________________________________
| Subject: | RV's attending SERFI at Evergreen,AL |
Gladi(spelling), and Tom Benton. I'm coming with Charlie. We are leaving here
around 10AM Friday and it is about a 3 hour ride for us. Are any other listers
planning on attending. Charlie and Tom went last year and enjoyed it enough to
go again this year.
Bernie Kerr, SE FLA, 6A fuselage, top skins and rollover bar.
________________________________________________________________________________
| From: | RVer273sb(at)aol.com |
| Subject: | cars at copperstate |
Anyone out there know if any car rental
agencys are making rentals available???
RV$ Stew CO>
________________________________________________________________________________
| From: | ammeterj(at)home.com |
| Subject: | Re: Air sickness |
>
>I thought this was for builders info. Why do be take up valuable space with
>questions and answers that could be found on the internet or in any
>household medical dictionary. Please keep questions to the subject of RV
>construction.
>
My first reaction was to ask, 'who died and made you God?' but maybe
you do have a valid point.
I, for one, find the discussions on air sickness very relevant since
SWMBO may have that malady and, if not 'cured' of that problem, may
discourage building our RV (there, it's relevant to building).
BTW, I'm not building so maybe I'm not allowed to post.
In fact, I don't even own an RV any more. Should I drop from the
RV-List because of that or can I post when I see a subject or question
I think I can contribute to?
Ok, I'm calmed down now. I'll get off the soap box. I'm sure Steve
made the post only to better our group but maybe he could have been a
little more diplomatic- - - - Yah, right, that kind of advice from
me!!! I'm about as diplomatic as a bull in a china shop.
John Ammeter
Seattle WA
USA
1975 JH-5
RV-6 (sold 4/98)
________________________________________________________________________________
| Subject: | 2nd attempt at posting SERFI note |
Gladi(spelling), and Tom Benton. I'm coming with Charlie. We are leaving here
around 10AM Friday and it is about a 3 hour ride for us. Are any other listers
planning on attending. Charlie and Tom went last year and enjoyed it enough to
go again this year.
Bernie Kerr, SE FLA, 6A fuselage, top skins and rollover bar.
________________________________________________________________________________
| From: | "mcomeaux" <mcomeaux(at)cmc.net> |
I used to work in a plating shop that we dipped control surfaces in prior
to priming for lockheed and we used a powder form of alodine. Might want
to check local plating shop or ask boeing up there where they sub out to.
Regards Mike Comeaux
----------
> From: JNice51355(at)aol.com
> To: rv-list(at)matronics.com
> Subject: RV-List: ALODINE
> Date: Sunday, October 04, 1998 9:36 AM
>
>
> Listers
> Does anyone know a good source for alodine in it's powdered form? I
would
> like to "dip" my wing spar parts. Shipping liquid alodine is cost
> prohibitive.
> Dipping requires alot of alodine, but does a beautiful job.
> Jim Nice
> RV6A
> WA State
>
>
>
________________________________________________________________________________
| From: | Paul Besing <rv8er(at)doitnow.com> |
| Subject: | Re: cars at copperstate |
There will be no rental cars at the airport, if you are flying directly in
to Williams Gateway. If you are flying commercially, just get one at Sky
Harbor...
Paul Besing
>
>Anyone out there know if any car rental
>agencys are making rentals available???
>RV$ Stew CO>
>
>
>
>
>
Paul Besing
RV-6A (197AB) Arizona
http://www.doitnow.com/~rv8er
Waiting on finish kit
________________________________________________________________________________
| From: | Alex Peterson <alexpeterson(at)mci2000.com> |
One of the drawings shows the brake lines exiting the fuselage around the
leading edge of the wing, apparently running in the wing root until they go
down the gear legs. Is this the best way? What have others done?
Alex Peterson
Maple Grove, MN
________________________________________________________________________________
| From: | Vanremog(at)aol.com |
| Subject: | Re: RV-6A oil cooler installation |
writes:
<< I don't think it makes any difference which way the oil flows on a
firewall mounted oil cooler. >>
I was told by someone that it is best to have the oil from the pump plumbed
into the bottom of the cooler if you mount it vertically. This might help
purge air too, I'm not sure though. This may be an OWT.
Does anyone know, with the cooler plumbed this way, whether the oil in the
cooler drains back into the sump when you shut the engine down or does it stay
trapped there by the positive displacement pump?
Inquiring minds want to know.
-GV
________________________________________________________________________________
| From: | "mcomeaux" <mcomeaux(at)cmc.net> |
I'm unsure as to where and dimensions on where to drill the mounts. If
you look in the pictures in the manual it shows the mounting reversed
as the way mine were marked by part #. Any clear pic's on site somewhere?
The directions actually say the 7th hole from center. Still does not look
rite.
What am I missing here.
Regards Mike Comeaux
mcomeaux(at)cmc.net
RV6A-QB
________________________________________________________________________________
| From: | Al Mojzisik <prober(at)iwaynet.net> |
Jim,
I know this was addressed in the archives. I printed someones response to
it with advice on who supplied the powder but I haven't filed my printouts
for quite a while and I don't have time to search through the two reams of
papre that I have printed in the last couple of years so I would suggest
you search the archives, I know it's there. AL
>
>Listers
>Does anyone know a good source for alodine in it's powdered form? I would
>like to "dip" my wing spar parts. Shipping liquid alodine is cost
>prohibitive.
>Dipping requires alot of alodine, but does a beautiful job.
>Jim Nice
>RV6A
>WA State
>
>
>
>
>
________________________________________________________________________________
| From: | kennett(at)direct.ca (robert kennett) |
Jim:
I was able to find powdered alodine at the same store (IPS Industrial
Distributors) that I bought my Endura primer from. It is a local
distributor specializing in paints and paint equipment. I have no idea if
they are in the U.S. but I would try an industrial paint store that deals
with automotive finishes.
Rob Kennett
Westbank, B.C.
RV6A (wings)
>
>Listers
>Does anyone know a good source for alodine in it's powdered form?
>Jim Nice
>RV6A
>WA State
>
>
>
>
>
________________________________________________________________________________
| From: | Alex Peterson <alexpeterson(at)mci2000.com> |
| Subject: | Re: F-633 mounting |
Mike,
See dwg #40, it should be clear then. Ignore how they are marked if it
disagrees with drawings.
Alex Peterson
> I'm unsure as to where and dimensions on where to drill the mounts. If
> you look in the pictures in the manual it shows the mounting reversed
> as the way mine were marked by part #. Any clear pic's on site somewhere?
> The directions actually say the 7th hole from center. Still does not look
> rite.
> What am I missing here.
________________________________________________________________________________
| From: | "Terrence C. Watson" <tcwatson(at)pstbbs.com> |
| Subject: | Re: Air sickness |
>
>I thought this was for builders info. Why do be take up valuable space with
>questions and answers that could be found on the internet or in any
>household medical dictionary. Please keep questions to the subject of RV
>construction.
>
Steve,
Why not check out Matt's instructions for what is and is not appropriate for
his RV list. I think you will find that the discussion of airsickness fits
with what his guidelines.
Terry
________________________________________________________________________________
| Subject: | Re: cars at copperstate |
| From: | smcdaniels(at)Juno.com (SCOTT R MCDANIELS) |
>
>Anyone out there know if any car rental
>agencys are making rentals available???
>RV$ Stew CO>
>
>
>
I used to Vice-chairman of the fly-in and was talking (by E-mail) th
chairman Bob Hasson recently about this very thing.
He said after providing cars on the field a couple of years all of the
rental agencies got the idea that the fly-in warranted the same prices
that they get everyone for at Oshkosh, so the fly-in committee decided to
give the contract to no one.
Ken Scott and I have a car reserved through Enterprise which will deliver
the car to the field for you, but they wont have anyone based there
renting out cars without a previous reservation.
Scott McDaniels
These opinions and ideas are my own
and do not necessarily reflect the opinions
of my employer.
________________________________________________________________________________
I HAVE A EAA CHAPTER 1000 NEWS LETTER FROM OCT. 96 AND IT HAS A
ARTICLE ABOUT THE HIGH COST OF ALIDINE BOUGHT IN LIQUID FORM, SO THE ARTICLE
SAYS THAT THERE IS A COMPANY CALLED MAC DERMIDS
FORMERLY CALLED ALLIED KELITE DIVISION OF WITCO CHEMICAL CORP.
THEY SELL A 10 LBS. CAN OF IRIDITE 14-2 POWDER WHEN MIXED WITH WATER MAKES
128 GAL. I CALLED THEM LAST YEAR SOME TIME ABOUT A
PRICE AND THEN IT WAS $16.31 A POUND, ALL THOUGH I NEVER PERSUDE
IT, THERE NUMBER (800)325-4158
________________________________________________________________________________
| From: | "Deal Fair" <dealfair(at)bcni.net> |
| Subject: | Re: Air sickness |
----------
> From: Steve Baker <steve(at)n45vl.reno.nv.us>
Hey Steve,
Let me tell you why AIRSICKNESS is relevant to RV building! I've got a
beautiful RV-4 with over 1,300 hours and four (4) REGURGITATIONS. We're
talking "preventive maintenance" here! Hours spent on the ground keeping
your airship flyable! Taking the time to clean up "Green Giant Corn
Niblets", partially digested tomato peels, pinto beans, "Kentucky Fried
Chicken" and an "I.H.O.P. cheeze blitz" that has been sprayed all over your
carefully installed upholstery is a lot more time consuming and a greater
hasle than changing your oil and spark plugs.
Carry all the sick sacks you can, fly slow and steady, be careful, do slow
turns---I don't care how smooth a pilot you are--- at some point some
beautiful, full figured, bombastic female that you cannot resist taking for
a ride--- is going to spray sputum in your precious RV. The man hours
spent getting it FLYABLE again are more disgusting than any other repairs
you can make on the machine. Give me spilled hydraulic fluid or oil spills
any time.
On the positive side, however, it will kill any notions you may have had
about marriage and should save you some money in the long run.
Good Luck and best regards,
Deal Fair
George West, Tx
________________________________________________________________________________
| From: | pbennett(at)zip.com.au |
Michael, I think you should play it REALLY safe...... always fly low
and slow, and remember to throttle back in the turns.....
Peter
>
>
> Thanks, Mike.
> This was exactly what I was looking for. So, from this information
> should I limit "maneuvering" g's to say, 4 or 5 g's, and not 6?
________________________________________________________________________________
| From: | DAVENDANA1(at)aol.com |
| Subject: | Re: St. Louis Surplus?? |
Back when they were MDC, all the surplus stuff was auctioned off by a company
named Norman Levy Auctions. They have a web site and you can probably find out
if they still do it for Boeing.
Good Luck!
Dave Funk
Still on Elevators ;-(
________________________________________________________________________________
| From: | MICHAEL <lottmc(at)datasync.com> |
| Subject: | Thomasville fly-in |
Does anyone have any info on the Thomasville, Alabama fly-in? I
think it is scheduled for this coming weekend. Any particular
group sponsoring it, rules for flying in, etc.? Thanks for any
info.
________________________________________________________________________________
| From: | "Anderson Ed" <anderson_ed(at)bah.com> |
| Subject: | Re: Pictures of Ed Anderson's Mazda are online |
Don is correct.
The photo of beat-up looking guy in scarred flight helmet with
"RV-Grin" is yours truly. Thanks to Don for hosting the photos on his
web page.
Ed Anderson
Don Mack wrote:
>
>
> I have added 11 pictures that Ed Anderson sent of his RV-6A Mazda 13B first
> flight to my web page. http://www.flash.net/~donmack
>
> I have never met Ed. I assume he is the guy with the RV grin.
________________________________________________________________________________
| From: | "Ronald Blum" <fly-in-home(at)worldnet.att.net> |
+AD4-Consider an aircraft with 3 G meters installed. +ACM-1 installed halfway
out
+AD4-the left wing, +ACM-2 in the instrument panel, and +ACM-3 halfway out the
right
+AD4-wing.
+AD4-
+AD4-Situation A: Straight pull of 2G. All meters read 2G.
+AD4-
+AD4-Situation B: While pulling 2G, right lateral stick displacement induced.
+AD4AIw-1 meter 3G, +ACM-2 meter 2G, +ACM-3 meter 2G.
+AD4-
+AD4-Quest: Where did the extra G come from?
+AD4-
+AD4-Ans: The roll rate of the climbing wing created the extra G.
+AD4-
The +ACM-3 meter above better be reading 1G (with left 3G +ACY- center 2G) lest
the
aircraft is now a different shape.
Ron
FLY-IN-HOME+AEA-worldnet.att.net
________________________________________________________________________________
| From: | "Ronald Blum" <fly-in-home(at)worldnet.att.net> |
| Subject: | Re: pitot/ASI response time |
+AD4-There is no lag. The ASI moves from 0kts to 100kts virtually instantly.
+AD4-The biggest problem is that the pointer of the ASI is moving so fast that
+AD4-it overshoots up to about 140kts before falling back to 100kts. This all
+AD4-happens within about 0.1 - 0.2 seconds (estimated). It appears to me that
+AD4-all the lag is in the inertia of the ASI pointer and mechanism itself as
+AD4-indicated by the severe overshoot.
Thanks for the great test point, Brian
Ron
FLY-IN-HOME+AEA-worldnet.att.net
________________________________________________________________________________
| From: | "Douglas G. Murray" <dgmurray(at)telusplanet.net> |
> >Listers
> >Does anyone know a good source for alodine in it's powdered form? I would
> >like to "dip" my wing spar parts. Shipping liquid alodine is cost
> >prohibitive.
> >Dipping requires alot of alodine, but does a beautiful job.
> >Jim Nice
> >RV6A
> >WA State
Jim - I got my alodine from Falconar Avia in Edmonton, Alberta. It comes on a
little can about 2 " high and about the same wide. A couple cans is all you need
to do a complete RV. Falconar Avia can be reached at - they
also are the people who sell HIPEC paint. They advertise that they ship UPS from
Montana to save you Customs. Your dollar is worth about $1.50 up here right now
so
a purchase would be inexpensive for you.
I made a wash bin for all my sheet material on my RV - 6 and found it to work
well. I used a 4x8x3/4 sheet of plywood and screwed 2x4's around the perimeter
to
make a large "cookie sheet". I then covered the whole affair with 4mil poly -
vapor barrier - to make it fluid proof and got down to washing parts. I then
rinsed the sheets and hung them up to dry on 1/8" aircraft cable that I had strung
across the shop. After the sheets were dry I then sprayed both sides with primer
and then I was ready to drill, cut and fit the sheet metal to the airframe.
Preparing all the sheets at one time saved my a lot of time.
Hope this helps
DGM RV-6 Just finished getting my Private Pilot License - Now I can really get
back to building!
Southern Alberta
________________________________________________________________________________
| From: | "Jerry Isler" <jlisler(at)surfsouth.com> |
| Subject: | Re: Thomasville fly-in |
This fly-in is actually in Thomasville, Georgia. It is scheduled for
October 9, 10, & 11 with Saturday being the biggest day. The fly-in is
sponsored by a local EAA chapter and is the 31st annual fly-in at this
location. The airport is uncontrolled and all activities are pretty informal
with the flight line open to all. Hey, I've even seen a 310 doing barrel
rolls down the flight line. Talk about scary sight!
If the weather holds out I would expect to see well in excess of 300
aircraft on the field, lots of antiques, classics, homebuilts and of course
your garden variety spam cans. Keep your eyes open and watch for non-radio
traffic in the pattern. There are no fees and fuel is available on the
field.
The only down side is that this event is scheduled for the same days as
the SERFI fly-in at Evergreen, Alabama. Two fly-ins less than 200 miles
apart, both trying to draw the same aircraft. Go figure.
Jerry Isler
RV4 #1060
Donalsonville, Ga.
(Engine gone to Barrett Performance Engines)
>
>Does anyone have any info on the Thomasville, Alabama fly-in? I
>think it is scheduled for this coming weekend. Any particular
>group sponsoring it, rules for flying in, etc.? Thanks for any
>info.
>
________________________________________________________________________________
| From: | "DiMeo, Robert" <Robert.DiMeo(at)sbs.siemens.com> |
Jim,
I get mine (liquid) at a local paint supply. I think you should be able to
get it at ant Dupont Paint supply. It's not actually called alodine. They
call it conversion coating. It's the same thing.
And your right. Dipping gives the parts a nice gold color.
Bob
RV 8#423
________________________________________________________________________________
| From: | "Scott Burger" <hbarca(at)hotmail.com> |
Dear RV digest:
Does Lockheed Martin in Marietta (Atlanta), GA have a surplus site like
Boeing does in St. Louis and in Seattle?
Thanks,
Scott Burger
email:hbarca(at)hotmail.com
P.S. I'm saving $$$$ for my tools and my empennage kit.
________________________________________________________________________________
| From: | jaugilas <jaugilas(at)allways.net> |
I found this in the information provided by EAA chapter 1000.
There is very much more information that just corosion control.
By editing an web address from the end you can back-up to the menu
pages. Try It.
http://www.eaa1000.av.org/technicl/corrosion/alodine.htm
robert kennett wrote:
>
>
> Jim:
>
> I was able to find powdered alodine at the same store (IPS Industrial
> Distributors) that I bought my Endura primer from. It is a local
> distributor specializing in paints and paint equipment. I have no idea if
> they are in the U.S. but I would try an industrial paint store that deals
> with automotive finishes.
>
> Rob Kennett
> Westbank, B.C.
> RV6A (wings)
>
> >
> >Listers
> >Does anyone know a good source for alodine in it's powdered form?
> >Jim Nice
> >RV6A
> >WA State
________________________________________________________________________________
| From: | "Zeidman, Richard B" <Richard.Zeidman(at)PHL.Boeing.com> |
| Subject: | East Coast Fly In |
Listers
This weekend Wilmington Del will be holding the EAA East Coast Fly In.
I will be parking airplanes Saturday morning and hope to park a gaggle
of RVs. Last year there were several beauties there. For more info check
<http://www.eastcoastflyin.com>.
Rich Zeidman
RV6A
finishing wings
________________________________________________________________________________
| From: | "Zeidman, Richard B" <Richard.Zeidman(at)PHL.Boeing.com> |
| Subject: | RE: East Coast Fly In |
Sorry-I got it wrong!
Try this link <http://www.eastcoastflyin.org>
Rich Z
> ----------
> From: Zeidman, Richard B
> Sent: Monday, October 05, 1998 11:17 AM
> To: 'rv-list(at)matronics.com'
> Subject: East Coast Fly In
> Sensitivity: Private
>
> Listers
> This weekend Wilmington Del will be holding the EAA East Coast Fly In.
>
> I will be parking airplanes Saturday morning and hope to park a gaggle
> of RVs. Last year there were several beauties there. For more info
> check <http://www.eastcoastflyin.com>.
> Rich Zeidman
> RV6A
> finishing wings
>
>
________________________________________________________________________________
| From: | dan.gerges(at)gsa.gov |
--UNS_gsauns2_2963640115
My wife and I took a high speed boat ride from Kauai (Hawaii) to
Niihau. Due to Feb weather we went through some very rough seas in a
twin hulled boat, brand new, powered with two 400 HP diesels that used
recycled cooking oil for fuel. This is a tourist excursion and the
boat holds 45 or so. At any rate, the skipper gave us a ride I'll
never forget-flat out and seas be damned. Fortunately for us we
learned prior to the ride that ginger capsules taken an hour before
departure and then every so often during the trip prevent motion
sickness. We found them at a health food store. While people all
around us were in various stages of green, we stood on our sea legs
thru the entire trip, consuming food and beer, with no ill effects.
Those whom we gave the capsules to before they felt ill did not get
sick either.
--UNS_gsauns2_2963640115--
________________________________________________________________________________
| From: | Thomas Gummo <Thomas(at)efep.org> |
G and WT limits:
Van tests the wing load at acro wt.
I am at work so I am just remembering the numbers the best I can.
RV-4 Acro WT = 1375 pounds
At 6 G's, this means the wing is holding up 8250 pounds (1375 times 6).
I am flying at gross wt = 1500 so what is my G limit?
I divide 8250 by 1500 and get 5.5 G's. to put the same load on the wing.
Is there error in my logic here?
Can I divide 8250 by 5 and get a wt limit for 5 G's of 1650 pounds(150
pounds over gross)?
Asymmetrical G's:
For the F-4, we reduced our G limit by 20 percent for rolling G's.
Most of the time, we use a unloaded roll to set the bank angle then
pull some G's.
This is not asymmetrical G's. If you are pulling G's and roll with the
G's on, then you are pulling asymmetrical G's and a reduced G limit is
required. If you start to pull G's and roll at the same time, you need
to reduce you G limit here too.
My point is that most plane's roll rate is highest at 0-1 G's.
Therefore, roll at reduced G's to set your wings and then pull your G's.
Tom Gummo
Working on the fuselage.
May have found an engine.
________________________________________________________________________________
| From: | randall(at)edt.com (Randall Henderson) |
| Subject: | Re: ELT Antenna in Tail? |
>... What we do is to wrap the
> antenna with aluminum foil to disable it from emmiting the signal that
> the sat is recieving. Now to my point.
> If an antenna is installed inside any metal it won't work.
> Bill Jaugilas
I don't think anyone's proposing installing the ELT antenna inside any
metal. That would block the signal regardless.
What is being discussed is putting it either under the fiberglass
fairing on the top of the vertical stab, or inside the Plexiglass
bubble. The former could be easily wrapped with foil. (I suppose a
small "ELT ANT. INSIDE FAIRING" placard on the tail might be something
to consider, lest they wrap your whole plane in foil. :-) The latter
would be too, although the foil would certainly scratch the canopy
(yikes).
BUT... I think it that this is much less likely to be a problem with
RVs than it would be with certified a/c, since most RVs have been/are
being built newer model ELTs with the remote annunciators that alert the
pilot when the thing has gone off. In addition, most RVers park their
planes in hangars (when at home anyway), which will block the signal.
Bill and any other CAP members: It would be interesting to know if the
above musings correlate with what you have found in the field.
Randall Henderson, RV-6 (engine/finish)
Portland, OR
http://www.edt.com/homewing
randall(at)edt.com
________________________________________________________________________________
| From: | Richard Reynolds <RVReynolds(at)macs.net> |
| Subject: | EAA 339 Fly In Franklin, VA (Norfolk Area) |
October 10 and 11 October 1998, At Franklin VA, (FKN)
Judging all categories, Antiques, Classics, Warbids, and Homebuilts
Social and Banquet, Saturday night 10/10/98, $18.
Best Western at Airport, Comfort Inn, Days Inn nearby. Call Walt Ohlrich
for more info 757-486-5192.
RV's, you'all come!!
________________________________________________________________________________
| From: | donspawn(at)Juno.com |
| Subject: | Floor stiffener angles |
>RV-6A.
>
>I'm drilling bottom fuselage skins, and need to install the floor
stiffener
>angles. The plans show a temporary attachment to F-604, but it looks
>as though this will interfere with the spars. What are the aft ends of
>the angles eventually fastened to?
>
>Please to respond to gmckib(at)ra.msstate.edu
>Thanks
>Gerald McKibben
The stiffeners to the F672 FORWARD bottom skin is going to be attached to
the -J's on the f601 firewall & you got to make the brackets from angle
for the outside two. I screwed up & attached with a hidden rivet(vert) so
I can't leave the skin off as long as possible. (attach with a horz not
verticle rivet).
Now the aft end is a real problem. You got to build the 4- F699's angle
brackets & attach to the spar that aunt there yet. George used a through
wood spar & cleco end clamps. I only had 2 small simm spars (F. Justise)
so I created 2 wood simm spars, bolted through the f604A plate to
simulate the spar. the outside 2 (stiffeners) are longer than the inside
because of the steel splice plates. I found I could not make the
dimentions at the spar, so I lined up the the available holes in the spar
so the 699's would work out OK.
Don Jordan ~ 6A fuselage ~ Arlington,Tx ~ donspawn(at)juno.com
________________________________________________________________________________
| Subject: | Re: ELT Antenna in Tail? |
| From: | n41va(at)Juno.com (VON L ALEXANDER) |
Randall and others;
What I was talking about was putting the elt ant, not on top of the
vertical stabilizer, but rather mounting it on the last bulkhead of the
fuse, and running horizontally under the tail fairing. Vans says they
just bent the antenna a little and then fastened the end. They did it
this way on the factory 8-A. I am going to try this.
Von Alexander
RV-8 N41VA
N41VA(at)juno.com
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | New Website Feature |
We've just posted a couple of used intercom systems on
a new "Consignment Corner" feature of our website.
Interested listers are invited to check out:
http://www.aeroelectric.com/consign.html
________________________________________________________________________________
| From: | aerobubba(at)Juno.com (glen j matejcek) |
One more ort in the food for thought column... a rapid pitch rate will
cause a greater than normal stalling alpha. The Va you use / read about
/ plan around is based upon extrapolation from the FAA standard
deceleration of one knot per second approach to stall. Put the two
together, and you have the possibility for an overstress situation at
less than Va. Kinda like the FAA standard 50' obstacle at the end of the
rwy or the standard atmosphere, it's a reference point, not the absolute
gospel. When you deviate from "test conditions", the results of what you
do deviate from the "test results"....
gm
________________________________________________________________________________
| From: | Greg Young <gyoung(at)bcm.tmc.edu> |
| Subject: | Bill of Sale for Registration? |
Just saw a blurb in AvWeb that FAA now wants a bill of sale from kit
manufacturers before registration of a kit aircraft. They did not have any
more details. Anyone know details or what's behind it? My natural
cynicism doesn't see this leading anywhere good if true.
Greg Young
RV-6 N6GY (reserved) fitting canopy
________________________________________________________________________________
| Subject: | Re: Differential Gs |
| From: | seaok71302(at)Juno.com (mike a adams) |
writes:
>
>3 meter above better be reading 1G (with left 3G +ACY- center
>2G) lest the>aircraft is now a different shape.
>
>Ron
>FLY-IN-HOME+AEA-worldnet.att.net
>
>
>
Depends, If your G meter is the three pointer type that "holds" the
highest G, then the high needle will still read the 2 from the initial
pull until you push the button...... the dynamic needle would be
1G
>
>
>
Probably the most important point to make is: IF YOU ARE PULLING G, AND
INDUCE A ROLLING MOMENT ABOUT ANY AXIS, PARTS OF THE AIRFRAME WILL
EXPERIENCE HIGHER G LOADS THAN THE G METER READS. THE HIGHER THE ROLL
RATE, THE GREATER THE DIFFERENCE, AND, THE ROLL AXIS IS WHAT USUALLY WILL
GET YOU IN THE MOST TROUBLE.
Mike Adams/-4/2316
________________________________________________________________________________
| From: | "John McLaughlin" <johnmc49(at)ecity.net> |
I have a VFR avionics package for an RV that I am selling in favor of an
instrument radio panel. These are NEW radios purchased in December of 1997
and professionally wired by an avionics shop. They are bench checked and
ready to install as a package right down to the microphone and headphone
jacks.
King KT76A TSO transponder/tray with blind encoder
TKM MX11 digital Com radio with tray
PSE 501 intercom with music and two place headset jacks
Professional wiring harness clearly labeled for final install
The invoice on this package with wiring harness was $2893.00
I will sell for $2400 or best offer within the next few days.
Thanks,
John McLaughlin
Iowa
________________________________________________________________________________
| From: | Warren Gretz <gretz_aero(at)h2net.net> |
| Subject: | Gretz Aero RV products |
Hello RV builders,
I now have a new e-mail address. If you would like to receive
information on any of my products please contact me off the List at my
new e-mail address. My products include: Heated pitot tubes, mounting
brackets for the heated pitot tubes, a new hybrid electric elevator trim
system that is VERY easy to install, and the ToolKey (you have to see
this item!).
If you have tried to contact me within the past three days I have not
received you mail. Please try to re-send.
My NEW e-mail address: gretz_aero(at)h2net.net
Gretz Aero
Warren Gretz
3664 E. Lake Dr.
Littleton, CO 80121
303-770-3811
If you would like to receive information
________________________________________________________________________________
| From: | jaugilas <jaugilas(at)allways.net> |
| Subject: | Re: ELT Antenna in Tail? |
Please accept any and all my apologies. I am rather ignorant to the
construction of the specific locations that we are discussing.
Aparently.
The only concerns that I have is how well the ELT will work in the event
that it is really needed. Not so much as to how to disable it it it does
go off. The aluminum foil was just a practical example of how simple it
is to disable.
There is an enormous amount of room here for discussion about the most
effective spot at which to install the antenna for best operation. At
many discussions I have had with pilots and builders, the
appearence/drag question comes up. This should not be a factor in my
humble opinion. Remember that's only my opinion. There are other issues
involved to even the pure exterior placement of the antenna. Actual
crashes involving the flipping of the aircraft over and sticking the
antenna in the mud doesen't help the emitting of the emergency signals
any. The fact that many aircraft do flip over adds to the odds that it
won't work. Past data on crashes vs. ELT's working is very low. I'm not
sure of that figure. Everyone has different figures. I can only remember
between 10 and 25 percent.
One more note that is floating aroung in my head, the signal reflects
off any near-by metal. If anyone can expound on the placement in the
fibreglass section that you described, is there any metal that not only
shield but reflect that signal? Practice sessions that we use make use
of any and all surounding buildings, structures, anything of metal to
confuse the team trying to locate the practice beacon.
Bill Jaugilas
> I don't think anyone's proposing installing the ELT antenna inside any
> metal. That would block the signal regardless.
>
> What is being discussed is putting it either under the fiberglass
> fairing on the top of the vertical stab, or inside the Plexiglass
> bubble. The former could be easily wrapped with foil. (I suppose a
> small "ELT ANT. INSIDE FAIRING" placard on the tail might be something
> to consider, lest they wrap your whole plane in foil. :-) The latter
> would be too, although the foil would certainly scratch the canopy
> (yikes).
>
> BUT... I think it that this is much less likely to be a problem with
> RVs than it would be with certified a/c, since most RVs have been/are
> being built newer model ELTs with the remote annunciators that alert the
> pilot when the thing has gone off. In addition, most RVers park their
> planes in hangars (when at home anyway), which will block the signal.
>
> Bill and any other CAP members: It would be interesting to know if the
> above musings correlate with what you have found in the field.
>
________________________________________________________________________________
| From: | "Ronald Blum" <fly-in-home(at)worldnet.att.net> |
| Subject: | G-wiz, Hope this is better |
+AD4-One more in the food for thought column... a rapid pitch rate will
+AD4-cause a greater than normal stalling alpha.
The airplane will +ACI-stall+ACI- at one alpha (per configuration and reynolds
number) independent of pitch rate. It is true that Vmin decreases with
increased entry rate (accelerated stall) and per the older FARs this
produces a higher Clmax, but the FAA has changed the definition of +ACI-stall+ACI-
and gone to the JAA +ACI-1-G+ACI- definition. This puts out a VERY consistent
Vstall number. Depending on how accurately you can get G data+ADs- this is a
very cool method for Vstall determination.
+AD4-The Va you use / read about / plan around is based upon extrapolation from
the FAA standard
+AD4-deceleration of one knot per second approach to stall. Put the two
+AD4-together, and you have the possibility for an overstress situation at
+AD4-less than Va.
This is why the design margin of safety is 50+ACU-, though variability in stall
speed of production aircraft is small.
Along these lines, there is only one FAR 23 airplane that I know of that has
guaranteed performance+ADs- the remainder merely repeat numbers collected by the
prototype aircraft (including stall speeds and takeoff/climb/cruise/landing
performance). And, not even FAR 25 aircraft guarantee performance above
1500' AGL.
Ron
FLY-IN-HOME+AEA-worldnet.att.net
ps Charlie, if you would be so kind to tell me if this message is better, I
would greatly appreciate it. Thanks+ACE-
________________________________________________________________________________
| From: | "Mark Steffensen" <steffco1(at)email.msn.com> |
| Subject: | Re: Bill of Sale for Registration? |
Greg,
Found this in the DOT library, AC 20-27D.
b. To apply for either a random or special registration number
assignment,
the owner of an amateur-built aircraft must provide information required by
the
Aircraft Registry by properly completing an Aeronautical Center (AC) Form
8050-88, Affidavit of Ownership for Amateur-Built Aircraft (see appendix 3).
The affidavit establishes the ownership of the aircraft; therefore, all
aircraft
information must be given. If the aircraft is built from an eligible kit,
the
builder should also submit a signed bill of sale from the manufacturer of
the
kit as evidence of ownership. If AC Form 8050-2, Aircraft Bill of Sale, is
used, the word "aircraft" should be deleted and the word "kit" inserted in
its
place. (See appendix 4.)
>
>Just saw a blurb in AvWeb that FAA now wants a bill of sale from kit
>manufacturers before registration of a kit aircraft. They did not have any
>more details. Anyone know details or what's behind it? My natural
>cynicism doesn't see this leading anywhere good if true.
>
>Greg Young
>RV-6 N6GY (reserved) fitting canopy
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Martin Shorman <kskids(at)netins.net> |
| Subject: | Re: Was maAir sickness (now non rv discussions) |
Heeey Graampa, whaat's for supper?
Deal Fair wrote:
>
......"Green Giant Corn
> Niblets", partially digested tomato peels, pinto beans, "Kentucky Fried
> Chicken" and an "I.H.O.P. cheeze blitz" that has been sprayed all over your
> carefully installed upholstery.......
Sorry guys, I couldn't resist!!
No flame meant to the original poster, but I enjoy the discussions of
aviation related issues, and feel this adds so much more flavor than a
mere question and answer forum regarding rivits and building techniques.
I've learned so much in the 5 months or so I've been reading the list.
It would take years of "hangar flying" to pick up on the topics that we
see here. We have experts on flight techniques, electronics and
electrical systems, materials, engines, ...., heck even RV building and
prose! It would be a shame if we didn't exchange other ideas. Besides,
most of the time when someone asks a question directly related to RV
building there are numerous on list replys, and most likely as many off
list replies.
Another good thing about this list that I enjoy, is that everyone (well,
most everyone) follows Matt's guidelines regarding civility, and when
the group points out a that a lister is out of line, most of the time an
on list appology is offered. See if you find that on the net any where
else!
One large problem I can't seem to get around..... How does anyone find
time to do anything other than read the 60-80 e-mails per day? I'm sure
this is the root of the original posters complaint.
martin shorman
lawton, ia
(preparing my shop area, and reading the e-mails:)
________________________________________________________________________________
| From: | Martin Shorman <kskids(at)netins.net> |
| Subject: | Re: Legal Issues |
________________________________________________________________________________
COMMON SENSE PREVAILS IN KIT-BUILT LAWSUIT...
Chalk one up for common sense and personal responsibility. A jury in a
U.S. District Court in Ohio declined to award damages in a $30 million
lawsuit filed by the heirs of a pilot killed while flying a Rotary Air
Force gyroplane. The company's lawyers proved to the jury's
satisfaction that the RAF design was sound and that the parts and
instructions in the kit were of high quality and did not contribute to
the death of the pilot. The builder/pilot was killed while flying the
gyroplane prior to completion of flight training.
...COURT RULES KIT BUILDER MANUFACTURER OF COMPLETED AIRCRAFT
This case is significant because a pretrial motion resulted in the court
holding that RAF could not be held liable as the manufacturer of a
completed aircraft. Since the deceased builder/pilot was actually the
manufacturer of the completed aircraft, RAF contended that it could only
be held responsible for defective parts which were included in the kit.
Thus, RAF, as well as other kit manufacturers, would not be considered
to be aircraft manufacturers in the traditional sense, nor subject to
the same potential liability.
________________________________________________________________________________
| From: | Brian Lloyd <brian(at)lcp.livingston.com> |
| Subject: | Re: pitot/ASI response time |
>
>
>+AD4-There is no lag. The ASI moves from 0kts to 100kts virtually instantly.
>
>
>Thanks for the great test point, Brian
Thanks. Chalk up one to the scientific method. No use wasting time
arguing over an opinion when the facts can be discerned by experiment.
Brian Lloyd Lucent Technologies
brian(at)lcp.livingston.com 3461 Robin Lane, Suite 1
http://www.livingston.com Cameron Park, CA 95682
+1.530.676.6399 - voice +1.530.676.3442 - fax O-
________________________________________________________________________________
| From: | Ian Patrick <ipatrick(at)ns.sympatico.ca> |
1995 RV-4, 103 hrs TTAFE since new, O-320D1A 160 HP, Warnke prop,
airbox, stainless steel exhaust, Phlogiston spar, electronic primer,
carb & cabin heat, cooling ducts for alternator, mags and fuel pump,
capacitance probe fuel quantity, manual flaps, high-speed wheel pants,
professional paint and canopy cover, dual landing and taxi lights with
separate switches, position lights and strobes, DL seats and interior,
baggage light, rear seat light, rear seat R/T switch, dual controls,
electronic elevator trim, manual aileron trim, dual headset jacks,
electronic engine instruments, full panel with electric gyros, g-meter,
TAS airspeed, cockpit and instrument lights with dimmer, canopy open
warning light, MX-11 com, Apollo LORAN w/NA card, Bendix ADF, ICA21 HH
com/nav, audio panel w/intercom, Terra trans/encoder, ACK ELT w/remote
cockpit switch. Hangared and never winter flown. Will be stored in
November. Includes construction manual, plans and extras. $51,000 USD.
Beautiful aircraft (but want to build another): see
http://ace.acadiau.ca/apsc/eaa1051.htm
Ian Patrick
Technical Counselor Chapter 1051
Nova Scotia, Canada
Telephone/FAX: 902 847-1770
e-mail: ipatrick(at)ns.sympatico.ca
________________________________________________________________________________
| From: | George McNutt <GMcNutt(at)compuserve.com> |
Just passing this info along in case anyone is interested. I know the owner
casually and have never had any dealings with him, however I have not heard
anything negative so expect he is reliable.
Lycoming HIO-360-B1A engine for sale. The 180 H.P. parallel valve engine
was removed from a Hughes helicopter to install a larger engine. Engine has
less than 600 hrs and includes most acessories. I believe the Bendix
injection system is at rear of oil pan. The engine runs horizontally, not
vertically in the Hughes (see Lycoming sheet in chapter 11 of RV pre-build
manual for more on configuration)
Engine is located at Langley B.C. (just outside Vancouver) and owner is
asking $ 7,000 U.S. We have a engine shop on field that could do a
inspection if required.
Contact owner George Leloup directly, ph. 604-230-9601.
email: leloup(at)imag.net
George (have engine) McNutt, 6A Wings
Langley, B.C.
________________________________________________________________________________
| From: | David Carter <dcarter(at)datarecall.net> |
JNice51355(at)aol.com wrote:
I buy gallon jugs from local Pittsburge Paint (PPG) store - no shipping
cost.
David Carter, RV-6, Nederland, Texas
________________________________________________________________________________
| From: | Bruce Gray <bsgray(at)ntplx.net> |
| Subject: | Re: Bill of Sale for Registration? |
I, like you, read the blurb in the AVWEB News flash. I was getting ready to start
the registration process for my Glasair III so I called the FAA Aircraft
Registration Branch in Oklahoma City. It seems there has been a major policy shift
at the FAA. Effective from October 1, 1998 the FAA must have a signed bill of sale
from the kit manufacturer to the aircraft registrant in order to register a kit
built aircraft the first time. Prior to this change an invoice from the kit
company would suffice. The registration application has also been changed to
reflect this new requirement.
This new requirement seems somewhat onerous. Especially in light of the recent
court decisions that classify the kit supplier as a parts manufacturer.
Bruce (Glasair III builder)
________________________________________________________________________________
| From: | Joe Larson <jpl(at)showpg.mn.org> |
| Subject: | Riveting aileron |
Okay. This shouldn't be this hard.
I'm riveting the ailerons. I'm having some difficulty bucking the rivets
along the top that go into the spar. Obviously, all the rest are easy.
I tried to set up for back riveting, but my back rivet set won't clear the
bottom of the spar.
So I'm now trying to do normal bucking, but the stiffeners are interferring
with the bucking bar in places, and it's otherwise just generally awkward.
Any comments or suggestions?
-Joe
________________________________________________________________________________
| From: | "DWAIN L. HARRIS" <102617.2606(at)compuserve.com> |
| Subject: | Re: cars at copperstate |
My 1998 flyer that I received in the mail states
For your convenience, the Copperstate Fly-in provides van service to the
motels listed.
Dwain Harris
RV-6
N164DH
Whiteman Ca.
________________________________________________________________________________
| From: | jelford(at)TRANSPORT.COM (Jon Elford) |
>
>Just passing this info along in case anyone is interested. I know the owner
>casually and have never had any dealings with him, however I have not heard
>anything negative so expect he is reliable.
>
>Lycoming HIO-360-B1A engine for sale. The 180 H.P. parallel valve engine
>was removed from a Hughes helicopter to install a larger engine. Engine has
>less than 600 hrs and includes most acessories. I believe the Bendix
>injection system is at rear of oil pan. The engine runs horizontally, not
>vertically in the Hughes (see Lycoming sheet in chapter 11 of RV pre-build
>manual for more on configuration)
>
>Engine is located at Langley B.C. (just outside Vancouver) and owner is
>asking $ 7,000 U.S. We have a engine shop on field that could do a
>inspection if required.
>
>Contact owner George Leloup directly, ph. 604-230-9601.
>email: leloup(at)imag.net
>
>George (have engine) McNutt, 6A Wings
>Langley, B.C.
>
While on the subject of engines..... In the very near future I will be
looking for a timed out core for my -6. I would prefer an O-320, but a
great deal on an O-360 would suffice, too. I am intentionally looking for a
core because I intend to build a highly modified engine and would like to
start from scratch, or nearly so. I like the lighter weight of the O-320
(not that much difference, I know....)
If anyone knows of something in a dusty corner, or being used to prop up the
tongue of the boat trailer for the winter, e-mail me directly at:
jelford(at)transport.com.
Thanks.
>
>
Jon Elford
RV6 #25201
Banks, OR
Fuel tanks, Fuse soon...
Honey-do list growing...
________________________________________________________________________________
| From: | "Ronald Blum" <fly-in-home(at)worldnet.att.net> |
+AD4-Very well said. Makes perfect sense to me. The assymetrical g-loading
+AD4-comes from rolling the plane about it's horizontal axis. Even in level
+AD4-flight, a change in bank angle will create a g-loading situation. The
+AD4-rising wing will be pulling greater that 1g, while the falling wing will be
+AD4-pulling less than 1g. If you change the angle of bank while the g-load is
+AD4-low and then pull, the wings will only have to deal with symmetrical
loading
+AD4-while the stress is greatest.
Along those lines, if you are pulling for all the plane is worth (a wind-up
turn near accelerated stall), rolling the airplane into the turn will
actually cause the up wing to stall and whip you into a turn in the opposite
direction.
Ron
FLY-IN-HOME+AEA-worldnet.att.net
ps HELP+ACE- What am I doing wrong that I'm getting all the extra characters??
I have gone to plain text (not HTML).
+AD4-Just my .02....
+AD4-Jon Elford
+AD4-RV6 +ACM-25201
+AD4-Banks, OR
+AD4-Fuel tanks, Fuse soon...
+AD4-Honey-do list growing...
+AD4-
+AD4-
+AD4-
+AD4-
+AD4-
--
+AD4- +AHw- Visit the Matronics +ACY- RV-List Web Sites at http://www.matronics.com
+AHw-
+AHw-
+ACI-rv-list-request+AEA-matronics.com+ACI- +AHw-
+AD4- +AHw- +ACY- put the word +ACIAWw-un+AF0-subscribe+ACI- in the +ACo-body+ACo-.
No other text or
subject. +AHw-
+AHw-
+AHw-
+AD4-
--
________________________________________________________________________________
| From: | "Ronald Blum" <fly-in-home(at)worldnet.att.net> |
| Subject: | New Message - Character Check |
Does this message have any +ACI-extra+ACI- characters in it?
+AD4APg-
+AD4APg-
+AD4-
I made the arrows intentionally.
+AD4-
+AD4APg-
Thanks for all the help.
Ron
FLY-IN-HOME+AEA-worldnet.att.net
________________________________________________________________________________
| From: | Craig Hiers <craig-RV4(at)worldnet.att.net> |
Listers
My airwothiness inspection is in a few weeks, I was wondering what
indorsements the The D.A.R. will want to see in the log books?
I have a few in there now, but I have never seen a list of what
the DAR is going to look for.
As usual all help is much appreciated.
Craig Hiers
RV-4 N143CH
Tallahassee,FL.
________________________________________________________________________________
| From: | "William G. Knight" <wknight(at)adelphia.net> |
| Subject: | Westach Dual Fuel Gauge |
Dear Listers:
I have installed Westach dual fuel level gauge (model 2DA4-30) from
Aircraft Spruce to replace two IssPro gauges from Van's in a -6 I bought.
Some months ago, I read on the list that this was apparently a transparent
installation in that no adjustments to the sending units or the new dual
gauge would be required. The info was that, though a capacitance type gauge,
the Westach would work with the Van's-provided senders in the wing.
Doesn't appear to be true. With full tanks, I get 3/4's full reading
from the gauges. The IssPro gauges, I recall, were fairly accurate in their
indication.
The senders in the plane are part of a kit that was built over a five
year period and finished in 1995. Did Van change his fuel senders at some
point since 1990?
Do I have to re-calibrate the fuel senders?
Thanks for your help.
Bill Knight
________________________________________________________________________________
| From: | "Henry S. (Hank) Eilts" <a0182368(at)rlemail.dseg.ti.com> |
| Subject: | Upchuck flavor?? |
Martin Shorman wrote:
>Heeey Graampa, whaat's for supper?
>Deal Fair wrote:
>>
>> ......"Green Giant Corn
>> Niblets", partially digested tomato peels, pinto beans, "Kentucky Fried
>> Chicken" and an "I.H.O.P. cheeze blitz" that has been sprayed all over
your
>>carefully installed upholstery.......
>Sorry guys, I couldn't resist!!
>No flame meant to the original poster, but I enjoy the discussions of
>aviation related issues, and feel this adds so much more flavor . . .
It sounds like a whole garden of flavors. I suppose you didn't intend a
pun?
Hank Eilts
RV-6 wing kit in house, looking for places to store the parts.
________________________________________________________________________________
>
>Listers
>My airwothiness inspection is in a few weeks, I was wondering what
>indorsements the The D.A.R. will want to see in the log books?
>I have a few in there now, but I have never seen a list of what
>the DAR is going to look for.
>
>Craig Hiers
>
Craig:
My DAR directed me to put the following endorsement in my logbook at the
time of my inspection:
"I have thoroughly inspected the aircraft and consider that it is
elegible for issuance of an Experimental Airworthiness Certificate for
the purpose of operating amateur-built aircraft under the provisions
of FAR 21 Section 21.191."
The only other endorsements that I had in my logbook at that time was the
weight and balance and a few notes about engine run-up (normal), static RPM,
taxi tests, no engine vibration, and no leaks.
Mark Nielsen
RV-6; 281 hours
Green Bay, WI
________________________________________________________________________________
| From: | Rob Whitaker <rmwhitaker(at)lanl.gov> |
| Subject: | Empennage Opertunity |
This is my first post to the list, however, I've been monitoring
the list for some time now in anticipation of beginning an RV-6.
There's a lot of good information on this list, hence the request
for feedback for the following.
I have the chance to purchase a completed RV-6 empennage at a very good
price. It was built by an A&P who changed his mind and is now building
a different aircraft. The internal structure has been primed with an
epoxy primer. The skins do not have a primer. I'll see the empennage this
weekend. I've never pounded a rivet in my life, so advice would be
appreciated.
What should I be looking for when I inspect the empennage?
How does the "licensing" work with Van's?
What questions should I be asking that I haven't asked?
Here's one for Scott: The empennage was built about seven years ago. Have
there been any design changes/updates that would preclude the mating
of an older empennage to a current fuselage kit?
Thanks for your input
Rob Whitaker New Mexico
________________________________________________________________________________
| From: | "William G. Knight" <wknight(at)adelphia.net> |
| Subject: | Exhaust Hanger Kit |
Dear Listers:
I have o-360 with crossover exhaust on my -6 with builder-fabricated
exhaust hangers (bent steel tubes and s/s clamps between the two exhaust
pipes and two pieces of weak-looking and about-to-crack 3/4" angle bolted to
engine and clamped to pipes to support structure vertically).
I seem to recall mention of exhaust hanger kit mentioned on list. What
is this and who makes it?
Many thanks.
Bill Knight
________________________________________________________________________________
| From: | SportAV8R(at)aol.com |
| Subject: | Re: Floor stiffener angles |
<< Now the aft end is a real problem. You got to build the 4- F699's angle
brackets & attach to the spar that aunt there yet >>
Confession time: I fabricated these pcs but left them out when installing the
wings for the final time... plane flies fine without them. I'll let the list
know if the floor falls out one day when I step into the plane. IMO, they're
redundant.
-BB
________________________________________________________________________________
| Subject: | Circuit Breaker Labeling |
| From: | n41va(at)Juno.com (VON L ALEXANDER) |
Listers;
I am installing my circuit breakers on the side console in my RV-8. My
question is; does each CB have to be labeled, or can I put a # below each
CB, with a nice engraved plaque (2" x 2") at the end of the console,
showing which CB belongs to which #? I do not really have the room next
to each CB to properly label them. I was wondering if the DAR would
approve this set-up.
Thanks.
Von Alexander
RV-8 N41VA
N41VA(at)juno.com
________________________________________________________________________________
| From: | Larry Bowen <lcbowen(at)yahoo.com> |
I'm should be finishing up my RV-8 tail soon. I'm considering
ordering the QB next - if I can afford it. Can anyone recommend an
organization willing to finance the project?
==
Larry Bowen
larry(at)bowen.com
http://larry.bowen.com
________________________________________________________________________________
| From: | "Dave Biddle" <dscottb(at)primenet.com> |
| Subject: | Re: F-633 mounting |
Alex is correct. The only way the F-633's can be mounted using the 7th holes
from the center and still have the WD-610 attach correctly is to install
them with the flanges mounted inward (towards center) like plans page 40,
Orndorf
video and according to the parts label on them that indicate which is right
and left. The picture on PPlans page 8-10 shows the flanges mounting
outward.
That will not work with the F-633's / WD-610 that came with my kit (received
7-98)
Dave Biddle
6AQB
Phoenix, AZ
-----Original Message-----
From: Alex Peterson <alexpeterson(at)mci2000.com>
Date: Sunday, October 04, 1998 8:45 PM
Subject: Re: RV-List: F-633 mounting
>
>Mike,
>See dwg #40, it should be clear then. Ignore how they are marked if it
>disagrees with drawings.
>
>Alex Peterson
>
>> I'm unsure as to where and dimensions on where to drill the mounts. If
>> you look in the pictures in the manual it shows the mounting reversed
>> as the way mine were marked by part #. Any clear pic's on site somewhere?
>> The directions actually say the 7th hole from center. Still does not look
>> rite.
>> What am I missing here.
>
>
________________________________________________________________________________
| From: | MICHAEL <lottmc(at)datasync.com> |
| Subject: | Re: Engine For Sale |
Does anyone know much about these helicopter engines
(HIO-360-B1A) ? Would it be a feasible engine to fit, or
retrofit in a -4? I would definitely be interested if it is an
engine worth fitting to my plane. Thanks for any info.
________________________________________________________________________________
| From: | MICHAEL <lottmc(at)datasync.com> |
| Subject: | Re: RV Financing |
Try NAFCO. I believe they said they would do kits, also. I
don't have the number handy, but they are listed on the
internet. I got my 4 through them. It was the easiest loan I
ever got. No hassles or excess paperwork.
________________________________________________________________________________
| From: | "Besing, Paul" <PBesing(at)pinacor.com> |
Go with Greeentree...they will handle all of the FAA paperwork for
registration, and they finance at 10.75% over 15 years..they have a $200
loan fee, however I was really impressed with how easy the loan process was.
Call Ann Cunningham
800-851-1367 x44911
http://www.greentree.rotor.com
In debt for the RV,
Paul Besing
RV-6A (197AB) Arizona
Finish Kit Almost Here!
http://www.doitnow.com/~rv8er
>
>I'm should be finishing up my RV-8 tail soon. I'm considering
>ordering the QB next - if I can afford it. Can anyone recommend an
>organization willing to finance the project?
>
>
>
>
>==
>
>Larry Bowen
>larry(at)bowen.com
>http://larry.bowen.com
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | SportAV8R(at)aol.com |
| Subject: | Re: New Message - Character Check |
<< Does this message have any +ACI-extra+ACI- characters in it?
+AD4APg-
+AD4APg-
+AD4-
I made the arrows intentionally.
+AD4-
+AD4APg-
Thanks for all the help.
Ron >>
RON: your messages typically have more "AD's" than a fleet of aging spam
cans... some kind of ACSII aberration...? What you intend as graphics or non-
alphabetic characters in your postings comes out (on my screen at least) as a
stream of capital letters, most containing the pair "AD." Perhaps they are
trying to tell you something.
-BB
________________________________________________________________________________
| From: | Gil Alexander <gila(at)flash.net> |
| Subject: | Re: Westach Dual Fuel Gauge |
Bill,
This is an old posting of mine from Jun 92. It gives my
measurements of angle vs. resistance for Vans senders and the Westach dual
guage. Perhaps you should repeat the experiment?? The senders should be
standard resistance Stewart-Warner 33-240 ohm units.
What you might find is that the sensors have been "matched" to
inaccurate guages, instead of being calibrated to 240 and 33 ohms at the
ends of the float travel. Always set the float travel with a digital
resistance meter, instead of using your guages.
... let us know what you find ... Gil Alexander
******** old posting ***********
To all RV builders,
As promised .... a follow-up to the tank sender/gauge tests
mentioned in my 5-13 posting.
I took my sender from Van's, and measured it's resistance
vs. angle after adjusting the end stops to 33 and 240 ohms.
I found it to be non-linear, with a greater resistance change vs.
angle at high resistance (Full). This gives it a greater sensitivity near
Empty which is good. Approximate readings are as follows (angle was a bit
hard to measure accurately .. is probably +/- 1.5 degrees).
Ohms Angle
33 0
63 8
87 18
106 28
132 38
161 48
208 58
243 67
I then took a WESTACH Dual Fuel Gauge #2DA4 ($62 from Aircraft
Spruce) and wired it to two variable resistors, and simulated the fuel
sender from the above resistance curve. I also translated the readings to
sender float angle.
Ohms Reading Angle (degrees)
241 EMPTY 0
164 1/4 19
106 1/2 39
67 3/4 57
33 FULL 67
This was done at 12.3 VDC supply (the battery from my Terra
handheld), and to check supply sensitivity, I added 3 volts to make 15.3
VDC, and could see NO change in the meter reading anywhere in the range.
This is better than most direct reading guages (the Westach has internal
electronic circuitry, unlike Vans single tank guages).
Conclusions,
The Westach #2DA4 dual gauge will work with Van's senders, in
spite of the catalog warnings to only use the same brand sender.
The gauge looks like an Aircraft 2 1/4 inch instrument instead of
an automobile type, and should save space on the panel by showing both tank
fuel levels in one instrument.
The gauge reads the same over a wide range of supply voltages.
The gauge and Van's sender combination has more sensitivity in the
lower half of sender travel ... which is good for our application.
Full and Empty are indicated correctly if the sender is adjusted to
32-34 ohms and 235-245 ohms at the float arm limits.
Cost is not exorbitant.
Internal lighting is available cheaply.
Sometimes you get lucky!! My original intention was to build some
electrinics to make this guage and Van's senders compatible.. none is
needed!
This is the way I am going to do my fuel indicator, with the gauge
mounted just above the fuel selector on a sub-panel (in place of the large
manual trim knob - I am going electric for elevator trim). I am also
thinking of low fuel warning lights next to the gauge driven by float
switches in the fuel tank access panel.
happy gauging ..... Gil Alexander #20701 RV6A
*********** end old posting **************
>
>Dear Listers:
>
> I have installed Westach dual fuel level gauge (model 2DA4-30) from
>Aircraft Spruce to replace two IssPro gauges from Van's in a -6 I bought.
>Some months ago, I read on the list that this was apparently a transparent
>installation in that no adjustments to the sending units or the new dual
>gauge would be required. The info was that, though a capacitance type gauge,
>the Westach would work with the Van's-provided senders in the wing.
>
> Doesn't appear to be true. With full tanks, I get 3/4's full reading
>from the gauges. The IssPro gauges, I recall, were fairly accurate in their
>indication.
>
> The senders in the plane are part of a kit that was built over a five
>year period and finished in 1995. Did Van change his fuel senders at some
>point since 1990?
>
> Do I have to re-calibrate the fuel senders?
>
> Thanks for your help.
>
> Bill Knight
________________________________________________________________________________
| From: | Rvator97(at)aol.com |
| Subject: | Re: Empennage Opertunity |
If you haven't done any metal work, the empennage kit is a great learning
project. Any mistakes are inexpensive to re-do, etc. The skills you aquire
while building the empennage will greatly benefit you on the wings and fuse.
My advice would be to build the empennage yourself.
Walt RV-6A N79WH (83hrs)
________________________________________________________________________________
| Subject: | Re: Floor stiffener angles |
<< I'll let the list
know if the floor falls out one day when I step into the plane. IMO, they're
redundan >>
BB
It's not the floor falling out that I would be worried about, it's the engine
coming off and then you are a heavy falling leaf. Could actually ruin your
day. I would consult with Van's, they can still be added you know.
Bernie Kerr, 6A fuselage floor boards, SE FLA
________________________________________________________________________________
| Subject: | Re: RV Financing |
In regards to financing an RV kit call Van's and ask who they have it worked
out with. I cant remember who it was when I was at there booth at EAA, but
they offered 90% financing on the kits.
________________________________________________________________________________
| From: | "Roncace, Robert A" <Robert.Roncace(at)west.boeing.com> |
I understand that Green Tree is one company that
will finance kits. Here is their web address:
http://www.wingsonline.com/gren1.html
I have not dealt with Green Tree and am not affiliated
with them in any way; merely providing this info
for everyone's convenience.
Bob Roncace
>-----Original Message-----
>From: Larry Bowen [mailto:lcbowen(at)yahoo.com]
>Sent: Tuesday, October 06, 1998 10:41 AM
>To: rv-list(at)matronics.com
>Subject: RV-List: RV Financing
>
>
>
>I'm should be finishing up my RV-8 tail soon. I'm considering
>ordering the QB next - if I can afford it. Can anyone recommend an
>organization willing to finance the project?
>
>
>
>
>==
>
>Larry Bowen
>larry(at)bowen.com
>http://larry.bowen.com
>
>
>
>
________________________________________________________________________________
| From: | Larry Bowen <lcbowen(at)yahoo.com> |
Thanks for the info. I'll talk to them.
---"Besing, Paul" wrote:
>
>
> Go with Greeentree...they will handle all of the FAA paperwork for
> registration, and they finance at 10.75% over 15 years..they have a
$200
> loan fee, however I was really impressed with how easy the loan
process was.
>
> Call Ann Cunningham
> 800-851-1367 x44911
> http://www.greentree.rotor.com
>
>
>
> In debt for the RV,
>
> Paul Besing
> RV-6A (197AB) Arizona
> Finish Kit Almost Here!
> http://www.doitnow.com/~rv8er
>
>
> >
> >I'm should be finishing up my RV-8 tail soon. I'm considering
> >ordering the QB next - if I can afford it. Can anyone recommend an
> >organization willing to finance the project?
> >
> >
> >
> >
> >==
> >
> >Larry Bowen
> >larry(at)bowen.com
> >http://larry.bowen.com
> >
> >
> >
> >
> >
> >
> >
> >
>
>
>
>
>
==
Larry Bowen
larry(at)bowen.com
http://larry.bowen.com
________________________________________________________________________________
| From: | Rvator97(at)aol.com |
| Subject: | Re: Exhaust Hanger Kit |
Larry Vetterman now sells a hangar kit for his exhaust system. Contact Van's
for his #.
Walt
________________________________________________________________________________
| From: | Mike Wills <willsm(at)manta.spawar.navy.mil> |
com>
With home interest loan rates at a 30 year low, why not get a home equity
loan to finance your project, with the added benefit of writing off the
interest? I'm considering this to purchase an engine/avionics.
Mike Wills
RV-4 skinning fuse
willsm(at)manta.spawar.navy.mil
>
>Go with Greeentree...they will handle all of the FAA paperwork for
>registration, and they finance at 10.75% over 15 years..they have a $200
>loan fee, however I was really impressed with how easy the loan process was.
________________________________________________________________________________
| From: | JerWilken(at)aol.com |
| Subject: | Re: Engine For Sale |
________________________________________________________________________________
| From: | resteffe(at)dukeengineering.com |
| Subject: | Re: Engine For Sale |
>Does anyone know much about these helicopter engines
>(HIO-360-B1A) ? Would it be a feasible engine to fit, or
>retrofit in a -4? I would definitely be interested if it is an
>engine worth fitting to my plane. Thanks for any info.
I put an HIO-360-B1A in my RV-6. I got the engine as a core from a military
Hughes helocopter. I completely rebuilt the engine including a new crank
(the original had cracks by the slinger ring). The original crank has
lightening holes in the flange, so for hard aerobatics beware. Also it is a
solid crank, fixed pitch prop only. The engine is rated at 180 hp at 2900
rpm. I put a different cam in to run at 2700 rpm. The sump has the Bendix
injection controller attached on the back. This won't work at all in a -6A.
In my -6 the motor mount cross tube was in the way. I finally got and O-320
sum that had a controller/carb attachment in the bottom. The hole was
smaller, but I filed it larger to fit the Bendix unit. The casting is the
same for the O-320 and O-360, so there was enough metal for a larger hole.
The bolt pattern is the same. The flow divider had a bracket which I
discarded. I made another mounting bracket for the flow divider. I sent the
case and cylinders to Divco and the ferrous parts to Aircraft Specialties.
I either got new parts or mine yellow tagged. There were several other
things I did, but enough for now. I have 75 hours on the engine and its
doing fine. If you need more details, let me know.
Dick Steffens
RV-6, flying
Pitts Super Stinker, welding fuselage
________________________________________________________________________________
| From: | Mitch Faatz <mfaatz(at)sagenttech.com> |
| Subject: | Throttle Cable Length |
>
>
> I ordered two each 48" A-750 vernier controls from Spruce for $51.25
> each. They are not tight or too sloppy when installed. They look...
Hey Will, did you use Van's throttle/mixture bracket, or fab your own?
- Mitch (my direct emails to you keep bouncing)
Mitchell Faatz N727MF (reserved) RV-6AQME
San Jose, CA Engine mounted...
President/Newsletter Editor Bay Area RVators
http://www.skybound.com/BARV
________________________________________________________________________________
| From: | "Rick Jory" <rickjory(at)email.msn.com> |
| Subject: | Re: RV Financing |
I can't recommend them (haven't used them), but GreenTree might finance.
Also, if you are a member of the AOPA they also have access to some finance
programs. Lastly, I'd contact EAA. Hope this helps.
Rick Jory
Highlands Ranch, CO
Potential 8a builder
-----Original Message-----
From: Larry Bowen <lcbowen(at)yahoo.com>
Date: Tuesday, October 06, 1998 8:46 AM
Subject: RV-List: RV Financing
>
>I'm should be finishing up my RV-8 tail soon. I'm considering
>ordering the QB next - if I can afford it. Can anyone recommend an
>organization willing to finance the project?
>
>
>
>
>==
>
>Larry Bowen
>larry(at)bowen.com
>http://larry.bowen.com
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Bart Dalton" <Planenutts(at)worldnet.att.net> |
| Subject: | Rv-List: Super Six Plus |
I have seen some people talking about the Super Six Plus on the list. I
just wanted to post the info for everyone if anyone is interested. I am
more than happy to discuss the plane with anyone and will send pictures and
spec. sheets to anyone who wants them.
For those of you who do not know about the S.S.P. it is a converted RV-6
kit to allow for four seats, an IO540 six cylinder engine, 70 gallons of
gas, 6.00x6 wheels and tires, and a few other options. We provide info,
parts, and assistance to perform any or all the modification options.
Our E-Mail is planenutts(at)worldnet.att.net
Thanks,
Bart Dalton & John Nys
________________________________________________________________________________
In a message dated 10/6/98 12:49:28 PM Central Daylight Time,
PBesing(at)pinacor.com writes:
<< Go with Greeentree...they will handle all of the FAA paperwork for
registration, and they finance at 10.75% over 15 years..they have a $200
loan fee, however I was really impressed with how easy the loan process was.
>>
10.75 percent for 15 years - You got to be kidding. No wonder the paperwork
is easy !!
________________________________________________________________________________
In a message dated 10/6/98 1:19:47 PM Central Daylight Time,
willsm(at)manta.spawar.navy.mil writes:
> With home interest loan rates at a 30 year low, why not get a home equity
> loan to finance your project, with the added benefit of writing off the
> interest? I'm considering this to purchase an engine/avionics.
>
In regards to a home equity loan to pay for a plane. If you have the ability
to do that your better off to refinacne your home and add the cost of the
plane to your mortgege. The rate of a home equity loan withiout the short
term specials they give out will be 8.5% to 9.5%. You can refiance your home
on a 30 year mortgege for about 6.5% or lower.
________________________________________________________________________________
| From: | MICHAEL <lottmc(at)datasync.com> |
NAFCO did mine for 15 years, but it is really a 5 year note with
a balloon payment at the end of the 5 years, or refinancing at
that time. I wasn't too thrilled about that, but I didn't think
I had a choice. Does greentree do it for the whole 15 yr term,
or like I jjust mentioned?
________________________________________________________________________________
| Subject: | Re: Rv-List: Super Six Plus |
In a message dated 10/6/98 1:48:12 PM Central Daylight Time,
Planenutts(at)worldnet.att.net writes:
> I have seen some people talking about the Super Six Plus on the list. I
> just wanted to post the info for everyone if anyone is interested. I am
> more than happy to discuss the plane with anyone and will send pictures and
> spec. sheets to anyone who wants them.
>
> For those of you who do not know about the S.S.P. it is a converted RV-6
> kit to allow for four seats, an IO540 six cylinder engine, 70 gallons of
> gas, 6.00x6 wheels and tires, and a few other options. We provide info,
> parts, and assistance to perform any or all the modification options.
>
> Our E-Mail is planenutts(at)worldnet.att.net
________________________________________________________________________________
some basic info about performance and cost.
thanks
chris
________________________________________________________________________________
| From: | MacBooze(at)aol.com |
| Subject: | Re: Gretz-Pitot Bracket Installation |
Listers,
Have read the archives and decided to install the 5812 pitot with Gretz
brackets. (Rv-8)
Any comments, pro or con, on these brackets would be appreciated.
Also, am considering locating the pitot either one bay inbd or outbd of
Vans
recommended location. Any comments?
Reply on or off list.
Thanks,
Greg
MacBooze(at)aol.com
________________________________________________________________________________
In a message dated 10/6/98 2:01:49 PM Central Daylight Time, UFOBUCK(at)aol.com
writes:
> << Go with Greeentree...they will handle all of the FAA paperwork for
> registration, and they finance at 10.75% over 15 years..they have a $200
> loan fee, however I was really impressed with how easy the loan process
was.
>
> >>
>
> 10.75 percent for 15 years - You got to be kidding. No wonder the
paperwork
> is easy !!
>
remember you are financing a bunch of parts and some tools. When you get the
parts turned into a plane and its flying then you refiance it
________________________________________________________________________________
| From: | randall(at)edt.com (Randall Henderson) |
| Subject: | Re: Floor stiffener angles |
> Confession time: I fabricated these pcs but left them out when installing the
> wings for the final time... plane flies fine without them. I'll let the list
> know if the floor falls out one day when I step into the plane. IMO, they're
> redundant.
I would re-think this, in light of the fact that a lot of people have
experienced "weeping rivets" in the spar area as a result of vibration
and other abuse (i.e. getting stepped on) of the floorboards.
> << Now the aft end is a real problem. You got to build the 4- F699's angle
> brackets & attach to the spar that aunt there yet
Why worry about these brackets now? Just make sure when installing the
stiffener angles that they line up ok with a set of the holes in the
spar. You can make the brackets but not drill them until after the
wings are on. Yes its not as easy later on, but hey, you really wanted
to get that angle drill anyway, didn't you? :-)
One other thing -- you shouldn't have to make brackets for the two
inboard stiffeners, only the outboard ones. The inboard ones can be
attached to the bottom of the fuel selector angles (F-683B I think).
The plans are very unclear on this but I'm certain that's the way
it's intended to be. Just figure out where the bottoms of the F-684
angles need to be to line up with the floor angles, and adjust both so
that the F-683 angles line up with the bolt holes in the spar, such that
the F-683 angles nest inside the floor angles.
Randall Henderson, RV-6 (engine/finish)
Portland, OR
http://www.edt.com/homewing
randall(at)edt.com
________________________________________________________________________________
| From: | Frank van der Hulst <frankv(at)pec.co.nz> |
| Subject: | Re: Riveting aileron |
jpl(at)showpg.mn.org wrote:
> So I'm now trying to do normal bucking, but the stiffeners are interferring
> with the bucking bar in places, and it's otherwise just generally awkward.
>
> Any comments or suggestions?
I had exactly the same problem. I didn't come up with any good
solution... just kinda did it. FWIW, my experiences with aileron
construction can be found at
<http://members.xoom.com/frankv/bunny2d.htm>.
Perhaps you could try making an odd-shaped bucking bar that will fit
between the stiffener and spar?
Frank.
________________________________________________________________________________
| From: | "Tom Craig-Stearman" <tcraigst(at)ionet.net> |
| Subject: | Carburetor for sale |
'Listers,
Well, my buyer for the carb has not sent the cash, so here is a re-post:
I have for sale a carburetor removed from a brand new O-360A1A purchased
from Van's Aircraft. The carb is a Precision Airmotive MA-4-5, part number
10-3878. Aircraft
Spruce, in Trade-A-Plane, lists a factory remanufactured carb, same part
number, for $645 + $400 core charge. I will sell it for 2/3 of the list
price: $695. Such a deal!
I removed the carb to convert the engine to Airflow Performance fuel
injection.
E-mail me off-list if you want it.
Regards,
Tom Craig-Stearman
tcraigst(at)ionet.net
RV-4 64ST looking for Sensenich prop this week
________________________________________________________________________________
| From: | "DiMeo, Robert" <Robert.DiMeo(at)sbs.siemens.com> |
| Subject: | Bill of Sale for Registration? |
This follows the same warped logic from the FAA regarding STCs. They now
want an "N" number on the STC paperwork. Their logic is that someone may be
using bogus parts to fit a plane with a modifications and the manufacturer
of the parts has to certify the plane is the one they sold the parts to.
This completely defeats on aspect of field approvals and significantly
reduces the value of transferable STCs.
In the case of kit planes, I suspect they are trying to catch the person
who is buying a "more than 51% complete plane" and getting it registered
that they were the builder. OF course it will turn out to be a total failure
of purpose but increased paperwork and aggravation within the whole
industry.
Bob
RV8# 423 Working on wings and now wondering when Vans will give me a "Bill
of Sale"?
________________________________________________________________________________
| From: | "Tony Partain" <aviator(at)tseinc.com> |
I would like to thank everyone that responded to my request for a Bill of
Sale.
Tony
________________________________________________________________________________
| From: | halk(at)sybase.com (Hal Kempthorne) |
| Subject: | Are there any Turbo RVs?? |
Hi all,
Actually, a turbo like the TIO360 would meet my needs better than anything.
Does anyone know if one has been fitted to an RV6a or reasons why it couldn't
be? I does look like it is about two inches wider.
hal
________________________________________________________________________________
| From: | A20driver(at)aol.com |
| Subject: | Re: Bill of Sale for Registration? |
With a computer and the right software we can give the bureaucratic SOBs any
kind of bill of sale they want!!!! Jim
________________________________________________________________________________
| From: | Leo Davies <leo(at)icn.su.OZ.AU> |
| Subject: | Re: Floor stiffener angles |
>
>
><< Now the aft end is a real problem. You got to build the 4- F699's angle
> brackets & attach to the spar that aunt there yet >>
>
>Confession time: I fabricated these pcs but left them out when installing
the
>wings for the final time... plane flies fine without them. I'll let the list
>know if the floor falls out one day when I step into the plane. IMO, they're
>redundant.
>
>-BB
I have a different opinion
Leo Davies
________________________________________________________________________________
| From: | Denis Walsh <dwalsh(at)ecentral.com> |
| Subject: | Re: Exhaust Hanger Kit |
William G. Knight wrote:
>
> Dear Listers:
>
> I have o-360 with crossover exhaust on my -6 with builder-fabricated
> exhaust hangers (bent steel tubes and s/s clamps between the two exhaust
> pipes and two pieces of weak-looking and about-to-crack 3/4" angle bolted to
> engine and clamped to pipes to support structure vertically).
>
> I seem to recall mention of exhaust hanger kit mentioned on list. What
> is this and who makes it?
>
> Many thanks.
>
>
Larry's phone number is 303-932-0561; but If your system is not one of his the
hanger may not work.
________________________________________________________________________________
| From: | jerry calvert <calverjl(at)flash.net> |
David Carter wrote:
>
>
> JNice51355(at)aol.com wrote:
> I buy gallon jugs from local Pittsburge Paint (PPG) store - no shipping
> cost.
>
> David Carter, RV-6, Nederland, Texas
>
>
David,
What does a gallon cost??
Jerry Calvert
Edmond Ok -6a wings
________________________________________________________________________________
| From: | "Tim Lewis" <timrv6a(at)earthlink.net> |
Listers,
Some time this month (next week, I hope) I'll be able to start my new O-
360. Then I need to pickle it for several months while I finish the
fairings and paint the plane (and do 1001 other little odds and ends).
I've worked out a storage procedure with my tech counselor, and
Lycoming
tech support concurs:
-Store plane (with engine) in dehumidifier-equipped garage
-Desiccant plugs in each cylinder
-Aeroshel Fluid 2F in crank case
-Desiccant bags in induction system and exhaust system (then tape
shut)
-Desiccant bag attached to crankcase breather.
I've got plenty of desiccant bags, but I don't have any desiccant spark
plugs (Lycoming part number 40238, I think). Does anybody on the list
know of a source for the desiccant plugs?
Thanks,
Tim
_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_
Tim Lewis
N47TD (reserved) RV-6AQ #60023 on gear, engine mounted
Springfield VA
http://home.earthlink.net/~timrv6a
timrv6a(at)iname.com
_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_
Tim Lewis
N47TD (reserved) RV-6AQ #60023 on gear, engine mounted
Springfield VA
http://home.earthlink.net/~timrv6a
timrv6a(at)iname.com
sion of the Builder's Manual
posted on Frank van der Hulst's web site, "Bunny's Guide to RV
Building")
Frank van der Hulst wrote:
>
>
> jpl(at)showpg.mn.org wrote:
> > So I'm now trying to do normal bucking, but the stiffeners are interferring
> > with the bucking bar in places, and it's otherwise just generally awkward.
> >
> > Any comments or suggestions?
>
> I had exactly the same problem. I didn't come up with any good
> solution... just kinda did it. FWIW, my experiences with aileron
> construction can be found at
> <http://members.xoom.com/frankv/bunny2d.htm>.
>
> Perhaps you could try making an odd-shaped bucking bar that will fit
> between the stiffener and spar?
>
> Frank.
________________________________________________________________________________
| From: | jerry calvert <calverjl(at)flash.net> |
| Subject: | Re: Empennage Opertunity |
Rob Whitaker wrote:
>
> I have the chance to purchase a completed RV-6 empennage at a very good
> price. It was built by an A&P who changed his mind and is now building
> a different aircraft. The internal structure has been primed with an
> epoxy primer. The skins do not have a primer. I'll see the empennage this
> weekend. I've never pounded a rivet in my life, so advice would be
> appreciated.
>
> What should I be looking for when I inspect the empennage?
>
Rob,
Welcome to the list. There may be some local RV builders who may help
you with the inspection before the sale. If not, I would check the
rivets that are visible for acceptable shop heads and take a flash light
and look inside through the lightning holes of the HS and VS at some of
the rivets inside the structure. Check elevators and rudder to see if
they are straight. Don't worry about minor dings in the skins from
riveting, they can be filled before painting. The epoxy primer on the
inside of structures is good. Outside should be primered right before
painting.
Hopefully, the HS & elevators and the VS & rudder have been fitted
together. I would make sure the bearings line up and control surfaces
swing freely.
If it's built good and the price is right, you'll be about a hundred or
so hours ahead of the game.
Good luck,
Jerry Calvert
Edmond Ok -6a wings
________________________________________________________________________________
| Subject: | Re: Riveting aileron |
Back riveting is the best way
________________________________________________________________________________
| From: | Tom Glover <glovebox(at)smartt.com> |
| Subject: | Re: New Message - Character Check |
Ronald Blum wrote:
>
>
> Does this message have any +ACI-extra+ACI- characters in it?
>
> +AD4APg-
> +AD4APg-
> +AD4-
>
> I made the arrows intentionally.
>
> +AD4-
> +AD4APg-
> Thanks for all the help.
> Ron
> FLY-IN-HOME+AEA-worldnet.att.net
Rom, I am also getting extra characters, such as +AD4. I think
that is a right carat, but it doesn't show as one. Don't know
is going on. The carats show up OK in the box I am using to
compose this message. Very strange!
Tom Glover
RV-6A
Surrey BC Canada
________________________________________________________________________________
| Subject: | Re: Wheel Pants Speed Gain/loss |
Bill, Interested in your airspeed loss with wheelpants off. What type of
wheelpants do you have? One piece oe two piece?
John Henley, N6LD, Flying without wheelpants
________________________________________________________________________________
| From: | "Marcus Cooper" <mcooper(at)cnetech.com> |
I have been through this process three times with a two different
inspectors (FAA not DARs however) but in all cases they made the first
entry into my otherwise blank logbook. One had a neat airplane stamp with
the wording included, the other hand wrote the standard compliance
verbiage.
Good Luck,
Marcus
RV-6, 37hrs and having a blast
> Listers
> My airwothiness inspection is in a few weeks, I was wondering what
> indorsements the The D.A.R. will want to see in the log books?
> I have a few in there now, but I have never seen a list of what
> the DAR is going to look for.
________________________________________________________________________________
| From: | jerry calvert <calverjl(at)flash.net> |
| Subject: | Re: Riveting aileron |
David Carter wrote:
>
>
> I'm very interested in this "problems riveting"/"how to rivet ailerons;
> hinges, etc"
>
>
This may sound dum, but I used my 1" no-hole squeezer yoke as a bucking
bar in tight places and it worked just fine. I couldn't get my normal
bars to work so I tried all sorts of surfaces until I found something
that worked!! Dings the finish on the yoke a little but it doesn't
bother me. The 18 years of RVator has a blurb about a guy who makes
small bucking bars for $15. Also, I discovered that it is hard to rivet
the flaps/ailerons because they are not braced too solid while riveting
in the v-blocks and the movement causes problems. I clamped some a
large piece of particle board to the structure to give it more mass and
weight and the riveting went much better.
The flap hinges are a snap to rivet with the squeezer,be sure to leave
the pin in the hinge. I did my flap hinges in 2 pieces like 18 Years of
RVator shows and it works great. The ends of the hinge wires meet and
are held to the flap spar with a piece of hinge material plate-nutted to
spar. You have to unhook flap actuator arm and drop flap down to
release the secured hinge wires before they can be removed. Hard to
describe but works good.
There you go Dave, a few tried and true tips!!
Jerry Calvert
Edmond Ok -6a wings
________________________________________________________________________________
| Subject: | Re: Are there any Turbo RVs?? |
I am putting a TIO540SIAD in my RV8
Tom
wfact01(at)aol.com
________________________________________________________________________________
| From: | Alex Peterson <alexpeterson(at)mci2000.com> |
| Subject: | Re: Floor stiffener angles |
> Confession time: I fabricated these pcs but left them out when
installing the
> wings for the final time... plane flies fine without them. I'll let the
list
> know if the floor falls out one day when I step into the plane. IMO,
they're
> redundant.
I doubt the floor will fall off, but a crack in the skin at the aft,
unsupported end of the stiffeners is quite likely. The stiffener does just
that to the belly skin, and the up and down movement/vibration of the
assembly tends to concentrate strain exactly at the end of the unsupported
stiffener. This same problem was recently discussed relative to "floating"
stiffeners added in the aft fusulage area to eliminate oil canning. It is
important to tie down the ends of stiffeners.
Alex Peterson
Maple Grove MN
________________________________________________________________________________
| From: | aerobubba(at)Juno.com (glen j matejcek) |
For what it's worth, Huntington Banks will give you a home equity line of
credit along with checks and a credit card. That way you can just call
Van's or whoever and get the goodies put right on the line of credit. No
hassles. They will post a limit of 80% of your equity and run under 8%.
Minimum monthly fee is the interest only. The loan is nominally 5 yrs,
but at that time you can just write another one end to end. Plus the tax
write off.....
gm
________________________________________________________________________________
| From: | JNice51355(at)aol.com |
| Subject: | Re: Bill of Sale for Registration? |
In a message dated 10/5/98 9:12:34 PM Pacific Daylight Time, bsgray(at)ntplx.net
writes:
<< This new requirement seems somewhat onerous. Especially in light of the
recent
court decisions that classify the kit supplier as a parts manufacturer. >>
Sorry folks for voicing my opinion here, but, I think it is time to "Raise
Some Hell"
Jim Nice
RV6A
(We need to contact EAA and find out what "really" is going on. Sounds like
our friends as EAA are preparing for "storm trooper" tacktics)
________________________________________________________________________________
| From: | Gary Fesenbek <gfesenbek(at)earthlink.net> |
| Subject: | Re: Gretz-Pitot Bracket Installation |
I have put the Gretz pitot on my craft and can vouch for their quality.
I carumba it was hard for me to decide to fork out the money for it, but as
I have an IFR bird a heated pitot was not optional equipment. It is very
easy to install. I put it near the wingtip on the left hand side of the
bird. I don't know what it will be like on an 8 but on the 6, I feel I had
to put it out there to keep from getting messed up by the tie downs, also
since I was already running conduit to the wingtips for nav lights and an
arsenal of antenna, it was easy just to run it down the conduit.
Gary Fesenbek
RV6A Finish Kit
Dallas, TX
-----Original Message-----
From: MacBooze(at)aol.com [SMTP:MacBooze(at)aol.com]
Sent: Tuesday, October 06, 1998 2:52 PM
To: rv-list(at)matronics.com
Subject: RV-List: Re: Gretz-Pitot Bracket Installation
Listers,
Have read the archives and decided to install the 5812 pitot with Gretz
brackets. (Rv-8)
Any comments, pro or con, on these brackets would be appreciated.
Also, am considering locating the pitot either one bay inbd or outbd of
Vans
recommended location. Any comments?
Reply on or off list.
Thanks,
Greg
MacBooze(at)aol.com
________________________________________________________________________________
| From: | JNice51355(at)aol.com |
| Subject: | Re: Bill of Sale for Registration? |
In a message dated 10/6/98 2:38:15 PM Pacific Daylight Time,
Robert.DiMeo(at)sbs.siemens.com writes:
<< In the case of kit planes, I suspect they are trying to catch the person
who is buying a "more than 51% complete plane" and getting it registered
that they were the builder. >>
The real question is "Why Should They Even Care?" The owner has to fly in it
and "knows" what he is doing. Using their logic, it won't be long before we
will have to "just build" and "just fly" these airplanes without involving the
FAA at all. They need to realize that they "work for us" and not the other
way around.
Jim Nice
RV6A
________________________________________________________________________________
| From: | Kevin Horton <khorton(at)cyberus.ca> |
| Subject: | Re: Riveting aileron |
<361A71BD.43B80825(at)pec.co.nz>
<361A8F22.7FB(at)datarecall.net>
I made a custom bucking bar from a piece of scrap steel. I ground one face
at 82 degrees and polished up on my scotchbrite wheel. I don't remember
for sure, but I think I laid the bucking bar (covered in duct tape except
for the face) up against the aileron spar web - the 82 degree angle pretty
much kept the face at 90 degrees to the rivet, and it worked out just fine.
Only took about 20 minutes to make, and it saved me a lot of frustration.
Good luck,
Kevin Horton RV-8 80427 (wings)
khorton@cyberus.ca http://www.cyberus.ca/~khorton/rv8.html
Ottawa, Canada
________________________________________________________________________________
| Subject: | True Airspeed Calculation |
Listers:
I need the formula to convert indicated airspeed to true airspeed. Can
anyone help me? (I know that I can make the conversion using an E6-B flight
computer, but I need the mathematical formula so I can use it in a spreadsheet.)
Thanks,
Mark Nielsen
RV-6; 281 hrs.
________________________________________________________________________________
| From: | Kevin Horton <khorton(at)cyberus.ca> |
| Subject: | Re: Gretz-Pitot Bracket Installation |
>
>Listers,
> Have read the archives and decided to install the 5812 pitot with Gretz
>brackets. (Rv-8)
> Any comments, pro or con, on these brackets would be appreciated.
> Also, am considering locating the pitot either one bay inbd or outbd of
Vans
>recommended location. Any comments?
> Reply on or off list.
>Thanks,
>Greg
>MacBooze(at)aol.com
>
Greg,
I recently received a chromed bracket for the AN5812 pitot tube. The
quality of the components and instructions are first class. I haven't
installed it yet, but it looks like it will be pretty straight forward.
The only negative I noticed, is that the doubler plate has only a 0.040
joggle in it, but the RV-8 spar flange is 0.063 inch thick. I think I will
fabricate a 0.020 or 0.025 plate to take up the slack. No big deal really.
I assume that the RV-6 spar flange is 0.040 thick.
I plan to mount it one bay further out than the plans. The kit is built to
mount at the outboard edge of a bay.
Take care,
Kevin Horton RV-8 80427 (wings)
khorton@cyberus.ca http://www.cyberus.ca/~khorton/rv8.html
Ottawa, Canada
________________________________________________________________________________
| From: | "DWAIN L. HARRIS" <102617.2606(at)compuserve.com> |
| Subject: | Westach Dual Fuel Gauge |
William
I have the same gauges . An like them , I feel that the sending units
are cheap an gets worse as time goes by
Dwain Harris
RV-6
N164DH
________________________________________________________________________________
| From: | Joe Larson <jpl(at)showpg.mn.org> |
| Subject: | Riveting Ailerons |
To summarize the responses I received --
In order to buck the rivets -- skins to top of the spar -- it appears I'll
need to make a tiny bucking bar. Frank van der Hulst's web page recommends
a hunk of 1/2-inch steel that's about 1" by 1.5". Machine a face so that
you can set it on the spar and the face is parallel to the flange and can
be used to buck against.
Sounds like a plan.
-Joe
________________________________________________________________________________
| From: | David Carter <dcarter(at)datarecall.net> |
> > > JNice51355(at)aol.com wrote: [ about shipping cost for liquid Alodine ]
- - - - - - - - -
> > I buy gallon jugs from local Pittsburge Paint (PPG) store - no shipping
> > cost.
> >
> > David Carter, RV-6, Nederland, Texas
- - - - - - -
>
> David, > What does a gallon cost?? Jerry Calvert, Edmond Ok -6a wings
- - - - - - - -
Cost me $20.10 in Feb 1997. Used 2/3 to 3/4 of it on empennage.
David Carter, RV-6, Nederland
________________________________________________________________________________
| Subject: | Re: Empennage Opertunity |
| From: | smcdaniels(at)Juno.com (SCOTT R MCDANIELS) |
>What should I be looking for when I inspect the empennage?
The answer to this is kind of like a doctor answering the question "how
do I self diagnose what is wrong with me"
With out you having the personal experience to use when evaluating
someone elses workmanship, it would be very difficult to tell you what to
look for.
I recommend that you get someone who has built at least most of an RV to
look at it for you.
There has been far to many people that bought partialy built kits at a
good deal price only to discover later that it wasn't such a good deal
after all. Also, don't let the fact that it was built by an A&P give you
a false sense of security. Have the workmanship inspected by someone
with RV experience.
>How does the "licensing" work with Van's?
You just need to get a bill of sale listing the old owner as having sold
the kit to you (also list your name) and send a copy to the office
requesting that it be transferred to you. They will send you a builders
agreement form to sign, and your done.
>What questions should I be asking that I haven't asked?
>Here's one for Scott: The empennage was built about seven years ago.
>Have
> there been any design changes/updates that would preclude the
>mating
> of an older empennage to a current fuselage kit?
No changes have taken place that would prevent you from fitting it on an
RV-6(A) fuselage.
If you decided that you wanted electric elev. trim and it wasn't already
installed, you would have to do some modifying to retrofit it.
Scott McDaniels
These opinions and ideas are my own
and do not necessarily reflect the opinions
of my employer.
________________________________________________________________________________
| From: | Kevin Horton <khorton(at)cyberus.ca> |
| Subject: | Re: True Airspeed Calculation |
>
>Listers:
>
>I need the formula to convert indicated airspeed to true airspeed. Can
>anyone help me? (I know that I can make the conversion using an E6-B flight
>computer, but I need the mathematical formula so I can use it in a
spreadsheet.)
>
>Thanks,
>
>Mark Nielsen
Mark,
The following is probably overkill, but it is correct at any subsonic speed
up to the tropopause.
Required input:
Calibrated airspeed (kt) = CAS
Pressure altitude (ft) = HP
Ambient temperature (deg C) = TA
Calculate values:
DP=2116.2*((1+0.2*(CAS/661.67)^2)^3.5-1)
P=2116.2*(1-0.00000687535*HP)^5.2561
M=(5*((DP/P+1)^(2/7)-1))^0.5 Mach number
TAS=M*38.9793*SQRT(TA+273.15) True airspeed (kt)
As a test of your spreadsheet:
150 kt CAS
7500 ft
+10 deg C
gives 170.5 kt TAS
e-mail me direct if this doesn't make sense.
I will be travelling on Wednesday, so I will be off line most of the day.
Take care,
Kevin Horton RV-8 80427 (wings)
khorton@cyberus.ca http://www.cyberus.ca/~khorton/rv8.html
Engineering Test Pilot
Ottawa, Canada
________________________________________________________________________________
| From: | Charlie Kuss <chaskuss(at)miami.gdi.net> |
| Subject: | Re: Riveting aileron |
Listers,
I've sent David and the original poster, photos of how I did my aileron
riveting. The RV List does not allow for posting of photos because they
would choke the archives. I will be happy to forward a copy of the off
list post I sent to David, to anyone interested.
Charlie Kuss
RV8 wings
Boca Raton, Fl.
> I'm very interested in this "problems riveting"/"how to rivet ailerons;
> hinges, etc"
>
> I've put out two feelers for tips and haven't received any replies of
> "Here's one way to do it" or "Here's info on the bucking bar (or
> squeezer yoke) I used - or found out about later."
>
> Do I sense a deep silence, rooted in the deep pain of having found no
> way to do it to one's satisfaction, and now embarressed to respond? Or,
> being more ingenious than most others, found a way, and are now "keeping
> secrets"?
> > jpl(at)showpg.mn.org wrote:
> > > So I'm now trying to do normal bucking, but the stiffeners are interferring
> > > with the bucking bar in places, and it's otherwise just generally awkward.
> > > Any comments or suggestions?
> > Perhaps you could try making an odd-shaped bucking bar that will fit
> > between the stiffener and spar?
________________________________________________________________________________
| From: | David Carter <dcarter(at)datarecall.net> |
| Subject: | Riveting tips for tight places |
Thanks to all who responded on and off list. Ingenuity, plenty of scrap
metal of different sizes and shapes, closer liaison with Bob Avery - and
a cheerful "learning" attitude seem to be the keys to success in dealing
with the tight spots.
I apologize for getting too "intense" (unhappy/discouraged due to being
deficient in skill, knowledge, and "toys"/tools) and whining in public.
David Carter, RV-6, Nederland, Texas (curling leading edge of left
elevator)
________________________________________________________________________________
| From: | John Allen <fliier(at)earthlink.net> |
| Subject: | Terra going out of business? |
There have been some market rumblings about Trimble withdrawing from the aviation
market. Today Trimble posted a press release about 3rd quarter losses which
included the following sentence.
"The company will said it report charges of about $2.4 million associated with
corporate restructuring and $19.7 million associated with discontinuing certain
manufacturing operations and product lines in Austin, Texas."
________________________________________________________________________________
| From: | dralle(at)matronics.com (Matt Dralle 925-606-1001) |
| Subject: | Help! Please Respond... |
I'm getting over 100 email bounces per day to one of the following email
addresses:
herryp(at)multiipolar.co.id
fedex(at)poboxes.com
fedex(at)nf1.netforward.com
Here is the basic gist of the error:
----- Transcript of session follows -----
550 herryp(at)multiipolar.co.id... Host unknown (Name server: multiipolar.co.id:
host not found)
In the error message the two "fedex" address also appear. It looks like some
email address is being forwarded to the "herryp" address, but I have no way
of figuring out which address is actually on the RV-List.
Please help if at all possible!
Thanks!
Matt Dralle
RV-List Administrator
--
Matt G. Dralle | Matronics | P.O. Box 347 | Livermore | CA | 94551
925-606-1001 Voice | 925-606-6281 FAX | dralle(at)matronics.com Email
http://www.matronics.com/ W.W.W. | Featuring Products For Aircraft
________________________________________________________________________________
| From: | "pdsmith" <pdsmith(at)pacbell.net> |
| Subject: | Re: NAFCO & Equity Lines |
NAFCO were very accommodating and friendly when I went through them. They
have a 10% down, 10 yr. repayment plan for the RV's with no prepayment
penalty. There's only one hidden catch that I know about - if you have to
wait a while for a kit (as I did), NAFCO usually pays Van's the full amount,
so you're paying quite a bit of interest on something you don't have yet.
I got round this by putting the deposit on a low interest credit card, and
taking out the NAFCO loan just before Van's wants the balance for delivery.
Of course, if I was smarter I would have refinanced, or taken out an equity
line. My wife is even a mortgage broker! You can check out the lowest rates
at Bestrate.com or her web page and then go to your local lender if that
makes sense.
http://www.bestrate.com/ http://www.mortgagemuse.com/
phil (RV8 builder 80619)
________________________________________________________________________________
| From: | "Gummos" <tg1965(at)linkline.com> |
I was looking at home loan. Think the rates would be lower and tax break
too.
Tom
Working on the fuselage.
rebuilding the engine.
-----Original Message-----
From: Besing, Paul <PBesing(at)pinacor.com>
Date: Tuesday, October 06, 1998 11:57 AM
>
>Go with Greeentree...they will handle all of the FAA paperwork for
>registration, and they finance at 10.75% over 15 years..they have a $200
>loan fee, however I was really impressed with how easy the loan process
was.
>
>Call Ann Cunningham
>800-851-1367 x44911
>http://www.greentree.rotor.com
>
>
>
>In debt for the RV,
>
>Paul Besing
>RV-6A (197AB) Arizona
>Finish Kit Almost Here!
>http://www.doitnow.com/~rv8er
>
>
>>
>>I'm should be finishing up my RV-8 tail soon. I'm considering
>>ordering the QB next - if I can afford it. Can anyone recommend an
>>organization willing to finance the project?
>>
>>
>>
>>
>>==
>>
>>Larry Bowen
>>larry(at)bowen.com
>>http://larry.bowen.com
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Joe Drumm <jdrumm(at)dgs.dgsys.com> |
| Subject: | Riveting Vert Stab |
While riveting the second side of my VS, I noticed, as I'm sure most
others have, it is a bit awkward to get in there to buck the rivets.
While driving one rivet on the front spar, between the lower and middle
rib, the bucking bar slipped (my girlfriend was bucking the rivets)
apparently unknowingly. After a few hits with the rivet gun, the front
spar has sort of a "warp" at this spot. I guess this is from the bar
slipping. I haven't seen it before and not sure how else it could have
been caused. It isn't noticable from the outside, but if you look in
through the lightening hole, you can see the spar buldge inward a bit
toward the center of the spar. The rest of the spar is straight and
tightly flush against the skin.
I am wondering what to do about this. Do I need to drill out all the
rivets and try to straighten this or is it OK?
Thanks again in advance,
Joe
________________________________________________________________________________
Delivered-To: fixup-rv-list(at)matronics.com@fixme
| Subject: | Re: True Airspeed Calculation |
Mark Nielsen wrote:
>
> Listers:
>
> I need the formula to convert indicated airspeed to true airspeed. Can
> anyone help me? (I know that I can make the conversion using an E6-B flight
> computer, but I need the mathematical formula so I can use it in a spreadsheet.)
>
> Thanks,
>
> Mark Nielsen
> RV-6; 281 hrs.
>
True airspeed is a function of the square root of the air density (Q)
at a given altitude divided by the air density at sea level. The
formula looks like this :
IAS
TAS = _______________________________
____________________________
\/Q(at altitude)/Q(at sea level)
Obtain the air density values (in slugs per cubic feet) from a
standard atmosphere chart. For example, to determine TAS for an
altitude of 10,000 ft and an IAS (or CAS) of 130 kts, look up the air
density at sea level (.002378) and at 10,000 ft (.001756) and set it up
like this :
130 130 130
___________ = ______ = ____ = 151.3 kts TAS
\/ 1756/2378 \/.738 .859
The standard atmosphere chart assumes a temperature of -4.8 degrees
C (23.3 degrees F) at 10,000 ft. If it's a mid-winter morning in North
Dakota and the temp at 10,000 ft is more like minus 40 degrees F, then
you need to derive your own air density value. Air density (Q) equals
the pressure (P) in lbs per square feet (from the std atmosphere chart),
divided by a constant of 1716 times the temperature (T) in degrees
Rankin (for temp in degrees Rankin, add 460 degrees to the fahrenheit
temperature). Thus :
P 1455 1455
Q = _______________ = _________________ = _______ = .001995
1716 x T (Rankin) 1716 x (460+[-35]) 729300
Plug .001995 into the original formula in place of the 10,000 ft
air density value from the standard atmosphere chart and you get a TAS
of 141.9 kts. It amazes me that the E6-B has been able to do this
since before a lot of us were born. I've always wondered who the
genius was that invented it.
Hope this helps.
George True, Phoenix, AZ
true(at)uswest.net
Lurking on the list for months now, hoping to order tools & RV-8
empennage by Christmas.
________________________________________________________________________________
| Subject: | Just follow the buck |
| From: | planejoe(at)Juno.com (Joe D Wiza) |
Why do i feel this information will be forwarded right back to the state
in which the airplane is being registered, couldn't be for tax purposes
could it??
--------- Begin forwarded message ----------
From: "Tony Partain" <aviator(at)tseinc.com>
Subject: RV-List: Bill of Sale
Date: Tue, 6 Oct 1998 16:06:37 -0700
I would like to thank everyone that responded to my request for a Bill of
Sale.
Tony
--------- End forwarded message ----------
________________________________________________________________________________
| From: | "Anderson Ed" <anderson_ed(at)bah.com> |
| Subject: | Re: Terra going out of business? |
Just my luck, without asking - I can just about guess that Austin is
where the Terra Avionics systems are made, right? After spending $$ on
the the Terra system It will undoubtedly be discontinued. Should've
gone with King I guess.
Ed
John Allen wrote:
>
>
>
>
> "The company will said it report charges of about $2.4 million associated with
> corporate restructuring and $19.7 million associated with discontinuing certain
> manufacturing operations and product lines in Austin, Texas."
>
>
________________________________________________________________________________
| From: | Joe Drumm <jdrumm(at)dgs.dgsys.com> |
| Subject: | Riveting Vert Stab CONTINUED |
I should have said the spar flange is warped. The web is fine.
Thanks
Joe
On Wed, 7 Oct 1998, Joe Drumm wrote:
>
>
> While riveting the second side of my VS, I noticed, as I'm sure most
> others have, it is a bit awkward to get in there to buck the rivets.
> While driving one rivet on the front spar, between the lower and middle
> rib, the bucking bar slipped (my girlfriend was bucking the rivets)
> apparently unknowingly. After a few hits with the rivet gun, the front
> spar has sort of a "warp" at this spot. I guess this is from the bar
> slipping. I haven't seen it before and not sure how else it could have
> been caused. It isn't noticable from the outside, but if you look in
> through the lightening hole, you can see the spar buldge inward a bit
> toward the center of the spar. The rest of the spar is straight and
> tightly flush against the skin.
>
> I am wondering what to do about this. Do I need to drill out all the
> rivets and try to straighten this or is it OK?
>
> Thanks again in advance,
>
> Joe
>
>
>
>
>
>
________________________________________________________________________________
| From: | "William G. Knight" <wknight(at)adelphia.net> |
| Subject: | Re: Wheel Pants Speed Gain/loss |
These are 1 piece.
-----Original Message-----
From: grihen(at)Juno.com <grihen(at)Juno.com>
Date: Tuesday, October 06, 1998 10:23 PM
Subject: Re: RV-List: Wheel Pants Speed Gain/loss
>
>Bill, Interested in your airspeed loss with wheelpants off. What type of
>wheelpants do you have? One piece oe two piece?
>
>John Henley, N6LD, Flying without wheelpants
>
>
>
>
>
>
________________________________________________________________________________
| From: | "DiMeo, Robert" <Robert.DiMeo(at)sbs.siemens.com> |
| Subject: | Riveting aileron |
I did the same thing that Kevin did. I sent a "hint" out yesterday with a
drawing of the bar I made but I guess the list can't handle attachments so
the mail never got posted.
I have a drawing of a bar you can make from 1" plate steel that works
really well. If anyone wants the drawing send me a mail off the list and
I'll ship it out to you.
Regards,
Bob
RV8#423 working on wings
-----Original Message-----
From: Kevin Horton [mailto:khorton(at)cyberus.ca]
Sent: Tuesday, October 06, 1998 10:01 PM
Subject: Re: RV-List: Riveting aileron
I made a custom bucking bar from a piece of scrap steel. I ground one face
at 82 degrees and polished up on my scotchbrite wheel. I don't remember
for sure, but I think I laid the bucking bar (covered in duct tape except
for the face) up against the aileron spar web - the 82 degree angle pretty
much kept the face at 90 degrees to the rivet, and it worked out just fine.
Only took about 20 minutes to make, and it saved me a lot of frustration.
Good luck,
Kevin Horton RV-8 80427 (wings)
khorton@cyberus.ca http://www.cyberus.ca/~khorton/rv8.html
Ottawa, Canada
________________________________________________________________________________
| From: | SportAV8R(at)aol.com |
| Subject: | Re: Floor stiffener angles |
<< I doubt the floor will fall off, but a crack in the skin at the aft,
unsupported end of the stiffeners is quite likely. The stiffener does just
that to the belly skin, and the up and down movement/vibration of the
assembly tends to concentrate strain exactly at the end of the unsupported
stiffener. This same problem was recently discussed relative to "floating"
stiffeners added in the aft fusulage area to eliminate oil canning. It is
important to tie down the ends of stiffeners.
Alex Peterson >>
Alex: I don't disagree. I realized my omission after I had torqued all the
spar bolts and closed up the seat pans with (seemingly thousands of) #8
screws. I intend to go back and add the brackets later, at my annual
condition inspection, which I hope is the next time I open the area around the
joystick control linkages for inspection and will have access to the spar
bolts. So far, though, no cracks and no smoking rivets.
My floor is highly damped, which may have a protective effect. Following
George Orndorf's suggestion, I glued one layer of 1/2 inch backpacker's foam
bedroll insulation directly to the floor, and another 1/2 inch to the
underside of the carpet, all cut to fit within the areas divided off by the
floor stiffeners. A very neat and secure installation, and very effective at
attenuating floor vibrations.
As for the inboard stiffeners attaching to the fuel selector structure: I
decided to mount the selector to the fwd edge of the seat pan and the engine
controls to a center sub-panel below the instrument panel. I thereby
eliminated the vertical center panel as many other builders have done, for
increased leg room. I feel no remorse for this deviation from the plans. If
I were to be paroled, I would do it again. But it does mean that four
stiffener-to-spar brackets are necessary rather than two.
-BB
________________________________________________________________________________
| From: | "DiMeo, Robert" <Robert.DiMeo(at)sbs.siemens.com> |
| Subject: | Riveting Ailerons |
Joe,
I made mine out of 1" steel and long enough to span the spar and some. I
angled the face so I could put a piece of wood on the bar and rest it on the
spar while I put it in position, I could then reach under the nose of the
aileron to hold the bar against the rivet and be sure it was square. I faced
the skin and gave the rivet gun a shot.
The extra length of the bar served to hold the skin open and the skin would
actually hold the bar against the rivet after putting it in position so I
could work easier.
If your mail can handle a bitmap attachment, I'll send you a drawing of
the bar.
Regards,
Bob
-----Original Message-----
From: Joe Larson [mailto:jpl(at)showpg.mn.org]
Sent: Tuesday, October 06, 1998 11:00 PM
Subject: RV-List: Riveting Ailerons
To summarize the responses I received --
In order to buck the rivets -- skins to top of the spar -- it appears I'll
need to make a tiny bucking bar. Frank van der Hulst's web page recommends
a hunk of 1/2-inch steel that's about 1" by 1.5". Machine a face so that
you can set it on the spar and the face is parallel to the flange and can
be used to buck against.
Sounds like a plan.
-Joe
________________________________________________________________________________
| From: | "Michael A. Pilla" <mpilla(at)mitre.org> |
| Subject: | For Sale: RV-4 Project |
I am so close to finishing my RV-4, but I am in the process of moving
from NJ (location of project for two more weeks)to Massachusetts into an
apartment. I have been unable to locate a suitable building site near
where I will be living. I did locate a hangar in Sanford, Maine, but it
will be at least a one and one-half hour commute, each way; I doubt I
will get much building.
Status:
Construction: finished (visiting A&Ps, EAA Designees, etc., like the
workmanship) except: install cowling, mount wings, install fuel plumbing
Engine: O-320 E2D, converted to 160hp, overhaul done at Winchester Aero
with my participation. no logs, unfortunately, because Winchester
exchanged the case from an O-360 (has oil injector nozzles. Exchanged
solid crank for a hollow crank and have a constant speed prop (new
Hartzell acro prop in shop), new Superior pistons/cylinders, etc. Have
Aberg remote oil filter with chip detector.
Panel: blank fabricated, basic day VFR instruments available. No holes
cut.
Electrical: light weight starter (from Winchester Aero), B&C 40amp
alternator, regulator, crow-bar. Master/Starter solenoids installed and
connected.
Please reply, off-list, to pilla(at)ieee.org (home) or
mpilla(at)mail91.mitre.org (work) with questions and/or best offer. Since
I am having "in between ISP" problems, the work address is probably
better, in the short term.
The project *must* be out of NJ by 10/17, 10/20 at the latest.
Thank you (a sad day, composing this message).
Michael Pilla
RV-4, #2866
pilla(at)ieee.org
________________________________________________________________________________
| From: | "Chat Daniel" <cdaniel(at)fnbbaldwin.com> |
| Subject: | Re: Atlanta/SE RV-8 Builders |
Rick...
I dont need the jig but I live in Milledgeville. Nice to know another -8
builder around.
Chat Daniel 912-454-1000 day 912-452-6617 night
----------
> From: RICKRV6(at)aol.com
> To: rv-list(at)matronics.com
> Subject: RV-List: Atlanta/SE RV-8 Builders
> Date: Sunday, October 04, 1998 10:04 AM
>
>
> I have just removed my RV-8 fuselage from its jig. Consequently, this
jig is
> available to any builder who would be willing to come get it out of my
garage.
> I'm located about 25 miles south of Atlanta just off of I-85. Please
give me
> a call or respond by e-mail. Thanks.
>
> Rick McBride
> rickrv6Aaol.com
> (404) 464 -8761
>
>
>
________________________________________________________________________________
| From: | "Chat Daniel" <cdaniel(at)fnbbaldwin.com> |
| Subject: | Re: Dog Fighting |
Mo....
I too have been playing WarBirds for over 3 years. All you old fighter
jocks who think you are good......check it out.....you won't survive your
first flight.
How about some H2H some time Mo.
Chat Daniel
RV-8 678RV(reserved)
----------
> From: Moe Colontonio <moejoe(at)bellatlantic.net>
> To: rv-list(at)matronics.com
> Subject: Re: RV-List: Dog Fighting
> Date: Sunday, October 04, 1998 2:54 PM
>
>
>
> Well, for all of us that are still building, and are watering at the
mouth
> reading about all this dogfighting stuff, there is an alternative. While
not
> "real", it will get your heart pounding, and the flight models are very
> realistic. I have been addicted for 3 years now. Hit the link below.
>
> http://www.imagiconline.com/games/warbirds/warbirdsinfo.shtml
>
>
> Moe Colontonio
> moejoe(at)bellatlantic.net
> Check out my RV-8 Page at:
> http://members.bellatlantic.net/~moejoe
>
>
> >
> >This thread on dog fighting is quite interesting to me. I was wondering
if
> >any of you guys participating in this activity have any gyro instruments
on
> >your panels, if so, what kind? Have you had any trouble with them?
> >
> >Vince
>
>
>
>
>
________________________________________________________________________________
| From: | mailhost.onramp.net(at)mailhost.onramp.net (charles young) |
| Subject: | Re: Registration and Taxes |
You can bet, the Bill of Sale is related to the State collecting Sales Taxes.
At least in Texas, when you register your airplane with the FAA, the next
letter you will recieve will be from the tax man wanting to know the value
for Sales Tax collections.
________________________________________________________________________________
| From: | sburch(at)norfolk.infi.net (stan burchett) |
| Subject: | RV6A project FOR SALE |
Completed empennage and 1/2 completed wing kit plus many tools.
Superb workmanship by my partner, who died suddenly. Project located in
Tabb, VA (NewportNews/Williamsburg Int Apt..PHF)
Contact Stan.. sburch(at)norfolk.infi.net 757-867-7244 or Rita
Phillips (owner's widow) 757-865-1385
________________________________________________________________________________
| From: | "Kirkpatrick, Pat W" <pat.w.kirkpatrick(at)intel.com> |
| Subject: | Special riveting soulutions |
David and the rest of the list,
I've used a few different solutions. I have modified squeezer/ dimple dies
which
I just bevel to fit. I use a small C clamp for tight dimpleing and riveting.
I
made a custom bucking bar 1/2" x 3/4' x 8" out of a piece of heavy steel
plate
which was hardened so much I had problems working it on a grinder. I have
the
standard, longeron and 4" yokes for my squeezer. I also made a set of vise
grip
squeezers out of a small set of vise grips. If all else fails use a MK319-BS
pop
rivet. I also think in a few areas I will use a structural epoxy like they
use
on the BD4 because I can't figure out any other way to do it and don't want
to
buy a no hole yoke. This is only at the ends of the ailerons and flaps.
The C clamp tool is probably most usefull for tight areas. You take a 2" C
clamp
apart and drill a #40 hole through the fixed flat end in the center.
slightly
over counter sink this hole for a 426 rivet. Put the C clamp back together,
grind off only as much as you need from the fixed end to fit the area. Use a
426-5 rivet as the male die and squeeze it with the clamp to make a dimple.
To
set the rivet use a normal C clamp modified to fit the area.
I posted something like this awhile back but theres enough new folks out
there
so I thought I would send it again.
With a little patience and ingenuity you can usually figure out a way.
Pat Kirkpatrick
RV6A 90% done 50% to go
Rio Rancho NM
I'm very interested in this "problems riveting"/"how to rivet ailerons;
hinges, etc"
I've put out two feelers for tips and haven't received any replies of
"Here's one way to do it" or "Here's info on the bucking bar (or
squeezer yoke) I used - or found out about later."
Do I sense a deep silence, rooted in the deep pain of having found no
way to do it to one's satisfaction, and now embarressed to respond? Or,
being more ingenious than most others, found a way, and are now "keeping
secrets"?
. stuff snipped.....
________________________________________________________________________________
| Subject: | Re: Riveting Vert Stab CONTINUED |
Joe:
Your problem is one of those classic cases where you need to call Van's. It may
not be a big deal but, if so, let them tell you that. The spar flanges can take
tension and compression loads. If the particular area is in a high compression
loading condition it may buckle if not straight, depending upon how bent it is.
The spars are some of the most critical components of the plane. Do not take this
lightly. Ask Scott directly for advice.
Joe Walker
Houston
Joe Drumm wrote:
>
> I should have said the spar flange is warped. The web is fine.
>
> Thanks
>
> Joe
>
> On Wed, 7 Oct 1998, Joe Drumm wrote:
>
> >
> >
> > While riveting the second side of my VS, I noticed, as I'm sure most
> > others have, it is a bit awkward to get in there to buck the rivets.
> > While driving one rivet on the front spar, between the lower and middle
> > rib, the bucking bar slipped (my girlfriend was bucking the rivets)
> > apparently unknowingly. After a few hits with the rivet gun, the front
> > spar has sort of a "warp" at this spot. I guess this is from the bar
> > slipping. I haven't seen it before and not sure how else it could have
> > been caused. It isn't noticable from the outside, but if you look in
> > through the lightening hole, you can see the spar buldge inward a bit
> > toward the center of the spar. The rest of the spar is straight and
> > tightly flush against the skin.
> >
> > I am wondering what to do about this. Do I need to drill out all the
> > rivets and try to straighten this or is it OK?
> >
> > Thanks again in advance,
> >
> > Joe
> >
> >
> >
> >
> >
> >
>
________________________________________________________________________________
| From: | David Carter <dcarter(at)datarecall.net> |
| Subject: | Report on "improved finish" around dimples and rivets |
There was discussion last month (15 & 23 Sep) about the "slight
depression" in elevator skins, about the diameter of a dime, around
dimples and rivets on spars and ribs.
Feedback at that time resulted in me changing my air pressure from 80psi
on pneumatic squeezer to 100 to 110. Results riveting were dramatic -
virtually eliminated the "slight depression". Promised L.R. Bentley I'd
test both squeezing and bucking with flush rivet set - the results were
so good with squeezer at higher pressure that I didn't even try the
bucking with flush swivel set - know it would have been good, too.
By the time this discussion took place in September, I didn't have any
dimpling left to do - so can't compare results, but theory and practice
of others indicate that the higher air pressure should eliminate the
dime area around dimples, too. I just used the "skin support block" on
Avery C-frame dimpler to avoid the dime area depression.
David Carter, RV-6 (curling leading edge of left elevator), Nederland,
Texas
________________________________________________________________________________
| From: | Brian Lloyd <brian(at)lcp.livingston.com> |
| Subject: | Re: Desiccant plugs |
>I've got plenty of desiccant bags, but I don't have any desiccant spark
>plugs (Lycoming part number 40238, I think). Does anybody on the list
>know of a source for the desiccant plugs?
Any shop that installs engines in aircraft will have some lying around. My
local A&P gave me some for the asking.
When you get the plugs the desiccant inside will be pink (probably)
indicating that it is saturated with moisture. You can unscrew the barrel
from the base and pry out the screen (gently) to gain access to the
desiccant crystals. Dump them in a cake pan and bake them in the oven at
about 250-300 degrees F for a couple of hours or until they turn bright
blue (no trace of pink). Reverse the disassembly process and they are
ready for your engine. Check them every week or so to see if you need
repeat the process.
Brian Lloyd Lucent Technologies
brian(at)lcp.livingston.com 3461 Robin Lane, Suite 1
http://www.livingston.com Cameron Park, CA 95682
+1.530.676.6399 - voice +1.530.676.3442 - fax O-
________________________________________________________________________________
| From: | halk(at)sybase.com (Hal Kempthorne) |
| Subject: | Re: Gretz-Pitot Bracket Installation |
I bought a foot of streamline tubing from AC Spruce and it perfectly fit my
repaired pitot tube from my Debonair. It would have been much easier if I had
welding capabilities but even then I would only have saved about $10 per hour if
one counts the head scratching time.
hal
________________________________________________________________________________
| From: | Moe Colontonio <moejoe(at)bellatlantic.net> |
| Subject: | Re: Registration and Taxes |
I had this question for my accountant, but she could not answer. How can they charge
you
sales tax when you basically bought a bunch of materials via mail order?
--
Moe Colontonio
moejoe(at)bellatlantic.net
Check out my RV-8 page at:
http://members.bellatlantic.net/~moejoe
charles young wrote:
>
> You can bet, the Bill of Sale is related to the State collecting Sales Taxes.
> At least in Texas, when you register your airplane with the FAA, the next
> letter you will recieve will be from the tax man wanting to know the value
> for Sales Tax collections.
>
________________________________________________________________________________
| From: | Brian Lloyd <brian(at)lcp.livingston.com> |
| Subject: | Re: Terra going out of business? |
>
>There have been some market rumblings about Trimble withdrawing from the
aviation
>market.
That would be somewhat odd since the Terra line is quite profitable. They
are having trouble keeping up with demand.
When Terra was acquired by Trimble about two years ago, Trimble decided to
move Terra's operation from Albuquerque to Trimble's Austin facility in
order to consolodate and reduce costs. I believe that Trimble was already
manufacturing their aviation GPS line there. It appears to me that
Trimble's GPS offerings are less popular than other brands so I suspect
that they are planning to terminate that line instead of the Terra line.
Heck, the Terra stuff is still often back-ordered. In my case I had to
wait a YEAR for the delivery of the final radio for my RV-4 panel (the
transponder) because they were so backlogged and I was very low on the
priority list.
Straw poll: has anyone on the list purchased a Trimble panel-mounted GPS or
know of anyone who has? I see lots of Garmins, Apollos, etc., but I don't
see any Trimbles.
Brian Lloyd Lucent Technologies
brian(at)lcp.livingston.com 3461 Robin Lane, Suite 1
http://www.livingston.com Cameron Park, CA 95682
+1.530.676.6399 - voice +1.530.676.3442 - fax O-
________________________________________________________________________________
| From: | "Stan Mehrhoff" <99789978(at)email.msn.com> |
| Subject: | Fw: RV-8 first flight |
----Subject: RV-8 first flight
>Dave Stilley, San Antonio TX, made first flight yesterday. Two landings
>and one hour flight time. No problems.
>
>
________________________________________________________________________________
| From: | Brian Lloyd <brian(at)lcp.livingston.com> |
| Subject: | Retrofitting EI's dual fuel guage |
Seeing the comment about the Westach dual fuel guage prompted me to comment
on the EI digital dual fuel guage I installed to replace the two
Stewart-Warner guages I started with (which never were accurate in the
first place).
Short version:
I really like the EI FL-2R dual fuel guage I installed. It works exactly
as advertised. I recommend it highly, especially if you are doing a
retrofit and don't want to have to get back into the senders to "tweak" them.
Long version:
The EI FL-2R has both an "analog" display, i.e. a row of LEDs for each
tank, and a digital display, i.e. an LCD display reading out directly in
gallons, liters, or pounds (programmable). There is a switch to allow the
digital display to show left tank quantity, right tank quantity, or both
added together.
The guage is calibrated to your senders rather than the other way around.
This gets around wierd shaped tanks where float position is not a linear
relationship to quantity or where you didn't get the float arm quite bent
to the correct angle. You calibrate the guage by adding two gallons at a
time to each tank and store the data point in the guage. The process is:
1. empty the tank;
2. start the calibration process;
3. increment the guage quantity by 2 gallons by pressing a button on the
back of the guage;
4. add two gallons of fuel to the tank;
5. wait for the fuel to quit sloshing around;
6. Repeat steps 3-5 until the tank is full and then terminate the
configuration process.
The guage now knows the sender resistance value for each 2 gallon increment
so it reads *very* accurately. I find that the FL-2R agrees very closely
with the fuel totalizer in my fuel flow guage.
You can do the two tanks at different times which makes things more
convenient if you are flying your aircraft.
They have versions of the guage that are available for senders that
decrease in resistance with increasing quantity, senders that increase in
resistance with increasing fuel quantity, and capacitive senders. The
latter are more reliable and consistent but my FL-2R seems to work just
fine and is very repeatable with my 11-year-old SW resistive senders.
Frankly, it is as if this guage was designed for Van's aircraft.
Brian Lloyd Lucent Technologies
brian(at)lcp.livingston.com 3461 Robin Lane, Suite 1
http://www.livingston.com Cameron Park, CA 95682
+1.530.676.6399 - voice +1.530.676.3442 - fax O-
________________________________________________________________________________
| From: | "Robert Acker" <robert.acker(at)ingrammicro.com> |
| Subject: | Re: Registration and Taxes |
>
>I had this question for my accountant, but she could not answer. How can
they charge you
>sales tax when you basically bought a bunch of materials via mail order?
Simple, most states have a "use tax" on any item purchased out of state.
Coincidentally, its usually the same rate as sales tax.
________________________________________________________________________________
| From: | Dan Brown <danb(at)accex.net> |
| Subject: | Re: Registration and Taxes |
Moe Colontonio wrote:
> I had this question for my accountant, but she could not answer. How
> can they charge you sales tax when you basically bought a bunch of
> materials via mail order?
I'm not sure if this is true in every state, but in California, you're
obligated to pay a "use tax" (which just happens to be the same amount
as sales tax) on goods purchased out of state and then brought into
CA--like mail order, for example. CA can't force the sellers to collect
the tax, but they can, at least in theory, require the buyer to pay it.
Of course, nobody ever _does_ pay the tax, but that's another issue...
--
Dan Brown, KE6MKS, danb(at)accex.net
Meddle not in the affairs of dragons, for you are crunchy and taste good
with ketchup.
________________________________________________________________________________
| From: | Sam Buchanan <sbuc(at)traveller.com> |
| Subject: | Re: Riveting Ailerons |
This page has photos of the aileron sequence I used along with a couple
of bucking bars I found useful:
http://www.ath.tis.net/~sbuc/rv6/ailn_log.html
The ailerons require some flexible hands and creativity. Hope this
helps.
Sam Buchanan (RV6 canopy)
"The RV Journal" http://www.ath.tis.net/~sbuc/rv6
> To summarize the responses I received --
>
> In order to buck the rivets -- skins to top of the spar -- it appears I'll
> need to make a tiny bucking bar. Frank van der Hulst's web page recommends
> a hunk of 1/2-inch steel that's about 1" by 1.5". Machine a face so that
> you can set it on the spar and the face is parallel to the flange and can
> be used to buck against.
>
> Sounds like a plan.
>
> -Joe
________________________________________________________________________________
| From: | EHorganiii(at)aol.com |
| Subject: | Re: Desiccant plugs |
The fastest way to dry the desicant is to place in a plate and put in the
microwave on high 3 to 5 minutes or untill color changes.
________________________________________________________________________________
| Subject: | Re: For Sale: RV-4 Project |
Sorry to hear about your dilemma, will contact my brother & see if he wants a
-4 like his younger brother. By the way, are you related to the young soldier
who was killed in Somalia?
Brian Trubee
Redmond, Wa.
________________________________________________________________________________
| Subject: | Sensenich Prop for O-360 |
| From: | n5lp <n5lp(at)carlsbad.net> |
Well, I got my new Sensenich 72FM8 prop yesterday. It arrived in a
carboard box via UPS and was slightly dinged (Paint scrape on one tip,
and center decal scraped).
The prop is somewhat odd looking. I was aware of the very unusual tip
shape from photographs, but I was thinking of it as a swept tip. It is
not. The pointy part is the leading edge of the prop. The Sensenich web
site implies there may be a new tip shape in the offing.
The propeller just didn't seem to be 6 feet long and so I measured it.
It isn't. It is 71 1/8 inches long instead of the 72 inches implied by
the model number. Also the model number ends with 83 which seems to
indicate the final version has 2 inches more pitch than what was
originally indicated.
I e-mailed sensenich and got the following reply that I though was
courteous and interesting.
"Larry,
No, you are reading it correctly. The prototype was 72 inches; but after
testing, we found the prop to be free and clear of any possible harmonic
problems between 71 and 69 inches. That is why the final propeller is a
model 72FM8S()-1-83. The dash one means 71 inches. You still have a full
two
inch diameter reduction allowed for repairability which is a metal prop
standard.
The propeller also measures a little over 71 inches. All of our propellers
are slightly oversized by a 1/16 on each tip. This is consistant for every
metal and wood prop that Sensenich makes. The story goes that we do it for
additional repairs. All that I know that it is a quirk of ours that
started
back in the late 1930's and we are continuing the tradition. When we
vibration tested the prototype at 71 inches, it was oversized like yours
is.
Let me know how the prop is working for you. If you have any questions or
if
something doesn't seem right, please let me know. We expect for you to
see a
static run up of around 2200 RPM (please calibrate tach.) If you are less
than that we have tach error, prop error, or engine problems. This is a
great benchmark when using fixed pitch propellers!
Good luck and hope to hear from you soon.
Ed"
Larry Pardue
Carlsbad, NM
Pacer N8025D
RV-6Q N441LP Reserved
Wiring & FWF
________________________________________________________________________________
| From: | "JAMES A TILLMAN" <till3(at)email.msn.com> |
| Subject: | Re: Atlanta/SE RV-8 Builders |
howdy, come on in, the water's fine.
jim tillman/chris landry
rv8, 80655 wings in the jig
newnan/fayetteville, ga
-----Original Message-----
From: Chat Daniel <cdaniel(at)fnbbaldwin.com>
Date: Wednesday, October 07, 1998 10:16 AM
Subject: Re: RV-List: Atlanta/SE RV-8 Builders
>
>Rick...
>
>I dont need the jig but I live in Milledgeville. Nice to know another -8
>builder around.
>
>Chat Daniel 912-454-1000 day 912-452-6617 night
>
>
>----------
>> From: RICKRV6(at)aol.com
>> To: rv-list(at)matronics.com
>> Subject: RV-List: Atlanta/SE RV-8 Builders
>> Date: Sunday, October 04, 1998 10:04 AM
>>
>>
>> I have just removed my RV-8 fuselage from its jig. Consequently, this
>jig is
>> available to any builder who would be willing to come get it out of my
>garage.
>> I'm located about 25 miles south of Atlanta just off of I-85. Please
>give me
>> a call or respond by e-mail. Thanks.
>>
>> Rick McBride
>> rickrv6Aaol.com
>> (404) 464 -8761
>>
>>
>>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Las Vegas...where to land? |
I will be going to Coppersate on Friday, and am planning a slight detour to
Las Vegas Saturday night. Could listers in the Las Vegas area give me a
recommendation on the best airport to fly into? Looking for low (preferably
no) overnight fee, cab or public transportation to the strip, reasonable fuel
price. Is there such a place??
Thanks in advance. Please reply off list to TOMRV4(at)aol.com.
Tom Chapman
San Antonio
RV-4 N153TK (about to celebrate 10th birthday)
________________________________________________________________________________
| From: | chester razer <razer(at)midwest.net> |
Just a reminder that the RV, Homebuilders, Experimental, etc. pig roast is a
"go". Anyone wanting to spend saturday night can call for reservations at the
Briarwood Inn, 618-443-4526, its across the street from the airport or can
camp on the field, or sleep in my hangar. Well be cooking the pig saturday.
The B##r lamp will be lit saturday and theres a real good resteraunt next to
the airport with a great bar and friendly ladies.
chet razer
sparta, IL (SAR)
________________________________________________________________________________
| From: | Sam Buchanan <sbuc(at)traveller.com> |
| Subject: | Re: For Sale: RV-4 Project |
Michael,
Are you interested in selling firewall forward only (I could possibly
pick it up so there would be no crating)?
Sam Buchanan
sbuc(at)traveller.com
Michael A. Pilla wrote:
>
>
> I am so close to finishing my RV-4, but I am in the process of moving
> from NJ (location of project for two more weeks)to Massachusetts into an
> apartment. I have been unable to locate a suitable building site near
> where I will be living. I did locate a hangar in Sanford, Maine, but it
> will be at least a one and one-half hour commute, each way; I doubt I
> will get much building.
>
> Status:
> Construction: finished (visiting A&Ps, EAA Designees, etc., like the
> workmanship) except: install cowling, mount wings, install fuel plumbing
>
> Engine: O-320 E2D, converted to 160hp, overhaul done at Winchester Aero
> with my participation. no logs, unfortunately, because Winchester
> exchanged the case from an O-360 (has oil injector nozzles. Exchanged
> solid crank for a hollow crank and have a constant speed prop (new
> Hartzell acro prop in shop), new Superior pistons/cylinders, etc. Have
> Aberg remote oil filter with chip detector.
>
> Panel: blank fabricated, basic day VFR instruments available. No holes
> cut.
>
> Electrical: light weight starter (from Winchester Aero), B&C 40amp
> alternator, regulator, crow-bar. Master/Starter solenoids installed and
> connected.
>
> Please reply, off-list, to pilla(at)ieee.org (home) or
> mpilla(at)mail91.mitre.org (work) with questions and/or best offer. Since
> I am having "in between ISP" problems, the work address is probably
> better, in the short term.
>
> The project *must* be out of NJ by 10/17, 10/20 at the latest.
>
> Thank you (a sad day, composing this message).
>
> Michael Pilla
> RV-4, #2866
> pilla(at)ieee.org
>
________________________________________________________________________________
| Subject: | Re: Riveting Vert Stab CONTINUED |
Joe
Don't use that spar. Not only is it weak
you will
NEVER have peace of mind It is not a lot time to change it
now
regards
Tom
________________________________________________________________________________
| From: | donspawn(at)Juno.com |
| Subject: | Re: True Airspeed Calculation |
>I need the formula to convert indicated airspeed to true airspeed.
>Can anyone help me? (I know that I can make the conversion using an
E6-B
>flight computer, but I need the mathematical formula so I can use it in
a
>spreadsheet.)
>
>Thanks,
>
>Mark Nielsen
>RV-6; 281 hrs.
Indicated = actual air speed x sq root of [ (density of air for your
altitude) / (sea level air density) ] Came from Baughman's p 475. 1942
Don Jordan ~ 6A fuselage ~ Arlington,Tx ~ donspawn(at)juno.com
________________________________________________________________________________
| From: | Brian Lloyd <brian(at)lcp.livingston.com> |
| Subject: | Re: Registration and Taxes |
>
>I had this question for my accountant, but she could not answer. How can
they charge you
>sales tax when you basically bought a bunch of materials via mail order?
They don't call it sales tax, that's how. They estimate the value of the
airplane and sock you with the tax anyway. They might call it a
registration fee, a transfer fee, or some other innocuous sounding name. A
tax by any other name still has the sweet aroma of three-day-old
unrefrigerated fish.
Note: this behavior varies from state to state.
You know, it would be interesting to find out what the rules are on a
state-by-state basis. Who know; we may all decide to move to Montana as a
result. :^)
Brian Lloyd Lucent Technologies
brian(at)lcp.livingston.com 3461 Robin Lane, Suite 1
http://www.livingston.com Cameron Park, CA 95682
+1.530.676.6399 - voice +1.530.676.3442 - fax O-
________________________________________________________________________________
| From: | Brian Lloyd <brian(at)lcp.livingston.com> |
| Subject: | Re: Desiccant plugs |
>
>The fastest way to dry the desicant is to place in a plate and put in the
>microwave on high 3 to 5 minutes or untill color changes.
That can be rather hard on the microwave oven since there really isn't
anything to absorb the engergy.
Brian Lloyd Lucent Technologies
brian(at)lcp.livingston.com 3461 Robin Lane, Suite 1
http://www.livingston.com Cameron Park, CA 95682
+1.530.676.6399 - voice +1.530.676.3442 - fax O-
________________________________________________________________________________
| From: | MICHAEL <lottmc(at)datasync.com> |
| Subject: | Re: Terra going out of business? |
A friend recently purchased a trimble for his boat. A "nice"
9000.00 unit. I guess they are big in marine stuff.
________________________________________________________________________________
| From: | MICHAEL <lottmc(at)datasync.com> |
The plans call for nutplates when installing the floor sheet
metal. Is there an alternative to nutplates? I hate the little
boogers. I was mainly wondering if they are used for strength or
appearance? If something like tinnerman nuts were used in place
of nutplates, would they suffice as far as strength is
concerned? Thanks.
________________________________________________________________________________
| From: | "Stephen J. Soule" <SSoule(at)pfclaw.com> |
| Subject: | Riveting aileron |
I did much the same. I hacksawed a bar out of a slab of 1/2 inch scrap that
started life as part of a snow-plow blade. It ended up about 6 inches long
and about 1 inch (maybe more) in width. I filed one end down in a taper and
polished it. It worked OK, but OK was good enough.
Steve Soule
Huntington, Vermont
-----Original Message-----
I made a custom bucking bar from a piece of scrap steel. I
ground one face
at 82 degrees and polished up on my scotchbrite wheel. I
don't remember
duct tape except
degree angle pretty
much kept the face at 90 degrees to the rivet, and it worked
out just fine.
Only took about 20 minutes to make, and it saved me a lot
of frustration.
Good luck,
________________________________________________________________________________
| From: | L & M Rowles <lmrowles(at)netspace.net.au> |
| Subject: | Re: Terra going out of business? |
<199810051830.LAA07959(at)matronics.com>
>
>>
>
>Straw poll: has anyone on the list purchased a Trimble panel-mounted GPS or
>know of anyone who has? I see lots of Garmins, Apollos, etc., but I don't
>see any Trimbles.
>
>
>Brian Lloyd Lucent Technologies
>brian(at)lcp.livingston.com 3461 Robin Lane, Suite 1
>http://www.livingston.com Cameron Park, CA 95682
>+1.530.676.6399 - voice +1.530.676.3442 - fax O-
>
>Brian I use a Trimble Flight Mate Pro. Old now, and no moving map but
extremly easy to use and reliable.
>
Les Rowles
Po Box 1895
Traralgon
Australia 3844
lmrowles(at)netspace.net.au
________________________________________________________________________________
| From: | "Steve Hamer" <shamer(at)mscomm.com> |
| Subject: | Life Insurance for pilots |
I'm in the process of re-evaluating my life insurance situation and am wondering
if any of you have a recommendation for a company who treats pilots better than
aids patients. It's bad enough when you tell your agent you fly, but when
you add "home made" airplane they get this blank look on their face.
You can reply off list or on if you think it may be of interest to others.
Thanks,
Steve
shamer(at)mscomm.com
RV-4 flying---bought it, didn't build it
RV-6 wings
________________________________________________________________________________
| From: | Frank van der Hulst <frankv(at)pec.co.nz> |
| Subject: | Re: Riveting aileron |
Robert.DiMeo(at)sbs.siemens.com sent me a drawing of his aileron bucking
bar to be made from 1" plate steel. It's now available at
<http://members.xoom.com/frankv/ail_bar.gif> -- I haven't yet got
round to linking it from my other pages though.
Frank.
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)accessus.net> |
| Subject: | Re: Registration and Taxes |
Turns out in the State of Illinois, They can and do come after you for sales
tax when you register your new plane with the FAA. PLUS penalties.
-----Original Message-----
From: Moe Colontonio <moejoe(at)bellatlantic.net>
Date: Wednesday, October 07, 1998 2:26 PM
Subject: Re: RV-List: Registration and Taxes
>
>I had this question for my accountant, but she could not answer. How can
they charge you
>sales tax when you basically bought a bunch of materials via mail order?
>
>--
>Moe Colontonio
>moejoe(at)bellatlantic.net
>Check out my RV-8 page at:
>http://members.bellatlantic.net/~moejoe
>
>charles young wrote:
>
(charles young)
>>
>> You can bet, the Bill of Sale is related to the State collecting Sales
Taxes.
>> At least in Texas, when you register your airplane with the FAA, the next
>> letter you will recieve will be from the tax man wanting to know the
value
>> for Sales Tax collections.
>>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Jim Sears <sears(at)searnet.com> |
Well, if the weather holds, I guess I'd better wash the old Cheetah so it
won't look so bad when I show up on Sunday. :-) You keep talking
about pig. Are you going to have anything else to go with it? After
flying for about two hours to get there, I'd like something to go with it.
Am I looking a gift horse in the mouth, or what? Hmmm. Maybe the
restaurant across the street would be goodness. :-)
Hope to see you Sunday, October 11.
BTW, do very many RVs show up? I need to do some looking real
bad.
Jim Sears in KY
RV-6A N198JS (Working on baffle seals)
________________________________________________________________________________
| From: | Brian Lloyd <brian(at)lcp.livingston.com> |
| Subject: | Re: Terra going out of business? |
WRT my straw poll on people who use Trimble panel-mounted GPS receivers, it
doesn't make sense unless you have something to compare it to. So I change
my poll: if you have a panel mounted GPS, Trimble or other, please send me
email with the manufacturer and I will tabulate the results so we can see
where Trimble stacks up against other brands. Thanks.
Brian Lloyd Lucent Technologies
brian(at)lcp.livingston.com 3461 Robin Lane, Suite 1
http://www.livingston.com Cameron Park, CA 95682
+1.530.676.6399 - voice +1.530.676.3442 - fax O-
________________________________________________________________________________
| From: | RobHickman(at)aol.com |
| Subject: | Re: Life Insurance for pilots |
I had the same problem when I tried to get insurance. I found that if I flew
a C-172 I did not have any increase in my premium, but when I added my RV they
would not even cover it!! I have 3 small kids and could not justify not
having life insurance. I ended up going through the EAA's program and found
that they will cover only up to $100,000 for a flying accident for the life
insurance and only $100,000 for accidental death and dismemberment. What I
did was purchase both policy's to give me $200,000 coverage. If you lose an
arm or leg you get $50,000. I think $200,000 is still questionable for 3
small kids but it is the most I could find. I also have full coverage on the
plane so there is another $50,000.
Rob Hickman
RV-4 IO-360 CS
N401RH
Wings on, wired, starter works, connecting fuel lines and wing tips, if it
only would fit out of the garage!!
________________________________________________________________________________
| From: | RobHickman(at)aol.com |
| Subject: | Re: Registration and Taxes |
I have the solution!!
Move to Oregon and save the sales tax and shipping costs!!
Rob Hickman
RV-4
________________________________________________________________________________
| From: | "Marcus Cooper" <mcooper(at)cnetech.com> |
| Subject: | Re: Las Vegas...where to land? |
I went to North Las Vegas airport 2 weeks ago as my first flight after my
test period fly off. I highly recommend it. Some friends went to McCarren
and spent a fortune on fuel and overnight parking. I spent $5 for the
parking (might have been $15, I'm not 100% sure) and fuel was $1.75 a
gallon!!!! It's a little farther from the casinos is the only drawback.
Good luck on your flight and with the cards,
Marcus
>
>
> I will be going to Coppersate on Friday, and am planning a slight detour
to
> Las Vegas Saturday night. Could listers in the Las Vegas area give me a
> recommendation on the best airport to fly into? Looking for low
(preferably
> no) overnight fee, cab or public transportation to the strip, reasonable
fuel
> price. Is there such a place??
> Thanks in advance. Please reply off list to TOMRV4(at)aol.com.
________________________________________________________________________________
| Subject: | Re: Empennage Opertunity |
| From: | planejoe(at)Juno.com (Joe D Wiza) |
For one check the main spar to rear spar distance.
planejoe(at)juno.com
--------- Begin forwarded message ----------
From: jerry calvert <calverjl(at)flash.net>
Subject: Re: RV-List: Empennage Opertunity
Date: Tue, 06 Oct 1998 17:44:37 -0500
Rob Whitaker wrote:
>
> I have the chance to purchase a completed RV-6 empennage at a very good
> price. It was built by an A&P who changed his mind and is now building
> a different aircraft. The internal structure has been primed with an
> epoxy primer. The skins do not have a primer. I'll see the empennage
this
> weekend. I've never pounded a rivet in my life, so advice would be
> appreciated.
>
> What should I be looking for when I inspect the empennage?
>
Rob,
Welcome to the list. There may be some local RV builders who may help
you with the inspection before the sale. If not, I would check the
rivets that are visible for acceptable shop heads and take a flash light
and look inside through the lightning holes of the HS and VS at some of
the rivets inside the structure. Check elevators and rudder to see if
they are straight. Don't worry about minor dings in the skins from
riveting, they can be filled before painting. The epoxy primer on the
inside of structures is good. Outside should be primered right before
painting.
Hopefully, the HS & elevators and the VS & rudder have been fitted
together. I would make sure the bearings line up and control surfaces
swing freely.
If it's built good and the price is right, you'll be about a hundred or
so hours ahead of the game.
Good luck,
Jerry Calvert
Edmond Ok -6a wings
--------- End forwarded message ----------
________________________________________________________________________________
| From: | halk(at)sybase.com (Hal Kempthorne) |
Maybe the reason you hate nut plates is the TWENTY ONE operations required to
install each one!
Van's told someone that the plans are only suggestions. And we are the
builders.
My Debonair has buzzed along for 33 years with tinnerman nuts. Here and there
is a sheet metal screw too. I slavishly used nut plates but I did use sheet
metal screws for the side panels on the electric flap drive.
hal
> The plans call for nutplates when installing the floor sheet
> metal. Is there an alternative to nutplates? I hate the little
> boogers. I was mainly wondering if they are used for strength or
> appearance? If something like tinnerman nuts were used in place
> of nutplates, would they suffice as far as strength is
> concerned?
________________________________________________________________________________
| From: | planejoe(at)juno.com (Joe D Wiza) |
It was suggested from a reliable source to fill the compression chambers
with oil turn the engine upside down and fill with approx 5 gallon's of
oil. (long term storage) any comn\ents.
planejoe(at)aol.com
fusleage
--------- Begin forwarded message ----------
From: "Tim Lewis" <timrv6a(at)earthlink.net>
Subject: RV-List: Desiccant plugs
Date: Tue, 6 Oct 1998 18:46:22 -0400
Listers,
Some time this month (next week, I hope) I'll be able to start my new O-
360. Then I need to pickle it for several months while I finish the
fairings and paint the plane (and do 1001 other little odds and ends).
I've worked out a storage procedure with my tech counselor, and
Lycoming
tech support concurs:
-Store plane (with engine) in dehumidifier-equipped garage
-Desiccant plugs in each cylinder
-Aeroshel Fluid 2F in crank case
-Desiccant bags in induction system and exhaust system (then tape
shut)
-Desiccant bag attached to crankcase breather.
I've got plenty of desiccant bags, but I don't have any desiccant spark
plugs (Lycoming part number 40238, I think). Does anybody on the list
know of a source for the desiccant plugs?
Thanks,
Tim
_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_
Tim Lewis
N47TD (reserved) RV-6AQ #60023 on gear, engine mounted
Springfield VA
http://home.earthlink.net/~timrv6a
timrv6a(at)iname.com
_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_+_
Tim Lewis
N47TD (reserved) RV-6AQ #60023 on gear, engine mounted
Springfield VA
http://home.earthlink.net/~timrv6a
timrv6a(at)iname.com
--------- End forwarded message ----------
________________________________________________________________________________
<< The plans call for nutplates when installing the floor sheet
metal. Is there an alternative to nutplates? I hate the little
boogers. I was mainly wondering if they are used for strength or
appearance? If something like tinnerman nuts were used in place
of nutplates, would they suffice as far as strength is
concerned? Thanks. >>
On the RV6, only the floor aft of the spar and a small center section all the
way thru the baggage compartment get nut plates. The rest of the floor gets
pop rivets.The plans specifically say not to alter the fastening schedule here
because it is a critical part of the structure. I do not have any data, but do
not believe tinnerman nuts are in the same league with plate nuts.
Sam Buchanan in his neat website says he hates nutplates. I find them
relatively easy to do, but am not sure my way is the accepted technique. 1st
drill a #30 hole thru the two peices to be bolted. Remove the top one and put
the nut plate in it's final position with a cleco if you can reach it with a
drill from the backside. If you can't reach it, fasten it to the top side with
a cleco. Now drill thru the small holes in the nutplate with a #40 drill. You
can cleco after the first one is drilled, but normally I just hold the
nutplate fixed while I drill the 2nd one. Now take your deburring tool and put
a small machine counter sink in the two small holes. Use Oh-oh rivets and
squeeze them with your squeezer. Remove the center cleco and drill the center
hole out with a 5/32 inch drill, blow the chips out with air and assemble the
parts. It really goes quick if you have space to reach them easily.
Bernie Kerr, RV6A fuselage floors, top rear skins, SE FLA
________________________________________________________________________________
| From: | Carol Richards <crcar(at)cc.newcastle.edu.au> |
| Subject: | RV Fly Past - RNAC |
What: RV flyers are invited to participate in the Royal Newcastle Aero
Club's 'Gathering of Eagles' airshow. The event will mark our 70th
anniversary. Along with other inclusions such as the finish to the Great
Tigermoth Air Race and the RAAF Roulettes, RVers have been invited to
demonstrate their aircraft in a fly-past.
When: Sunday, 11 October - arrivals requested by 10:00AM
Where: Royal Newcastle Aero Club (Maitland, NSW Australia)
Contact: Sam Richards 02 4957 4465 or e-mail
Safe Flying, Sam (Riveting Aileron Stiffeners)
________________________________________________________________________________
| From: | JNice51355(at)aol.com |
| Subject: | Re: Terra going out of business? |
In a message dated 10/7/98 4:51:38 AM Pacific Daylight Time,
anderson_ed(at)bah.com writes:
<< After spending $$ on
the the Terra system It will undoubtedly be discontinued. >>
On the UP side, think of how cheap "new" Terra systems will be when folks
clean out their inventory. They can be a blessing "at the right price".
________________________________________________________________________________
| From: | SportAV8R(at)aol.com |
| Subject: | Re: Desiccant plugs |
> The fastest way to dry the desicant is to place in a plate and put in the
> microwave on high 3 to 5 minutes or untill color changes.
Don't do this - you'll destroy all the vitamins and essential nutrients!
actually, thanks for the tip. I always used the toaster oven, which is
certainly slower.
BTW, Aircraft $pruce sells the plugs...
-BB
________________________________________________________________________________
| From: | JNice51355(at)aol.com |
| Subject: | Re: Registration and Taxes |
In a message dated 10/7/98 8:11:42 AM Pacific Daylight Time,
mailhost.onramp.net(at)mailhost.onramp.net writes:
<< the next
letter you will recieve will be from the tax man wanting to know the value
for Sales Tax collections. >>
This does not seem to be legal to me. Oregon has no state sales tax. Since
the aircraft sub-kits were not purchased in, say, Texas, how can they collect
a sales tax?? Now, a registration fee is another story.
________________________________________________________________________________
| From: | JNice51355(at)aol.com |
| Subject: | Re: Registration and Taxes |
In a message dated 10/7/98 12:39:43 PM Pacific Daylight Time,
robert.acker(at)ingrammicro.com writes:
<< Simple, most states have a "use tax" on any item purchased out of state.
>>
I'd like to tell them USE THIS
________________________________________________________________________________
| From: | JNice51355(at)aol.com |
| Subject: | Re: Registration and Taxes |
In a message dated 10/7/98 2:38:51 PM Pacific Daylight Time,
brian(at)lcp.livingston.com writes:
<< Who know; we may all decide to move to Montana as a
result. :^) >>
May want to move there "anyway"
________________________________________________________________________________
| From: | RV6junkie(at)aol.com |
In a message dated 10/7/98 6:29:57 PM Eastern Daylight Time,
lottmc(at)datasync.com writes:
<< The plans call for nutplates when installing the floor sheet
metal. Is there an alternative to nutplates? I hate the little
boogers. I was mainly wondering if they are used for strength or
appearance? If something like tinnerman nuts were used in place
of nutplates, would they suffice as far as strength is
concerned? Thanks. >>
You can use Tinnerman's for the baggage floor and the floor UNDER the seats as
this is not a structural area (that's what I did). However, you must use
nutplates on the forward section that covers the spar area. Those nutplates
ARE structural.
Doing it again I wouldn't make the floors removable. In almost three years
and 260 hours I have never had a need to look under there. I would just use
pop rivets in the baggage area.
Gary Corde
RV-6 N211GC - NJ
________________________________________________________________________________
| From: | chester razer <razer(at)midwest.net> |
Jim, My wife might be making some baked beans or something, I wanted to keep
it simple with just pig sandwiches. As far as RV show up, I dont know, its
the first flyin Ive had.
chet
________________________________________________________________________________
| From: | "Stephen Johnson" <spjohnsn(at)ix.netcom.com> |
| Subject: | Re: Empennage Opertunity |
-----Original Message-----
From: jerry calvert <calverjl(at)flash.net>
Date: Tuesday, October 06, 1998 6:40 PM
Subject: Re: RV-List: Empennage Opertunity
>
>Rob Whitaker wrote:
>
>>
>> I have the chance to purchase a completed RV-6 empennage at a very good
>> price. It was built by an A&P who changed his mind and is now building
>> a different aircraft. The internal structure has been primed with an
>> epoxy primer. The skins do not have a primer. I'll see the empennage this
>> weekend. I've never pounded a rivet in my life, so advice would be
>> appreciated.
>>
>> What should I be looking for when I inspect the empennage?
>>
>
>Rob,
>
>Welcome to the list. There may be some local RV builders who may help
>you with the inspection before the sale. If not, I would check the
>rivets that are visible for acceptable shop heads and take a flash light
>and look inside through the lightning holes of the HS and VS at some of
>the rivets inside the structure. Check elevators and rudder to see if
>they are straight. Don't worry about minor dings in the skins from
>riveting, they can be filled before painting. The epoxy primer on the
>inside of structures is good. Outside should be primered right before
>painting.
>
>Hopefully, the HS & elevators and the VS & rudder have been fitted
>together. I would make sure the bearings line up and control surfaces
>swing freely.
>
>If it's built good and the price is right, you'll be about a hundred or
>so hours ahead of the game.
>
>Good luck,
>Jerry Calvert
>Edmond Ok -6a wings
>
I personally found the empennage a very important learning experience. I
teaches you the basic RV building process on relatively inexpensive parts
which can easily replaced.
Steve Johnson
RV-8 #80121
________________________________________________________________________________
| From: | "Ronald Blum" <fly-in-home(at)worldnet.att.net> |
| Subject: | Please be "extra" free |
Y'all
Hopefully, through all the wonderful suggestions, I am extra character free.
" quote
? question
@ at symbol
> greater than
>> much greater than
$ dollar
$$ mucho dollars
Thanks,
Ron
FLY-IN-HOME(at)worldnet.att.net
________________________________________________________________________________
| From: | Jerry Springer <jsflyrv(at)ix.netcom.com> |
| Subject: | Re: Registration and Taxes |
RobHickman(at)aol.com wrote:
>
>
> I have the solution!!
>
> Move to Oregon and save the sales tax and shipping costs!!
>
> Rob Hickman
> RV-4
>
Yup, no sales tax and it cost us $37.00 a year for state registration.
Jerry Springer RV-6 N906GS First flight July 14, 1989 :-) Hillsboro, OR
jsflyrv(at)ix.netcom.com
________________________________________________________________________________
| From: | pagan <pagan(at)CBOSS.COM> |
| Subject: | Shipping Charges |
Hi All,
Just received my fuselage kit today and thought some might be interested in
the shipping charges since there was some heated typing regarding this
subject in the recent past.
Roadway was the carrier and the original charge was $275.18 but received
the "discount" of $145.85 (53%). End result was $129.33 for shipping from
North Plains to Youngstown Ohio. Two boxes 360 lbs. - took about 8 days to
arrive.
Bill Pagan
sorting fuselage parts
http://www.geocities.com/CapeCanaveral/Launchpad/9749/william.html
________________________________________________________________________________
| From: | schulz(at)albanyis.com.au |
| Subject: | Re: Terra going out of business? |
Brian,
I have a Trimble "Transpak" Mk 1 which works fine - even from the
days when there were not enough satellites available and it kept
'falling out'; it was a bit difficult to make amendments in flight
compared to the modern ones. It still works fine despite now being 8
years on its internal battery which I am told is quite a workshop
hassle to replace.
Going to Navaid autopilot and hearing they are connectable to GPS, I
contacted the Trimble agent in Brisbane (on the other side of the
continent) and was referred to their Aviation consultant who returned
my call from Taiwan by satellite link - which I thought was quite
neat. He told me that Trimble are going out of the hand-held GPS
buisness as it was "too competitive". So much for being brand loyal!!
I now have a Garmin GPSIII: comparisons:
a third the size of the Trimble
within first minute has a full bevy of satellites while the Trimble
takes over two minutes to pick up a much lesser number but enough to
give 3D solution
positions well within the error horizontally but vertical seems a
bit variable
moving map and Jeppeson pacific rim database on the Garmin
I suspect a bit user friendlier in flight than the Trimble.
I plan on using the Trimble as a demountable in the back seat the
Garmin semi fixed for the driver and connected to the Autopilot
John Schulz
unbaffling the baffles on IO360B1B on RV8 #80223
John Schulz
schulz(at)albanyis.com.au
________________________________________________________________________________
| From: | Rvator97(at)aol.com |
| Subject: | Re: Life Insurance for pilots |
Recently got a life policy from : Pilot Insurance Center
Dallas, TX. 972-761-1099
Walt Hastings RV-6A N79WH
________________________________________________________________________________
| From: | "Jeff Hawkins" <jah(at)mindspring.com> |
| Subject: | Re: Atlanta/SE RV-8 Builders |
With Atlanta's sewer problems I'm not going in the water.
Jeff Hawkins
RV-8 #563
Wings almost done. Fuselage in garage just waiting to be put together.
Suwanee, Georgia
----------
> From: JAMES A TILLMAN <till3(at)email.msn.com>
> To: rv-list(at)matronics.com
> Subject: Re: RV-List: Atlanta/SE RV-8 Builders
> Date: Wednesday, October 07, 1998 3:06 PM
>
>
> howdy, come on in, the water's fine.
>
> jim tillman/chris landry
> rv8, 80655 wings in the jig
> newnan/fayetteville, ga
>
> -----Original Message-----
> From: Chat Daniel <cdaniel(at)fnbbaldwin.com>
> To: rv-list(at)matronics.com
> Date: Wednesday, October 07, 1998 10:16 AM
> Subject: Re: RV-List: Atlanta/SE RV-8 Builders
>
>
> >
> >Rick...
> >
> >I dont need the jig but I live in Milledgeville. Nice to know another
-8
> >builder around.
> >
> >Chat Daniel 912-454-1000 day 912-452-6617 night
> >
> >
> >----------
> >> From: RICKRV6(at)aol.com
> >> To: rv-list(at)matronics.com
> >> Subject: RV-List: Atlanta/SE RV-8 Builders
> >> Date: Sunday, October 04, 1998 10:04 AM
> >>
> >>
> >> I have just removed my RV-8 fuselage from its jig. Consequently, this
> >jig is
> >> available to any builder who would be willing to come get it out of my
> >garage.
> >> I'm located about 25 miles south of Atlanta just off of I-85. Please
> >give me
> >> a call or respond by e-mail. Thanks.
> >>
> >> Rick McBride
> >> rickrv6Aaol.com
> >> (404) 464 -8761
> >>
> >>
> >>
> >
> >
> >
> >
> >
> >
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Captain Steven DiNieri" <capsteve(at)wzrd.com> |
Does alodine have an effect on the surface of the aluminum other than a
corrosion coating? I know that anodizing has been reported to harden the
surface of treated material, and the effects have been debated. But does
alodine treatment have any drawback or is it always a good idea??
________________________________________________________________________________
| From: | DAVENDANA1(at)aol.com |
Chet,
Good to hear you're having an event like this for all the Midwest area RV
builders. We just moved out to CA from Red Bud! If you have a builder by the
name of Steve Formhals come in, please give him my e-mail address. It's
davendana1(at)aol.com Thanks!
Dave Funk
Just finished building workshop,
getting ready to finish elevators.
________________________________________________________________________________
| Subject: | Re: RV-List:Instrument Panel Extension |
| From: | rv6a(at)Juno.com (Paul A. Rosales) |
writes:
>Thanks, Paul, your project looks great. Did you make a completely new
>panel? I can't see a seam where an extension is attached to the
>original
>panel.
You are right Ross, no seam! After fitting/trimming the panel Van's sent
in the kit, I bought a new 2X4' sheet for about $38 from Spruce and made
another panel. I'm very happy with what the 1" did for me!
Paul Rosales
RV-6A N628PV panel in progress
http://www.eaa49.av.org/gifs/rosales.htm
________________________________________________________________________________
Hi All,
I was just wondering if anybody is using the Electronics
International line of gauges? How do you like them? Which ones?Do you like
the red led arrangement?
How do they look during night flight?
Thanks for your thoughts, John
Hughes ,So Cal
RV-6 N164JH
(reserved) Thinking about panel stuff. Oshkosh 99 or bust!!
________________________________________________________________________________
| From: | "Ronald Blum" <fly-in-home(at)worldnet.att.net> |
| Subject: | Extra Characters Solution |
The extra characters were added due to the "language" of the text. This
option (though I don't recommend any one even going in and looking at it -
lest it might get them, too) is found under either "view" or "format"
depending on whether you are receiving or sending mail, respectively.
Everybody should probably be using "Western Alphabet". MS-Outlook Express
has an automatic change of language if incoming mail is in a different
language, which automatically converts the language. The problem is that it
doesn't change the language back after the inflicting message is no longer
the current message.
Hoping to be the only "extra" character in the rest of my blurbs,
Ron
FLY-IN-HOME(at)worldnet.att.net
________________________________________________________________________________
| From: | MICHAEL <lottmc(at)datasync.com> |
Hi, Bernie..
The reason I hate nutplates is not the installing part, it's the
using part. Nine times out of ten if I have to pull a cover or
plate off and it has nutplates, at least 1 of them will end up
getting stripped or need drilling out. I do like the neater
installation. If I can use an alternative for the floor parts, I
will. Anyone have any suggestions? I guess it would be easy to
drill out pop rivits, since you seldom have to remove the floor
pans.
________________________________________________________________________________
| From: | RVer273sb(at)aol.com |
| Subject: | Re: Desiccant plugs |
I have always removed the rocker arms and pushrods
to prevent bernealing corrosion on the cam shaft.
This is because on the valves that are open there is
extreem pressure on thes cam lobes which over
time displaces the oil.
RV4 273sb Stewart
________________________________________________________________________________
| Subject: | Re: Registration and Taxes |
Charles,
It could be that this is a county thing. I did all of the registration with
FAA, included a bill of sale from Vans to original customer, then a bill of
sale from him to me. It's been well over 4 years and no Texas tax man hath
cometh, yet. I do know for a fact that there is no property tax on private
vehicles here, at least in this county. Can't speak for the other counties.
If sales, or use. or property tax is levied here and I haven't paid what is
due, then I apologize to all my fellow men for my being a free loader on
their paying for the runways I landed on.
John C Darby Jr.
RV6 sold, Cessna 210 bought
Stephenville TX
(charles young)
>
>You can bet, the Bill of Sale is related to the State collecting Sales
Taxes.
>At least in Texas, when you register your airplane with the FAA, the next
>letter you will recieve will be from the tax man wanting to know the value
>for Sales Tax collections.
________________________________________________________________________________
| From: | Craig Hiers <craig-RV4(at)worldnet.att.net> |
| Subject: | Re: Desiccant plugs |
Brian Lloyd wrote:
>
>
> >I've got plenty of desiccant bags, but I don't have any desiccant spark
> >plugs (Lycoming part number 40238, I think). Does anybody on the list
> >know of a source for the desiccant plugs?
>
> Any shop that installs engines in aircraft will have some lying around. My
> local A&P gave me some for the asking.
>
> When you get the plugs the desiccant inside will be pink (probably)
> indicating that it is saturated with moisture. You can unscrew the barrel
> from the base and pry out the screen (gently) to gain access to the
> desiccant crystals. Dump them in a cake pan and bake them in the oven at
> about 250-300 degrees F for a couple of hours or until they turn bright
> blue (no trace of pink). Reverse the disassembly process and they are
> ready for your engine. Check them every week or so to see if you need
> repeat the process.
>
> Brian Lloyd Lucent Technologies
> brian(at)lcp.livingston.com 3461 Robin Lane, Suite 1
> http://www.livingston.com Cameron Park, CA 95682
> +1.530.676.6399 - voice +1.530.676.3442 - fax O-
I just throw the whole plug in a Toaster oven, set it on 250 and
let them stay in there all night. The following AM they are nice and
blue.
I've been doing this longer than I care to admit, but all thats going
to change real soon.
Craig Hiers
RV-4 N143CH
Tallahassee,FL.
________________________________________________________________________________
| From: | Sam Buchanan <sbuc(at)traveller.com> |
Kerrjb(at)aol.com wrote:
> Sam Buchanan in his neat website says he hates nutplates. I find them
> relatively easy to do, but am not sure my way is the accepted technique. 1st
> drill a #30 hole thru the two peices to be bolted. Remove the top one and put
> the nut plate in it's final position with a cleco if you can reach it with a
> drill from the backside. If you can't reach it, fasten it to the top side with
> a cleco. Now drill thru the small holes in the nutplate with a #40 drill. You
> can cleco after the first one is drilled, but normally I just hold the
> nutplate fixed while I drill the 2nd one. Now take your deburring tool and put
> a small machine counter sink in the two small holes. Use Oh-oh rivets and
> squeeze them with your squeezer. Remove the center cleco and drill the center
> hole out with a 5/32 inch drill, blow the chips out with air and assemble the
> parts. It really goes quick if you have space to reach them easily.
Bernie,
I sure hope your method is approved because that is the way I install
nutplates! It seems faster if you cleco several nutplates in position
and duplicate the same step several times in succession.
What I don't like about installing them is having to do the same steps
over, and over, and over, and over..............
Thanks for the compliment on the web site,
Sam Buchanan
"The RV Journal" http://www.ath.tis.net/~sbuc/rv6
________________________________________________________________________________
| From: | Rvator97(at)aol.com |
I installed the 6 guage package in my 6A. Very happy with them so far. Fuel
flow/pressure unit has proven to be extremely useful in managing fuel.
What part of SoCal are you from?
Walt RV-6A N79WH (WHP)
________________________________________________________________________________
| From: | "Stucklen, Frederic IFC" <stuckle(at)ifc.utc.com> |
Listers,
After many long hours of repair (and many $$$), N925RV took to
the air again last evening. I've had the engine rebuilt, installed a new
front gear leg with a reworked motor mount, new airbox, new lower cowl
scoop, new electronic ignition from AeroElectric, and a new Sensenich
70CM16S-0-79 prop. Cylinder head temps stayed at around 350*F and all EGT
temps were below 1400*F even at full mixture. Except for a few minor issues,
everything ran fine. By the way, all internal engine parts checked out fine,
but I thought that at 1138 Hrs, I might as well overhaul the engine while it
was apart...
One issue is that the transponder continuously "Responds" while
the electronic ignition is in operation. I hadn't noticed that on the
ground. In the air, switching to just the left magneto allowed the unit to
function normally. I suspect that the transponder antenna, located on the
belly just inches behind the firewall, and directly under the electronic
ignition, is the cause. The solution to this is to move the antenna back to
just in front of or just behind the spar box.
Another possibility is that there is noise getting back into
the 12VDC where the power lead from the electronic ignition goes back to the
main contractor (though an inline fuse). While this lead is shielded and
grounded at the firewall, there isn't any filter capacitor to help surpress
the noise at that point. Have any of you using Jeff's system had this
problem?
As for why the gear leg failed, I'll issue a separate report
soon.....
Fred Stucklen
N925RV RV-6A
E. Windsor, Ct
________________________________________________________________________________
| From: | mailhost.onramp.net(at)mailhost.onramp.net (charles young) |
| Subject: | Re: Registration and Taxes |
The State of Texas realizes it is missing sizeable revenues due to "mail
order businesses" and is getting very aggressive in attempting to collect
same.
One mail order company I use monthly, has started charging Texas Sales Tax.
________________________________________________________________________________
| From: | Bill Thomas <wd_thomas(at)earthlink.net> |
| Subject: | Re: Life Insurance for pilots |
I just got standard-rate life insurance from CNA.............and I have a history
of minor heart problems (which I had to demonstrate are under control). CNA
is aware that I fly those nasty "experimental" airplanes, too. I had to author
a note to the underwriter to say what an experimental airplane is,
what kind of flying I do, etc. I also attached some info about experimental airplanes
which I got from the EAA. You'll have to nudge your insurance agent through
this process, but stick with it: in my case it worked.
Bill Thomas
Fuse out of jig 6A
Steve Hamer wrote:
>
> I'm in the process of re-evaluating my life insurance situation and am wondering
if any of you have a recommendation for a company who treats pilots better
than aids patients. It's bad enough when you tell your agent you fly, but when
you add "home made" airplane they get this blank look on their face.
> You can reply off list or on if you think it may be of interest to others.
> Thanks,
> Steve
> shamer(at)mscomm.com
> RV-4 flying---bought it, didn't build it
> RV-6 wings
>
________________________________________________________________________________
| Subject: | Re: Life Insurance for pilots |
In a message dated 10/7/98 5:16:57 PM Central Daylight Time, shamer(at)mscomm.com
writes:
> I'm in the process of reevaluating my life insurance situation and am
> wondering if any of you have a recommendation for a company who treats
pilots
> better than aids patients. It's bad enough when you tell your agent you
fly,
> but when you add "home made" airplane they get this blank look on their
face.
I quess I start at the top, I am an insurance agent, own an insurance agency
and am also a student pilot. So I know what pilots go through to get
insurance. All companies have a separate questionnaire for pilots to fill
out. Flying a homebuild is not a big deal. What the insurance companies look
for is 300 pilot in command hours and then 50 hours of flying time a year.
Instrument ratings are preferred but not nessary. If your in Wisconsin email
direct and I can help you out. Otherwise companies I have written pilots with
are Lincoln benefit life, First Penn Pacific (lowest term rates in nation
usually) CNA, West Coast Life, Prudential, Western Reserve Life. I have not
had any problems getting pilots insurance nor have any of my pilots been
rated. But then again if you have less than 100 hours of pilot in command
hours then it can be a little harder to avoid a rating. At that point you
need to go with someone who knows the companies and writes a lot of life
business and look at larger policies and usually you will get the good rate.
If you dont want to hassle use the EAA insurance. You can do better if you
want to, but EAA is one stop shopping with no problems with pilots. I must
say I have beaten it everytime though.
Chris Wilcox
CGW Insurance/Investments
Harmon Rocket II builder
________________________________________________________________________________
| From: | RV6junkie(at)aol.com |
In a message dated 10/8/98 9:47:36 AM Eastern Daylight Time,
lottmc(at)datasync.com writes:
<< The reason I hate nutplates is not the installing part, it's the
using part. Nine times out of ten if I have to pull a cover or
plate off and it has nutplates, at least 1 of them will end up
getting stripped or need drilling out. I do like the neater
installation. If I can use an alternative for the floor parts, I
will. Anyone have any suggestions? I guess it would be easy to
drill out pop rivits, since you seldom have to remove the floor
pans.
>>
If you want your nut plates to run-through with ease, just run them through
with a tap. It takes away the locking function but the screws stay in tact
and install/remove with ease. Don't use this for applications where you want
the screws to never come out (like the wing tanks).
Gary Corde
RV-6 N211GC - NJ
________________________________________________________________________________
| From: | randall(at)edt.com (Randall Henderson) |
> The reason I hate nutplates is not the installing part, it's the
> using part. Nine times out of ten if I have to pull a cover or
> plate off and it has nutplates, at least 1 of them will end up
> getting stripped or need drilling out.
This has been mentioned before so I hope I'm not being too redundant,
but a little BOELUBE on the end of a screw before installing does
wonders for getting them in and out of nutplates.
BOELUBE can be purchased through Avery tools, among others.
Randall Henderson, RV-6 (engine/finish)
Portland, OR
http://www.edt.com/homewing
randall(at)edt.com
________________________________________________________________________________
| From: | Greg Young <gyoung(at)bcm.tmc.edu> |
| Subject: | Thank you for nutplate idea |
On the subject of nutplates, I just wanted to thank whoever posted the idea
of using a thin strip with nutplates to secure the canopy tracks (-6
slider) instead of individual nuts. I've kept it in mind for the year or
so since posted and finally got to use it. I even used nutplates on the
C-668 spacers under the rollbar. Sure saved a lot of frustration with my
fat, stubby fingers.
Not to fuel the nutplate wars, but I fall in the "I Love Nutplates" camp -
I'll put them wherever I can. I think it comes from owning old airplanes
and fighting lots of sheet metal screws with worn-out holes where the
occasional Tinnerman was a relief.
Greg Young
RV-6 N6GY (reserved) fitting canopy
________________________________________________________________________________
| From: | Lousmith(at)aol.com |
| Subject: | Wilmington, DE Fly-In |
I was thinking of flying my RV-8 to the Wilmington fly in this Saturday. How
many RV's are typically there? Are any list members planning on attending
this event? Also, is the airport closed at any time during the day for an air
show?
Louis Smith
RV-8 N801RV
________________________________________________________________________________
| From: | susan dawson <jollyd(at)teleport.com> |
I am trying to find the name& telephone# of a gentleman who has two rv"s
in GLIDE OREGON...can anyone help? jollyd(at)teleport.com>>>>thanks
________________________________________________________________________________
| Subject: | Woodward Prop Governor |
| From: | n41va(at)Juno.com (VON L ALEXANDER) |
Listers;
I recently obtained a Woodward Prop Governor(used) and my question is
since I would like to have this unit checked or overhauled before I
install it on my 0-360, would this go to a prop shop? Is there an
overhaul requirement on these? Does anyone specialize in these? This
will be my first engine installation, so I have a lot of learning to do!
This is type 210080 U, Part # 21350-3.
Thanks.
Von Alexander
RV-8 N41VA
N41VA(at)juno.com
________________________________________________________________________________
| From: | MICHAELT(at)AUSVMR.VNET.IBM.COM |
| Subject: | -8 baggage hatch in -6 |
I'm told the -8 has a baggage compartment just in front of the canopy
and behind the firewall. Access from the right side?
I've not even _seen_ a -8 yet (hope to at the SWRFI) so I'm wondering...
is that general area pretty similar between the -6 and -8? I'm waiting
on the wings, and am thinking that would be a good mod for my -6, keep
some extra weight up front.
Any -6's out there with a baggage compartment a'la the -8? What problems
were encountered?
Mike Thompson
Austin, TX
-6, Idle between Emp and Wings...
________________________________________________________________________________
| From: | shelbyrv6a(at)mindspring.com (Shelby Smith) |
| Subject: | Re: Life Insurance for pilots |
>
>Chris Wilcox
>CGW Insurance/Investments
>Harmon Rocket II builder
I just have to ask. What kind of rates are available for a student/future
Harmon Rocket II pilot?
Shelby in Nashville
________________________________________________________________________________
| From: | Moe Colontonio <moejoe(at)bellatlantic.net> |
I use a toilet bowl wax ring to lube the screws. It works great, and $0.99 will
get you enough to do a lifetimes worth of airplanes.
--
Moe Colontonio
moejoe(at)bellatlantic.net
Check out my RV-8 page at:
http://members.bellatlantic.net/~moejoe
Randall Henderson wrote:
>
> > The reason I hate nutplates is not the installing part, it's the
> > using part. Nine times out of ten if I have to pull a cover or
> > plate off and it has nutplates, at least 1 of them will end up
> > getting stripped or need drilling out.
>
> This has been mentioned before so I hope I'm not being too redundant,
> but a little BOELUBE on the end of a screw before installing does
> wonders for getting them in and out of nutplates.
>
> BOELUBE can be purchased through Avery tools, among others.
>
> Randall Henderson, RV-6 (engine/finish)
> Portland, OR
> http://www.edt.com/homewing
> randall(at)edt.com
________________________________________________________________________________
| From: | "Kirkpatrick, Pat W" <pat.w.kirkpatrick(at)intel.com> |
"\"MICHAELT(at)AUSVMR.VNET.IBM.COM\" "
| Subject: | -8 baggage hatch in -6 |
Mike, I was thinking the same thing. The only problem I could see was
interference with the instuments if you made it too big. I am going to give
it a
try and see what I come up with. I do want to talk with Vans to make sure
there
is not structrual considerations and if there are can I reenforce with
angle.
Pat Kirkpatrick
RV6A slider
Canopy This weekend....
I'm told the -8 has a baggage compartment just in front of the canopy
and behind the firewall. Access from the right side?
I've not even _seen_ a -8 yet (hope to at the SWRFI) so I'm wondering...
is that general area pretty similar between the -6 and -8? I'm waiting
on the wings, and am thinking that would be a good mod for my -6, keep
some extra weight up front.
Any -6's out there with a baggage compartment a'la the -8? What problems
were encountered?
Mike Thompson
Austin, TX
-6, Idle between Emp and Wings...
|
|
|
|
|
|
________________________________________________________________________________
| From: | jerry calvert <calverjl(at)flash.net> |
Captain Steven DiNieri wrote:
>
>
> Does alodine have an effect on the surface of the aluminum other than a
> corrosion coating? I know that anodizing has been reported to harden the
> surface of treated material, and the effects have been debated. But does
> alodine treatment have any drawback or is it always a good idea??
>
Steve,
I use an epoxy primer(AKZO) and I etch the aluminum then use alodine
which *I think* helps stop the oxidation process and gives the aluminum
teeth for adhesion of the primer. I use liquid alodine(gold color) form
Aircraft $pruce & $pecialty. I checked at a place locally and found the
powdered alodine for 10 pounds for $130 which makes a 55 gallon drum of
alodine. Didn't buy the powder yet, but I'm thinking about it and will
probably sell some of it at cost because I will only need 2 or 3 pounds.
Jerry Calvert
Edmond Ok -6a wings
________________________________________________________________________________
| From: | "Besing, Paul" <PBesing(at)pinacor.com> |
| Subject: | Ballistic Recovery System |
Has anyone installed or seen an installation of a BRS in an RV? Where would
it go? Certainly not aft of the baggage area, I hope....The main problem I
see is that they weigh about 25 pounds for one that would work for a loaded
RV......
Paul Besing
RV-6A (197AB) Arizona
Finish Kit Almost Here!
http://www.doitnow.com/~rv8er
________________________________________________________________________________
| From: | Kevin Horton <khorton(at)cyberus.ca> |
| Subject: | Re: True Airspeed Calculation and other aviation |
formulae
>> Listers:
>>
>> I need the formula to convert indicated airspeed to true airspeed. Can
>> anyone help me? (I know that I can make the conversion using an E6-B flight
>> computer, but I need the mathematical formula so I can use it in a
>>spreadsheet.)
>>
>> Thanks,
>>
>> Mark Nielsen
>> RV-6; 281 hrs.
>>
>
> True airspeed is a function of the square root of the air density (Q)
>at a given altitude divided by the air density at sea level. The
>formula looks like this :
>
> IAS
> TAS = _______________________________
> ____________________________
> \/Q(at altitude)/Q(at sea level)
>
Listers,
This is just the anal retentive side of me talking, so bear with me.
The above formula is a decent approximation for low speed aircraft,
but it is not completely accurate.
If there were no position error, or instrument error, airspeed
indicators would read calibrated airspeed (CAS). The above equation
actually defines the relationship between equivalent airspeed (EAS)
and TAS. Admittedly, the difference between EAS and CAS is small in
the speed and altitude range we work in. For example, at 10,000 ft,
160 kt CAS = 159.5 kt EAS. Most aircraft will have position and
instrument errors of several knots, so this half knot difference
between CAS and EAS is a moot point.
Just in case anyone cares, Ed Williams has posted an excruiatingly
long list of aviation formulae at
http://www.best.com/~williams/avform.htm. It includes formulae for
great circle navigation, wind triangles, density alitude, airspeed
conversions, etc.
I have put links to Ed Williams page in the flight testing section of
my RV Links page at http://www.cyberus.ca/~khorton/rvlinks.html This
page is slowly growing as I discover new links.
Take care,
Kevin Horton RV-8 (wings)
khorton(at)cyberus.ca (613) 821-7862 (home)
Ottawa, Canada (613) 952-4319 (work)
http://www.cyberus.ca/~khorton/rv8.html
________________________________________________________________________________
| From: | bramsec <bramsec(at)idirect.com> |
I am about to purchase instrumention. Looking at United, UMA and
imported brands offered by Vans.
The UMA ASI is much cheaper than the United brand and the BC-3 VSI the
same.
Any comments out there regarding reliability of these brands?
Also about to purchase the Positech Oil Cooler, Carb Heat Muff($22.50) ,
any comments ?
How many cabin heat muffs required for Canadian conditions?
Has anyone installed the landing light on the engine cowl like Piper
aircraft?
Ordering an Aymar-Demuth propeller, i've heared nothing but good
comments.
Peter , (RV6 )
________________________________________________________________________________
| Subject: | Re: Wilmington, DE Fly-In |
Rv 4 BOUNTY HUNTER will be at the show sunday am I
don't think the airport is closed at any
time
regards
Tom
________________________________________________________________________________
| From: | "J. Farrar" <fourazjs(at)email.msn.com> |
| Subject: | Re: -8 baggage hatch in -6 |
Mike, I haven't looked at a 6 with your thought in mind but I don't think
it has the space that an 8 does. Jeff Farrar, RV8A, Empennage complete, QB
due in Nov., Chandler, AZ
-----Original Message-----
From: MICHAELT(at)AUSVMR.VNET.IBM.COM <MICHAELT(at)AUSVMR.VNET.IBM.COM>
I'm wondering...
>is that general area pretty similar between the -6 and -8? I'm waiting
>on the wings, and am thinking that would be a good mod for my -6, keep
>some extra weight up front.
>Any -6's out there with a baggage compartment a'la the -8? What problems
>were encountered?
>
>Mike Thompson
________________________________________________________________________________
| Subject: | Re: It Flys Again! |
In a message dated 10/8/98 11:56:28 Central Daylight Time, stuckle(at)ifc.utc.com
writes:
<< After many long hours of repair (and many $$$), N925RV took to
the air again last evening. >>
Fred
Glad to hear you have your bonny ship airborne again. Looking forward to
hearing the report on your gear leg.
Regards
Wendell
________________________________________________________________________________
In a message dated 10/8/98 5:24:52 Central Daylight Time,
moejoe(at)bellatlantic.net writes:
<< I use a toilet bowl wax ring to lube the screws. It works great, and $0.99
will
get you enough to do a lifetimes worth of airplanes. >>
Good idea, and parifin will work too.
Regards
Wendell
________________________________________________________________________________
| From: | Vincent Himsl <himsl(at)mail.wsu.edu> |
| Subject: | RV8/wing/Flap/WP821PPL(R) brace |
Hello,
When you get to drawing 14 (flaps) I suggest you not blindly trim the
WP821PPL(R) to clear the rear spar fork piece(s) by using the dimensions
on the plans. First cleco up the rear spar including the 'fork' pieces and
then cleco the W821PP brace to it. You can slip the WP821 under the fork
and then trace where you need to trim.
By comparing the dimensions of where you traced versus the plans, you will
find that the plans call for triming waaaaaay to much, even sacrificing one
rivet hole. Don't ask how I know....(:[
The Orndoff RV8 wing video mentions in passing that one should trace.
Either way is ok as they conform to the plans, but the trace method would
look much better and would not sacrifice one rivet hole.
Regards,
Vince Himsl
RV8/ Wings/Flaps
Moscow, ID USA
________________________________________________________________________________
| From: | "Gummos" <tg1965(at)linkline.com> |
Sorry but I was fast with the delete button so I don't have the name of the
person who requested this info and have to spam the whole list.
TAS = IAS times Factor
Alt Factor
0 1.0000
1000 1.0148
2000 1.0298
3000 1.0453
4000 1.0611
5000 1.0772
6000 1.0937
7000 1.1106
8000 1.1279
9000 1.1456
10000 1.1637
15000 1.2607
20000 1.3700
These are from the I.C.A.O. Standard Atmosphere Table from my "Aerodynamics
for Pilots" USAF ATC Pamphlet 51-3.
I am sure the equations presented on the list work too. I just find these
numbers a much simpler way to look at this problem.
"Measure with a microcrometer
Mark with chalk
Cut with an axe"
I like the KISS principle.
Tom Gummo
Apple Valley, CA
fuselage jig set up
think I found a motor
Oshkosh 99
________________________________________________________________________________
| From: | "Loren D. Jones" <Loren(at)LorenJones.com> |
| Subject: | Re: Registration and Taxes |
In Minnesota, you're obligated to pay a state use tax (6.5%) on each part of
the kit as it arrives. You then need to provide that proof of payment at
the time you seek state registration, after it's flying. I don't know if
that's how most builders do it, but that's what the law currently requires.
I suspect many states of similar provision.
Loren
>(charles young)
>>
>>You can bet, the Bill of Sale is related to the State collecting Sales
>Taxes.
>>At least in Texas, when you register your airplane with the FAA, the next
>>letter you will recieve will be from the tax man wanting to know the value
>>for Sales Tax collections.
________________________________________________________________________________
| Subject: | Re: Woodward Prop Governor |
Tom RV-8 wfact01(at)aol.com
________________________________________________________________________________
| From: | "Tony Partain" <aviator(at)tseinc.com> |
For Sale 1995 RV-4 185 TTSN , 0320 D1A 160 HP, 185TTSN , Hartzell C/S Prop
185 TTSN, K/N Air Filter, Stainless exhaust pipes with crossover . Single
heater muff. Carburetor heat. Alternator cooling tube, Magneto cooling
tubes, Piper oil cooler, Fuel primer.
Terra 760D Com ,Terra 250D xpdr ,Apollo 360 moving map GPS ,ELT , PSII 1000
intercom, Vertical card compass, Altimeter, VSI ,Electronics International
CHT EGT OAT , Oil Pressure, Fuel pressure, Amp/Volt meter, Electronic Tach,
Lighting on All instruments with dimmer switch.
Navigation Lights, Rear position light, Strobes on wing tips, Dual landing
Lights enclosed in wing tips, Electric Flaps, Locking canopy (keyed same as
ignition), Wood stick grip,
Cabin heat with front and rear outlets, Two fresh air vents located on
canopy skirt.
Professional Paint, White with Blue stripping, Interior panels light Grey
with medium Grey Leather seats
Temper foam, Dark Gray Carpet , Firewall
insulation ,CD player
This is a very nice plane, always kept in a hanger and professionally
maintained. All avionics purchased new November 1996 and installed
professionally.
All plans and instrument documentation. Complete Logs
Cruise 187 mph @ 8.5 gph
Annual due 8/98
$54,000.00
Price includes 8/98 annual (Inspection Complete)
Tony Partain
314-894-0828
Saint Louis MO
________________________________________________________________________________
| Subject: | Re: Woodward Prop Governor |
Arial Trade a Plane Prop governors same TBO as
engine
regards
Tom
________________________________________________________________________________
| From: | "Anthony K. Self" <chevy_truck(at)email.msn.com> |
| Subject: | Re: Ballistic Recovery System |
>Has anyone installed or seen an installation of a BRS in an RV? Where
would
>it go? Certainly not aft of the baggage area, I hope....The main problem I
>see is that they weigh about 25 pounds for one that would work for a loaded
>RV......
I talked to the guys at BRS about 2 weeks ago. He said their product line
doesn't cover an RV. He sent me the literature and the chutes deploy at a
slower speed than I expected. They said their main engineering push has been
getting the Cirrus project certified, which they just finished. He assured
me that the RV series was high on their list of planes to develop for next.
Maybe if enough people call them, it will get them going.
Anthony K. Self
RV 8 someday soon, hopefully
CHEVY_TRUCK(at)MSN.COM
________________________________________________________________________________
| From: | Denis Walsh <dwalsh(at)ecentral.com> |
I must have deleted the pig roast original. Please repeat details!
________________________________________________________________________________
| From: | David Carter <dcarter(at)datarecall.net> |
Captain Steven DiNieri wrote:
>
>
> Does alodine have an effect on the surface of the aluminum other than a
> corrosion coating? I know that anodizing has been reported to harden the
> surface of treated material, and the effects have been debated. But does
> alodine treatment have any drawback or is it always a good idea??
When I called the various paint company Tech Services and read their
official printed info sheets on products, the universal response was
"better assurance of adhesion". There were no other claims. I never
asked no have seen any explanation about the difference with or without
it. It is cheap and relatively easy, so I do it. Make me feel better
to have the smoothed/trimmed edges and drilled holes (read, "no alclad")
coated.
It is interesting that you should apply the corrosion protection primer
same day as applying the alodine - not supposed to alodine one evening
and then paint the next day (at least Pittsburg Paint says that).
David Carter, RV-6 l elev (been working on my car and harvesting pecans
and shooting squirrels, that's why I'm still showing "l elev" instead of
"wings"), Nederland, Texas.
________________________________________________________________________________
| From: | John Kitz <jkitz(at)greenapple.com> |
MICHAEL wrote:
>
>
> The plans call for nutplates when installing the floor sheet
> metal. Is there an alternative to nutplates? I hate the little
> boogers. I was mainly wondering if they are used for strength or
> appearance? If something like tinnerman nuts were used in place
> of nutplates, would they suffice as far as strength is
> concerned? Thanks.
Hello Michael;
I must be doing something wrong because I took the floor boards out for
both conditional inspections and the nut plates made it easy. I thought
I needed to inspect everything and even checked the torque on the wing
spar bolts. It was also in need of a good cleaning under there.
John Kitz
N721JK
Ohio
________________________________________________________________________________
| From: | Vanremog(at)aol.com |
| Subject: | Re: It Flys Again! |
<< new electronic ignition from AeroElectric >>
I didn't know that Bob Nuckolls makes these ;^).
I believe Fred meant to say Electroair.
-GV
tall it on my 0-360, would this go to a prop shop? Is there an
overhaul requirement on these? Does anyone specialize in these? >>
Von-
Try EMI. The number is in the Yeller Pages.
-GV
________________________________________________________________________________
| From: | "Captain Steven DiNieri" <capsteve(at)wzrd.com> |
| Subject: | Re: It Flys Again! |
Congrats Fred on a quick recovery. how many hours where one the airframe
when the mishap occurred?
btw, thanks for the great presentation at Oswego.
________________________________________________________________________________
| Subject: | Re: Shipping Charges |
Bill how do I qualify for the discount?
Thanks
Rollie
RV6A Wings to be shipped Octobeer 12,
________________________________________________________________________________
| From: | JNice51355(at)aol.com |
| Subject: | Re: Registration and Taxes |
In a message dated 10/8/98 6:22:25 PM Pacific Daylight Time,
Loren(at)LorenJones.com writes:
<< I suspect many states of similar provision. >>
I suggest we have someone develop software to keep politicians off of "the
list". We wouldn't want them getting any more ideas than they already have,
would we??
Jim Nice
________________________________________________________________________________
| From: | "Captain Steven DiNieri" <capsteve(at)wzrd.com> |
I've started using Dupont aluminum prep and surface conversion
coating.....(a funny way to say alodine).. at about 12.00$ a liter. I'd
still be interested in buying in on the powder with ya. I'm assuming it gets
mixed with water??
________________________________________________________________________________
| From: | "Gary A. Sobek" <rv6flier(at)yahoo.com> |
| Subject: | Re: Registration and Taxes |
In the peoples socialist republic of California, my "Personal
Property" tax on my RV-6 is just a tad under $555 for the first year.
I HAD to pay it and file an appeal. If I win the appeal, they will
make a refund. If I did not pay in advance of the appeal, I would
still owe with a penalty.
==
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell
Flying in So. CA, USA
RV6flier(at)yahoo.com
________________________________________________________________________________
| From: | chester razer <razer(at)midwest.net> |
Denis Walsh wrote:
>
>
> I must have deleted the pig roast original. Please repeat details!
>
Pig Roast, Cooking all day saturday October 10, serving sunday October 11 at
11 A.m. Bring a chair. Camping available or sleep in my hangar saturday
night if you want. Pig is free. Location Hunter Field, Sparta, IL (SAR).
RV's, Homebuilts and Builders and Experimentals and anyone elso who wants to
fly in.
chet razer
________________________________________________________________________________
| From: | pagan <pagan(at)CBOSS.COM> |
Drilling the angle and weldments onto the firewall. I fabricated the F801L
backing plates. Do these backing plates get mounted on the front (engine
side) of the firewall and does the 1/4" hole get drilled through the
backing plate, firewall and stiffener. I assume it does since it would be
useless if it was just drilled through the backing plate. Should I then
assume the backing plate gets countersunk and the firewall and angle get to
stay flat?
Bill Pagan
Yikes!! How many parts are in the fuse kit anyway?
http://www.geocities.com/CapeCanaveral/Launchpad/9749/william.html
________________________________________________________________________________
| Subject: | Re: Shipping Charges |
In a message dated 10/8/98 9:55:22 Central Daylight Time, Rquinn1(at)aol.com
writes:
<< Octobeer 12 >>
I'm sure this has nothing to do with Octoberfest, does it?
________________________________________________________________________________
| From: | pagan <pagan(at)CBOSS.COM> |
| Subject: | Re: Shipping Charges |
Rollie and all,
I think Van's works out some kind of a deal with the shippers. I didn't do
anything except write the check.
Bill
sortin fuse parts
http://www.geocities.com/CapeCanaveral/Launchpad/9749/william.html
>
>
>Bill how do I qualify for the discount?
>Thanks
>
>
>Rollie
>RV6A Wings to be shipped Octobeer 12,
>
>
>
>
________________________________________________________________________________
| From: | "John McLaughlin" <johnmc49(at)ecity.net> |
Still have a new TKM MX11 com, PSE 501 two-place intercom and pre-wired
harness. 15 months of warranty remaining.
First $900.00 Save hundreds of dollars or 10 hours in soldering and
wiring!!
Also have like new Flightcom 4 place portable intercom and 4dx headset in
excellent condition. $100.00 for all.
John McLaughlin
515-981-0415
Iowa
________________________________________________________________________________
| From: | "Randy Lervold" <RandyLervold(at)csi.com> |
>>Drilling the angle and weldments onto the firewall. I fabricated the
F801L
backing plates. Do these backing plates get mounted on the front (engine
side) of the firewall and does the 1/4" hole get drilled through the
backing plate, firewall and stiffener. I assume it does since it would be
useless if it was just drilled through the backing plate. Should I then
assume the backing plate gets countersunk and the firewall and angle get to
stay flat?<<
Bill,
First off, why are you fabricating the F801Ls? They are provided in a
plastic bag with several other similar spacer/backing plates. Second, they
to under the weldments along with one side of the angles. Nothing goes on
the firewall side except the two little rudder cable backing plates along
the bottom edge.
Regards,
Randy Lervold
-8, #80500, N558RL reserved, starting fuse
Vancouver, WA
________________________________________________________________________________
| From: | Tom Martin <fairlea(at)execulink.com> |
| Subject: | Re: It Flys Again! |
> Another possibility is that there is noise getting back into
>the 12VDC where the power lead from the electronic ignition goes back to the
>main contractor (though an inline fuse). While this lead is shielded and
>grounded at the firewall, there isn't any filter capacitor to help surpress
>the noise at that point. Have any of you using Jeff's system had this
>problem?
Hi Fred
I do not have a problem with my transponder and Jeffs system. My
antenna is located just forward of the main spar
Tom Martin
HR2
74 hours
________________________________________________________________________________
| From: | pagan <pagan(at)CBOSS.COM> |
Randy, you are thinking about the 801J and 801K plates which go in the
corners. The two little rudder backing plates (F801L?) is what I'm talking
about. So you've probably answered my question anyhow.
Bill Pagan
thinkin' real hard
>
>
>>>Drilling the angle and weldments onto the firewall. I fabricated the
>F801L
>backing plates. Do these backing plates get mounted on the front (engine
>side) of the firewall and does the 1/4" hole get drilled through the
>backing plate, firewall and stiffener. I assume it does since it would be
>useless if it was just drilled through the backing plate. Should I then
>assume the backing plate gets countersunk and the firewall and angle get to
>stay flat?<<
>
>
>Bill,
>
>First off, why are you fabricating the F801Ls? They are provided in a
>plastic bag with several other similar spacer/backing plates. Second, they
>to under the weldments along with one side of the angles. Nothing goes on
>the firewall side except the two little rudder cable backing plates along
>the bottom edge.
>
>Regards,
>Randy Lervold
>-8, #80500, N558RL reserved, starting fuse
>Vancouver, WA
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Anderson Ed" <anderson_ed(at)bah.com> |
Peter, I can't speak for their flight instruments, but I use UMA
exclusively for my Mazda Powered RV-6A and have been very satisfied with
the quality of the instruments, their cost and the service from the
company. They even made me a "Coolant Pressure" gauge out of one of
their fuel pressure gauges including the one-off placard inside the
instrument and only charge me $5 extra. I also think there instrument
lighting belzel results in a nice night light (a soft green glow) for
the instruments. They will also put the colored arcs on the instruments
for a nominal additional fee (I think it was 5$ per instrument).
Ed Anderson
anderson_ed(at)bah.com
RV-6A N494BW Mazda Powered
bramsec wrote:
>
>
> I am about to purchase instrumention. Looking at United, UMA and
> imported brands offered by Vans.
> The UMA ASI is much cheaper
________________________________________________________________________________
| From: | "Stucklen, Frederic IFC" <stuckle(at)ifc.utc.com> |
Yep, my mistake.....
Fred
> -----Original Message-----
> From: Vanremog(at)aol.com [SMTP:Vanremog(at)aol.com]
> Sent: Thursday, October 08, 1998 9:22 PM
> To: rv-list(at)matronics.com
> Subject: Re: RV-List: It Flys Again!
>
>
>
> << new electronic ignition from AeroElectric >>
>
> I didn't know that Bob Nuckolls makes these ;^).
> I believe Fred meant to say Electroair.
>
> -GV
>
>
________________________________________________________________________________
| From: | "Stucklen, Frederic IFC" <stuckle(at)ifc.utc.com> |
Steve,
I had 1138 Hrs... I'll post a report as soon as I clear up some issues
with Van's, but essentially there were "surface imperfections" that caused
the crack...
Fred Stucklen
N925RV RV-6A
E. Windsor, Ct
> -----Original Message-----
> From: Captain Steven DiNieri [SMTP:capsteve(at)wzrd.com]
> Sent: Thursday, October 08, 1998 10:45 PM
> To: rv-list(at)matronics.com
> Subject: Re: RV-List: It Flys Again!
>
>
>
> Congrats Fred on a quick recovery. how many hours where one the airframe
> when the mishap occurred?
> btw, thanks for the great presentation at Oswego.
>
>
>
________________________________________________________________________________
| From: | PAULR(at)csw.L-3com.com |
| Subject: | Life Insurance for pilots |
I found out from Nancy Shrek that our life insurance does not have an
aviation exclusion.
>-----Original Message-----
>From: CW9371(at)aol.com [SMTP:CW9371(at)aol.com]
>Sent: Thursday, October 08, 1998 10:42 AM
>To: rv-list(at)matronics.com
>Subject: Re: RV-List: Life Insurance for pilots
>
>
>In a message dated 10/7/98 5:16:57 PM Central Daylight Time,
>shamer(at)mscomm.com
>writes:
>
>> I'm in the process of reevaluating my life insurance situation and am
>> wondering if any of you have a recommendation for a company who treats
>pilots
>> better than aids patients. It's bad enough when you tell your agent you
>fly,
>> but when you add "home made" airplane they get this blank look on their
>face.
>
>
>I quess I start at the top, I am an insurance agent, own an insurance agency
>and am also a student pilot. So I know what pilots go through to get
>insurance. All companies have a separate questionnaire for pilots to fill
>out. Flying a homebuild is not a big deal. What the insurance companies
>look
>for is 300 pilot in command hours and then 50 hours of flying time a year.
>Instrument ratings are preferred but not nessary. If your in Wisconsin email
>direct and I can help you out. Otherwise companies I have written pilots
>with
>are Lincoln benefit life, First Penn Pacific (lowest term rates in nation
>usually) CNA, West Coast Life, Prudential, Western Reserve Life. I have not
>had any problems getting pilots insurance nor have any of my pilots been
>rated. But then again if you have less than 100 hours of pilot in command
>hours then it can be a little harder to avoid a rating. At that point you
>need to go with someone who knows the companies and writes a lot of life
>business and look at larger policies and usually you will get the good rate.
>If you dont want to hassle use the EAA insurance. You can do better if you
>want to, but EAA is one stop shopping with no problems with pilots. I must
>say I have beaten it everytime though.
>
>Chris Wilcox
>CGW Insurance/Investments
>Harmon Rocket II builder
>
>
>
>
>
________________________________________________________________________________
| From: | "Zeidman, Richard B" <Richard.Zeidman(at)PHL.Boeing.com> |
| Subject: | Wilmington, DE Fly-In |
Last year there were 8-10 RV's in attendance. Hopefully, this year will
be even better. I will be parking planes on Saturday and will try to
park the RV's together.
This year the show is getting more publicity and will have an airshow so
this will help. Also the weather will be good. Check
<http://www.eastcoastflyin.org> for notams.
Rich Zeidman
RV6A S/N25224
Closing wings
> ----------
> From: Lousmith(at)aol.com[SMTP:Lousmith(at)aol.com]
> Sent: Thursday, October 08, 1998 3:01 PM
> To: rv-list(at)matronics.com
> Subject: RV-List: Wilmington, DE Fly-In
>
>
> I was thinking of flying my RV-8 to the Wilmington fly in this
> Saturday. How
> many RV's are typically there? Are any list members planning on
> attending
> this event? Also, is the airport closed at any time during the day
> for an air
> show?
>
> Louis Smith
> RV-8 N801RV
>
>
>
>
________________________________________________________________________________
| From: | "William G. Knight" <wknight(at)adelphia.net> |
| Subject: | Fuel Sender Calibration |
Dear Listers:
Have standard senders in wing of -6 I bought and recently installed
Westach dual fuel gauges. With tanks full, gauges indicate only 3/4's full.
I drained tanks, took resistance readings with digital ohm meter, and then
gradually filled with 4.5 gallons incrementally. Results are as follows:
Fuel Level Resistance
Left Tank:
Empty 0 Gallons 251.2 ohms
1/4 Full 4.5 Gallons 123.9 ohms
1/2 Full 9.0 Gallons 90.5 ohms
3/4 Full 13.5 Gallons 64.3 ohms
Full 19.0 Gallons 64.2 ohms
Right Tank:
Empty 0 Gallons 263.7 ohms
1/4 Full 4.5 Gallons 119.0 ohms
1/2 Full` 9.0 Gallons 79.4 ohms
3/4 Full 13.5 Gallons 51.1 ohms
Full 19.0 Gallons 51.1 ohms
Since the senders don't "resist" at 30-240 ohms at each end of float
travel, I suspect that the sensors on my plane have been matched to the
(probably less accurate IssPro auto gauges (made in India!) initially
installed by the builder. Question is, what do I do now?
I suspect I will have to fly off or drain fuel in tanks and then remove
sending units which involves a tight fit with screw driver. Then do I bend
the float arms or what? I've looked in the builders manual but can't find
any info. There is an article in the RV-Ator 16 year collection of articles
though.
Thanks for your help.
Bill Knight
________________________________________________________________________________
| From: | n41va(at)Juno.com (VON L ALEXANDER) |
Bill;
You have it right; the backing plate does go on front, and is
countersunk. However, if I could make a suggestion; I would just leave
them off, as these are only for the adjustable rudder pedals. If you go
with the new ground adjustable rudder pedals, you will have a simpler and
lighter installation at less cost. You can also eliminate the new
nutplates that mount on the bottom side of the floor that hold the aft
end of the old style adjustable rudder pedals.
Von Alexander
RV-8 N41VA
N41VA(at)juno.com
Hanging engine
________________________________________________________________________________
| From: | n41va(at)Juno.com (VON L ALEXANDER) |
Randy;
The F-801-L IS the rudder cable backing plate, and according to my plans,
you DO have to make them out of AS3-125 material. Maybe you have a newer
kit? Mine is #544. Again, just leave all this off if you are planning on
using the new ground adjustable rudder pedals.
Von Alexander
RV-8 N41VA
N41VA(at)juno.com
writes:
>
>>>Drilling the angle and weldments onto the firewall. I fabricated
>the
>F801L
>backing plates. Do these backing plates get mounted on the front
>(engine
>side) of the firewall and does the 1/4" hole get drilled through the
>backing plate, firewall and stiffener. I assume it does since it
>would be
>useless if it was just drilled through the backing plate. Should I
>then
>assume the backing plate gets countersunk and the firewall and angle
>get to
>stay flat?<<
>
>
>Bill,
>
>First off, why are you fabricating the F801Ls? They are provided in a
>plastic bag with several other similar spacer/backing plates. Second,
>they
>to under the weldments along with one side of the angles. Nothing goes
>on
>the firewall side except the two little rudder cable backing plates
>along
>the bottom edge.
>
>Regards,
>Randy Lervold
>-8, #80500, N558RL reserved, starting fuse
>Vancouver, WA
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | SportAV8R(at)aol.com |
| Subject: | Re: Fuel Sender Calibration |
> Since the senders don't "resist" at 30-240 ohms at each end of float
> travel, I suspect that the sensors on my plane have been matched to the
> (probably less accurate IssPro auto gauges (made in India!) initially
> installed by the builder. Question is, what do I do now?
>
> I suspect I will have to fly off or drain fuel in tanks and then remove
> sending units which involves a tight fit with screw driver. Then do I bend
> the float arms or what? I've looked in the builders manual but can't find
> any info. There is an article in the RV-Ator 16 year collection of articles
> though.
>
Bill- I'm juming in to this thread kind of late, but I wonder if you have
taken into account the non-linearity of the tank itself... by that I mean the
float, located in the root end of the tank, will "peg" against the top of the
tank when the tank is less than full (remember the wing dihedral and how far
the filler cap is above the tank's top at the inboard end.) Because of this,
you can never really measure the fuel quantity above a certain level, without
moving the sender to the outboard (high) end of the tank. If you did that,
you'd lose the ability to measure the last few gallons as they empty out, and
they are much more critical. So I think the design compromise forced on Van
by the slope of the tanks was to locate the senders in the root ends, knowing
that the gauges won't budge off of "full" for awhile in that configuration.
-Bill B
________________________________________________________________________________
| From: | "Tom Craig-Stearman" <tcraigst(at)ionet.net> |
| Subject: | Re: Ballistic Recovery System |
Paul,
A ballistic parachute, in my thinking, does not pass the cost/benefit
analysis in an RV. In a pinch we can make a survivable forced landing in a
few hundred feet of reasonably clear ground. There was even a post a short
while back from an RV pilot who successfully ditched in tall trees. Not
only did he survive, he recovered the airplane. The cost, weight, space,
and complexity of a ballistic chute in our tight airplanes outweighs the low
probability of a really ugly crash in really bad terrain. Against that low
probability I plan to wear a personal chute at considerably lower cost and
weight. While drifting down in my chute I will begin planning my next RV
project.
Regards,
Tom Craig-Stearman
tcraigst(at)ionet.net
RV-4 64ST trimming the baffling to clear the upper cowl
>>Has anyone installed or seen an installation of a BRS in an RV? Where
would
>it go? Certainly not aft of the baggage area, I hope....The main problem I
>see is that they weigh about 25 pounds for one that would work for a loaded
>RV......
________________________________________________________________________________
| From: | "John Fasching" <fasching(at)amigo.net> |
| Subject: | Re: Ballistic Recovery System |
Van also commented about a BRS in a recent RVator - he said, as I recall,
that the structural changes needed would be extensive, and he thought that
the weight penalty would be great - as I recall his remarks.
We had one plane here (a Canadian ultra-like plane, a "Beaver") that had an
engine out incident. Rather than deploying the BRS (it costs a lot to have
them repacked) the pilot elected to put it down in a fairly clear field;
only one tree in the area. You guessed it, he put it down into the tree
top. Fortunately he's OK, the plane is pretty well smashed up tho! Maybe
the BRS isn't too good an idea in all circumstances!
________________________________________________________________________________
| From: | "Stucklen, Frederic IFC" <stuckle(at)ifc.utc.com> |
| Subject: | Front Gear Leg Failure Summary |
Listers,
Regarding the breakage of my front gear leg, I have the following to
offer to the list & RV community.
As to why the front gear leg broke, Van has not released to me
the full metallurgy report, and does not plan to in the future. He has
written me indicating that my "gear leg showed signs of metal fatigue" and
that it "had some surface imperfections which could have lowered its fatigue
life". He also indicated that my "new gear leg has been inspected and found
to be free of surface imperfections." and that "the service life of this
gear leg should be much longer than the first leg"...."However, we don't
know exactly what this life might be". He further indicated that, while the
prototype RV-6A nose gear leg had been replaced "at about 1600-1700 hours of
use, we did not inspect it for the surface conditions we are now aware of --
this gear had been replaced for other reasons". In closing, he stated, "...
we are confident that the current production, inspected gear legs will offer
a long service life under normal use".
I have to say that I am very satisfied with Van's organization
for the service and cost breaks he has offered to me in getting N925RV back
into the air. During the past eight weeks, Tom Green and I got to hear from
each often, both on the phone and by email. Tom expedited the repair &
refitting of the new front gear leg to my motor mount, which greatly
lessened the time back into the air. He and his office personnel are to be
commended for their efforts (Jerome, be sure Tom sees this...).
However, I am a bit more critical of Mr. VanGrunsven's decision
to not share the metallurgy results with me. While his letter indicated that
my gear leg "had some surface imperfections" that lead to "metal fatigue", I
am still at a loss as to what these "imperfections" were, and where they
came from. Where they self induced during the kit assembly process? Or where
they introduced in the gear leg manufacturing process? If it was self
induced, how was that achieved (File marks???) and how might it be prevented
next time (and with the next builder)? If it was a leg manufacturing process
issue, are there any more out there that need to be found? (Even ONE should
be too many if it's "surface conditions we are now aware of --" ....). More
importantly, if it is a manufacturing issue, why not communicate the
findings to all builders as a warning so that POSSIBLE PROBLEMS might be
found prior to another failure. (I guess that's what I'm doing...)
In my opinion, all RV-6A aircraft gear legs, especially older
gear legs (mine was purchased in 1991), should be inspected for this
"surface condition" to insure against future failures. We all should
periodically inspect this leg, especially after the occurrence of any front
wheel shimmy condition. If a crack is found early enough, you won't be
subjected to the repairs that I endured. My gear leg cracked in excess of
50% through the rod prior to breaking.
Fred Stucklen
N925RV RV-6A
E. Windsor, Ct
________________________________________________________________________________
| From: | Craig Hiers <craig-RV4(at)worldnet.att.net> |
| Subject: | Re: Ballistic Recovery System |
Tom Craig-Stearman wrote:
> weight. While drifting down in my chute I will begin planning my next RV
> project.
>
> Regards,
> Tom Craig-Stearman
> tcraigst(at)ionet.net
> RV-4 64ST trimming the baffling to clear the upper cowl
Now thats what I call a die-hard RV fan.
Craig Hiers
RV-4 N143CH
e out incident. Rather than deploying the BRS (it costs a lot to have
>them repacked) the pilot elected to put it down in a fairly clear field;
>only one tree in the area. You guessed it, he put it down into the tree
>top. Fortunately he's OK, the plane is pretty well smashed up tho! Maybe
>the BRS isn't too good an idea in all circumstances!
This is probably a terribly insensative thing to say, but I never been
known for my diplomacy. If I was building an RV-8, I would think long and
hard about putting a BRS into my plane. At least until they find out why
that wing came off....
--
Scott VanArtsdalen
svanarts(at)jps.net
"The essence of character is doing what's right,
even when nobody's looking."
- J. C. Watts
________________________________________________________________________________
| From: | MICHAEL <lottmc(at)datasync.com> |
| Subject: | Re: Ballistic Recovery System |
Not meaning to be sarcastic, but, I would like to see how many rv
pilots could safely put there plane down in a few hundred feet in
a pinch. I can barely do it when I have a whole circuit to plan
it, and no problems with the plane.
________________________________________________________________________________
| From: | Randy Pflanzer <rpflanze(at)iquest.net> |
I finally reached a major milestone over the past weekend. After wiring up
nearly everthing
I could up under the panel, I decided to mount my engine. Now it finally looks
like an airplane. I can hardly wait to fire it up.
I had made many of the firewall penetrations for wires, heat, etc. but I
needed the engine
mounted to make the penetrations for the cables. I'll spend this weekend
getting that job
started.
Two things worth noting. If you're looking for an engine, I don't see how
you can
go wrong with Bart Lalonde at Aero Sport Power. They have been just great
and the engine
looks great. I chromed the valve covers, intakes, and shroud tubes. I have
LASAR
electronic ignition. It was a breeze to wire up. Total cost was $14,250.
If you haven't mounted your engine yet, I strongly encourage you to buy the
engine
mounting pins that Avery sells. Because the DYNAFOCAL mounts point inward,
getting the
bolt holes to line up can be tough. With the Avery pins, you bolt the top
mounts on
first and they are easy to reach. You then use the pins to line up the
holes in the
bottom mounts, push the bolt in behind the pin, and voila..... you're done.
Took
20 minutes top.
Now, I'm really motivated to get this bird done. I just might get it ready
for Oshkosh
next year (as long as my wife will hold off that dining room furniture one
more year.)
Randy Pflanzer N417G "Special Angel"
RV-6 Slider ("Making motor sounds while flying in the garage")
________________________________________________________________________________
| From: | "Jeff Orear" <jorear(at)mari.net> |
| Subject: | Re: Front Gear Leg Failure Summary |
Fred:
On behalf of 6A builders everywhere, thank you for sharing your information
with us. You have highlighted what this list is all about.
Has Van's ever considered manufacturing the nose gear leg using Titanium? I
realize that this would be a bit more expensive, but compaired to an engine
overhaul caused by a prop strike, I'll eat the extra cost.
I'm no metallurgist, so perhaps I am off base here. Any opinions out there?
Regards,
Jeff Orear
RV6a 25171
wing spars
Peshtigo, WI
________________________________________________________________________________
| From: | Jerry Springer <jsflyrv(at)ix.netcom.com> |
| Subject: | Re: Ballistic Recovery System |
MICHAEL wrote:
>
>
> Not meaning to be sarcastic, but, I would like to see how many rv
> pilots could safely put there plane down in a few hundred feet in
> a pinch. I can barely do it when I have a whole circuit to plan
> it, and no problems with the plane.
>
I think you have to look at what we are talking about here. To me the
safely means I and my passenger can walk away from the airplane
no matter what condition it is in. I know that I can get down in a few
hundred feet and walk away if I have to. Touch down and grounds loop
is one way, touch down and apply hard breaking is another, you may end up
on your back but still survive, Touch down and hit those trees at the
other end just try not to hit directly on the nose of the airplane. As
I tell my students "I would much rather hit something at the other end at
20-30mph after getting on the ground than I would stalling or come in short
and hit something at 70 mph.
To many people think of trying to save the airplane in a emergency landing
forget the dam airplane they make them everyday, just save yours and your
passengers butts.
BTW I have been in the situation with the fan stopped, at 300ft. and
nowhere to go. It was straight ahead touch down in a small clearing
Very hard brakeing, upside down I go and crawl out from under it to
to fly another day. This was not a RV it was a single place airplane
I built years ago with a VW engine but the results are the same when
the engine quits.
--
Jerry Springer RV-6 N906GS First flight July 14, 1989 :-) Hillsboro, OR
jsflyrv(at)ix.netcom.com
________________________________________________________________________________
| From: | Charlie and Tupper England <cengland(at)netdoor.com> |
| Subject: | Re: Ballistic Recovery System |
> We had one plane here (a Canadian ultra-like plane, a "Beaver") that had an
> engine out incident. Rather than deploying the BRS (it costs a lot to have
> them repacked) the pilot elected to put it down in a fairly clear field;
> only one tree in the area. You guessed it, he put it down into the tree
> top. Fortunately he's OK, the plane is pretty well smashed up tho! Maybe
> the BRS isn't too good an idea in all circumstances!
>
I had a friend who went to great lengths to install one in a Bushby Mustang II
(grossly overweight with a Ford V6 engine).
He had an ignition failure less than a mile from the airport, elected not to
deploy the chute, and did not survive the crash.
Charlie
________________________________________________________________________________
| Subject: | Re: Mounting Engine |
| From: | n41va(at)Juno.com (VON L ALEXANDER) |
Randy;
Was that $14,250 for an engine from Aero Sport for a 0-320, or 0-360?
Von Alexander
RV-8 N41VA
N41VA(at)juno.com
________________________________________________________________________________
| From: | Mitch Faatz <mfaatz(at)sagenttech.com> |
>
> If you haven't mounted your engine yet, I strongly encourage
> you to buy the engine mounting pins that Avery sells.
And for the opposing vote, what a *waste* of money.
Uncle Mitch sez "Don't buy the Avery engine mounting pins".
Okay, out of the four mounting bolts, you do the top two first, which
are easy. That leaves the bottom two. Of these, I found that neither
of the engine mounting pins would clear the oil filler shoulder on the
engine. Of course, it took 10 minutes to get it worked back out the
first time this happened. So that leaves $9 or whatever they cost for
one hole. Well, I tried about 20 times to get the bolt to follow the
mounting pin, and every frickin time the bolt still caught on the engine
mount tab. Yeeha. If I had spent any more money on these I would have
taken the time to send them back. But it sure seemed like a good idea.
Mitch Faatz San Jose, CA N727MF (reserved)
RV-6AQME Finishing Kit...
Pres/Newsletter Editor - Bay Area RVators
It's good to be empassioned about weenie things...
________________________________________________________________________________
| From: | JNice51355(at)aol.com |
| Subject: | Re: Registration and Taxes |
In a message dated 10/8/98 8:55:46 PM Pacific Daylight Time,
rv6flier(at)yahoo.com writes:
<< If I did not pay in advance of the appeal, I would
still owe with a penalty. >>
Sounds like Big Brother "has arrived"
________________________________________________________________________________
| From: | Jim Sears <sears(at)searnet.com> |
| Subject: | Engine baffle to inlet duct clearance. |
Listers,
I sent a note to Van's concerning the clearance needed between my
inlet ducts on the top cowl and the front center bulkheads of the
engine baffle system. My inlet ducts almost touch the bulkheads. I'm
worried that the engine motion might bang on the ducts and cause
damage to the baffle or to the ducts. Per Bill Benedict at Van's, there is
very little side to side motion to worry about. Out of curiousity, I'd like to
know how much room you allowed between the ducts and the sides of
the bulkhead. I've allowed 3/8" to 1/2" over all of the tops; but, this
one has me scratching my head. When I get a good idea, I can finish
those seals, at last. :-)
Thanks for your help!
Jim Sears in KY
RV-6A N198JS (Baffles almost done!)
________________________________________________________________________________
| From: | Jim Sears <sears(at)searnet.com> |
| Subject: | RV-6A Oil cooler installation |
Listers,
The other day, I asked which was best for the firewall mount. To have
the orientation verticle or to have it horizontal. Actually, I never got a
clear cut answer. In reality, it probably doesn't matter. Mine will be
horizontal just as it says in the plans. Today, I saw a C172 with a
firewall mounted oil cooler. Yep, horizonal. However, I did see a neat
thing about the installation that I wanted to relate. On one side of the
oil cooler, there was a T fitting. On one side was the hose to the
engine. On the other was a drain plug. I liked that and thought you
might be able to use it for getting those last bits of oil drained at oil
changes. I may opt to do that one, myself!
Jim Sears in KY
RV-6A N198JS
________________________________________________________________________________
| From: | "Moe Colontonio" <moejoe(at)bellatlantic.net> |
| Subject: | Re: Ballistic Recovery System |
They say the BRS can handle up to 1800lbs Gross weight, but I would think
the plane needs to be designed around the system. For instance, on an RV8,
where would you mount the thing so that you don't end up tearing the plane
apart when you have to deploy it at 225 MPH? I would assume that it has to
go right above, or near the CG. What would happen if it accidentally
deployed? Has anyone heard of a BRS saving the passengers in an 1800lb
airplane? I know they are testing it on that Cirrus, but are they actually
letting it hit the ground? You come down at something like 30FPS, and that's
still pretty fast. The BRS is a viable solution for ultralights, but I don't
think they are quite ready to strap the thing to a high performance airplane
just yet, especially as a retro fit. I intend to wear a parachute in my RV,
and am asking around to see what I can do to make the canopy jettisonable,
as I've heard you can't get a slider open in flight.
Moe Colontonio
moejoe(at)bellatlantic.net
Check out my RV-8 Page at:
http://members.bellatlantic.net/~moejoe
>
>>
>>Van also commented about a BRS in a recent RVator - he said, as I recall,
>>that the structural changes needed would be extensive, and he thought that
>>the weight penalty would be great - as I recall his remarks.
>>
>>We had one plane here (a Canadian ultra-like plane, a "Beaver") that had
an
>>engine out incident. Rather than deploying the BRS (it costs a lot to have
>>them repacked) the pilot elected to put it down in a fairly clear field;
>>only one tree in the area. You guessed it, he put it down into the tree
>>top. Fortunately he's OK, the plane is pretty well smashed up tho! Maybe
>>the BRS isn't too good an idea in all circumstances!
>
>
>This is probably a terribly insensative thing to say, but I never been
>known for my diplomacy. If I was building an RV-8, I would think long and
>hard about putting a BRS into my plane. At least until they find out why
>that wing came off....
>--
>Scott VanArtsdalen
>svanarts(at)jps.net
>
>"The essence of character is doing what's right,
>even when nobody's looking."
> - J. C. Watts
>
________________________________________________________________________________
| From: | JNice51355(at)aol.com |
| Subject: | Re: Front Gear Leg Failure Summary |
In a message dated 10/9/98 5:20:20 PM Pacific Daylight Time, jorear(at)mari.net
writes:
<< Has Van's ever considered manufacturing the nose gear leg using Titanium?
>>
Maybe someone should talk with the fellow who has the Titanium Tie-Downs made,
and see if he would like to do gear legs also. He might know if it is
considered viable.
Jim Nice
RV6A
________________________________________________________________________________
| From: | "Ronald Blum" <fly-in-home(at)worldnet.att.net> |
| Subject: | One Flight Test View on BRSs |
>>Van also commented about a BRS in a recent RVator - he said, as I recall,
>>that the structural changes needed would be extensive, and he thought that
>>the weight penalty would be great - as I recall his remarks.
Think about the conditions in which YOU would deploy the chute. As a really
rough estimate, opening loads would be in the range of
(0.5)*rho*V^2*S*1.3 -at least. That's a lot of load going into the attach
point . . . and a lot of Gs on you and the entire airframe. Van's right on
the structural beef up.
>This is probably a terribly insensative thing to say, but I never been
>known for my diplomacy. If I was building an RV-8, I would think long and
>hard about putting a BRS into my plane. At least until they find out why
>that wing came off....
Again, think about the conditions in which YOU would deploy the chute. Here
are three "typical" scenarios where chutes are deployed.
1. The airplane is in unrecoverable high speed flight (Mach tuck, poorly
performed split-S, ...). Here, a smaller chute out the back of the airplane
is the best answer - yet loads are VERY high.
2. The airplane is in an unrecoverable stall and/or spin. Here, a chute out
the aft end of the airplane works well (known as a spin chute), but you'll
want to be able to release it later.
3. The airplane has structural damage. If the airplane is structurally
damaged, it will most likely NOT be doing straight and level flight. Where
is the chute going to go? Will it be a good umbrella, a streamer, or put
the nose, tail or top of the aircraft toward the ground?
If you want to save something, make it yourself, and improve YOUR odds of
survival; ditch the aluminum. If you fly acro, wear a chute (and fly high
enough). When performing hazardous tests, we carry four chutes - two on the
aft end of the airplane and one on each of us. Both chutes on the aft end
of the airplane are high speed or low speed, depending on the test. Both
shoot out the aft end of the airplane (one at a time), and both can be
released from the airplane after the event is over. They are designed to
bring the airplane back to a stable condition (not designed to save the
aircraft but rather to allow the crew to get out if recovery cannot be
accomplished from the chute deployed flight condition).
Fly smart. Adding stuff doesn't always make the airplane safer.
Ron
FLY-IN-HOME(at)worldnet.att.net
ps. This message will look like crap if I haven't solved my e-mail
problems.
ps2 As for the -8 proto, I have 110% confidence in Van's design. All
airplanes will come apart when over-G occurs. The BRS would not have helped
here, either.
ps3 Yes, in the 75 year history of spam, we have used all three different
type of chutes we carry (personal, high speed and spin).
________________________________________________________________________________
| Subject: | Re: Shipping Charges |
Bill, Thanks I will check with Vans.
Rollie
________________________________________________________________________________
| From: | jerry calvert <calverjl(at)flash.net> |
David Carter wrote:
>
>
>
> It is interesting that you should apply the corrosion protection primer
> same day as applying the alodine - not supposed to alodine one evening
> and then paint the next day (at least Pittsburg Paint says that).
>
>David,
I use Henkel 1201 alodine and it says to paint immediately after drying
the aluminum. I guess there is something chemically going on with
uncoated alodine or maybe it loses its adhesion properties if left
uncoated to long????
Jerry Calvert
Edmond Ok -6a wings
________________________________________________________________________________
| From: | "Clear Creek Assoc." <PineRanch(at)email.msn.com> |
| Subject: | Re: Front Gear Leg Failure Summary |
Titanium is certainly lighter & stronger than many steel alloys in terms of
ultimate yield strength but it is also much more flexible and more prone to
notch sensitivity. That flexibility might be a problem with a nose gear. The
notch sensitivity of titanium might also be a problem. Small scratches in
titanium can easily propagate to a complete crack.
Paul Osterman
RV6A Fuse up on wheels
-----Original Message-----
From: Jeff Orear <jorear(at)mari.net>
Subject: Re: RV-List: Front Gear Leg Failure Summary
>Has Van's ever considered manufacturing the nose gear leg using Titanium?
I
>realize that this would be a bit more expensive, but compaired to an engine
>overhaul caused by a prop strike, I'll eat the extra cost.
>
>I'm no metallurgist, so perhaps I am off base here. Any opinions out
there?
>
________________________________________________________________________________
| From: | "Randy Lervold" <RandyLervold(at)csi.com> |
Randy;
The F-801-L IS the rudder cable backing plate, and according to my plans,
you DO have to make them out of AS3-125 material. Maybe you have a newer
kit? Mine is #544. Again, just leave all this off if you are planning on
using the new ground adjustable rudder pedals.
Von,
Right you are. That's what I get for trying to work from memory when
responding to a message... shame on me.
I did go with the simpler ground adjustable pedals and didn't realize that I
could leave the rudder cable backing plates off. Of course I've already
fabricated them. This is good information, thanks!
Randy Lervold
-8, #80500, finishing wings, starting fuse
________________________________________________________________________________
| From: | "Gummos" <tg1965(at)linkline.com> |
| Subject: | Re: Front Gear Leg Failure Summary |
One of Harmon's Rocket II titanium gear legs just broke while the plane was
taxi-ing out for take-off. He did a redesign of the shape to fix the
problem.
Tom Gummo
Apple Valley, CA
-----Original Message-----
From: Jeff Orear <jorear(at)mari.net>
Date: Friday, October 09, 1998 7:45 PM
Subject: Re: RV-List: Front Gear Leg Failure Summary
>
>Fred:
>
>On behalf of 6A builders everywhere, thank you for sharing your information
>with us. You have highlighted what this list is all about.
>
>Has Van's ever considered manufacturing the nose gear leg using Titanium?
I
>realize that this would be a bit more expensive, but compaired to an engine
>overhaul caused by a prop strike, I'll eat the extra cost.
>
>I'm no metallurgist, so perhaps I am off base here. Any opinions out
there?
>
>
>Regards,
>Jeff Orear
>RV6a 25171
>wing spars
>Peshtigo, WI
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | JamesCone(at)aol.com |
| Subject: | Re: Mounting Engine |
I am glad to hear that someone liked my invention for getting the engine mount
bolts installed in a dynafocal mount. I talked Bob Avery into making these
line up pins available without asking for anything in return because I wanted
to give something to the RV community that I thought would help make the job
of engine installation easier. Bob said that initially there was little call
for the installation pins and that he wasn't sure that they would be a viable
sales item. To his credit, he made up a supply and has them in his catalog at
a very reasonable price. Like Randy says, the pins make short work of getting
the bolts installed. Lets reward Bob Avery for making these available by
getting a set for your installation.
Reference Mitch Faatz's comments about them not working: you have to push the
pin in just enough to start the lineup process. When the pin is in place
with the bolt up against the cupped rear face of the pin, you give the bolt a
sharp rap with a hammer and the bolt follows through before the engine mount
can jump in the way. I have had my engine on and off several times and if you
just push the bolt through, sure enough, as soon as the pin clears the mount
ear, things don't line up. You have to be quick. There are also two sizes of
pins that come in the set and you have to use the right length one for the
mount that you have.
Jim Cone
________________________________________________________________________________
| From: | Mitch Faatz <mfaatz(at)sagenttech.com> |
>
>Reference Mitch Faatz's comments about them not working:
>you have to push the pin in just enough to start the lineup
>process. When the pin is in place with the bolt up against
>the cupped rear face of the pin, you give the bolt a sharp
>rap with a hammer and the bolt follows through before
>the engine mount can jump in the way.
>...You have to be quick...There are also two sizes...
Oh, I understand the concept. And I did use this method with a quick
hammer strike, but it wasn't having it. And no, even the shorter pin
wasn't short enough to work on the side with the oil filler shoulder.
Oh well, I'm glad some people have had luck with this them. I was using
a deadblow hammer, maybe the lack of a secondary bounce/impact made this
less effective at the critical moment.
Mitch Faatz San Jose, CA N727MF (reserved)
RV-6AQME Finishing Kit...
Pres/Newsletter Editor - Bay Area RVators
http://www.skybound.com/BARV
>
________________________________________________________________________________
| From: | Allan.Gibson(at)fluordaniel.com |
| Subject: | Ballistic Recovery System |
I talked to BRS about their system at Oshkosh and one thing that was
mentioned was that the speed of arrival on the ground with their test
Cessna 150 was high enough to write the airframe off due to bent under
carriage and the wings hitting the ground (in a high wing aircraft).
The BRS system is only an alternative to a personal parachute and will
not save your aircraft.
______________________________ Reply Separator _________________________________
Subject: Re: RV-List: Ballistic Recovery System
Date: 09-10-98 17:14
Not meaning to be sarcastic, but, I would like to see how many rv
pilots could safely put there plane down in a few hundred feet in
a pinch. I can barely do it when I have a whole circuit to plan
it, and no problems with the plane.
________________________________________________________________________________
| From: | "Leslie B. Williams" <lesliebwilliams(at)email.msn.com> |
| Subject: | Re: Mounting Engine |
Mitch, I had the same experience you did on my 0-360A1A. Sorry, Jim. For
me, they just didn't work like you say they should.
Les Williams/RV-6AQ/Tacoma WA
>>
>>Reference Mitch Faatz's comments about them not working:
>>you have to push the pin in just enough to start the lineup
>>process. When the pin is in place with the bolt up against
>>the cupped rear face of the pin, you give the bolt a sharp
>>rap with a hammer and the bolt follows through before
>>the engine mount can jump in the way.
>>...You have to be quick...There are also two sizes...
________________________________________________________________________________
| From: | Allan.Gibson(at)fluordaniel.com |
| Subject: | Ballistic Recovery System |
Given the love of things that go thump and bang on this list, has
anyone considered the pilot escape system used on the Pilatus PC-7?
This used a rocket (which punched through the canopy if it hadn't been
jettisoned) to deploy a parachute (as per the BRS system) which then
was used to extract the pilot from the aircraft (complete with his
seat). This was used as the PC-7 was not strong enough to withstand
the forces from an ejection seat, so it should be adaptable to
something like an RV.
Failing that a setup like the F-111 bomber with a cockpit separation
could work.
P.S. the PC-7 is the direct (piston engined) ancestor to the PC-9 and
the USAF's new turboprop trainer.
________________________________________________________________________________
| From: | Carroll Bird <"catbird(at)taylortel.com"(at)taylortel.com> |
| Subject: | Re: Mounting Engine |
Mitch Faatz wrote:
I did use this method with a quick
> hammer strike, but it wasn't having it.
I had this problem I tried about twice. Then I took the bolt over to the
belt sander and rounded the end of the bolt so it would fit in the cup
of the tool. Instant success. The castelated nut was past the part that
I had to grind off so there was no damage to the bolt.
Carroll Bird Buffalo Gap, TX
RV-4 Nearing completion
________________________________________________________________________________
| From: | "Ronald Blum" <fly-in-home(at)worldnet.att.net> |
| Subject: | Re: Ballistic Recovery System |
> Given the love of things that go thump and bang on this list, has
> anyone considered the pilot escape system used on the Pilatus PC-7?
> This used a rocket (which punched through the canopy if it hadn't been
> jettisoned) to deploy a parachute (as per the BRS system) which then
> was used to extract the pilot from the aircraft (complete with his
> seat). This was used as the PC-7 was not strong enough to withstand
> the forces from an ejection seat, so it should be adaptable to
> something like an RV.
> Failing that a setup like the F-111 bomber with a cockpit separation
> could work.
> P.S. the PC-7 is the direct (piston engined) ancestor to the PC-9 and
> the USAF's new turboprop trainer.
Have you considered weight, cost, design and complexity?
Plus, don't get me started on that "trainer". I guess you can perform
engine out, torque, and a host of other things just like in the jets these
kids will be moving up into . . . . NOT. Actually, to make this list
related. We could train in RVs (that would be way cool).
Ron
FLY-IN-HOME(at)worldnet.att.net
________________________________________________________________________________
| From: | Bob Skinner <bskinr(at)trib.com> |
Have any 6/6A slider builders had any problems with the canopy latch
handle being too short? We don't have very good edge distance for the hole
through the latch tube even when drilling the hole through the bottom of the
aluminum handle.
Also, was there an "AD" on the suspended rudder pedals on the 6/6A as
there was on the floor mounted rudder pedals?
Thanks,
Bob Skinner RV-6 450 hrs. Buffalo, WY bskinr(at)trib.com
________________________________________________________________________________
| Subject: | Re: Wing skin bevel. |
I am drilling my bottom wing skins. What is good techinique and tool to use
when beveling the inboard and outboard skins so they fit together real smooth
at rib without leaving a bump in the wing?
________________________________________________________________________________
| From: | "Randy Lervold" <RandyLervold(at)csi.com> |
Listers,
I'm now doing the final install on my RV-8 tanks. Question; is it
wise/smart/recommended to put Loctite (blue) on the screws? Is there
typically any need to remove the tanks during later installation other than
for leaks or something major?
Thanks
Randy Lervold
-8, #80500, finishing wings, starting fuse
Vancouver, WA
________________________________________________________________________________
| From: | "Stephen J. Soule" <SSoule(at)pfclaw.com> |
| Subject: | Wing skin bevel. |
I used a file and 340 grit emery paper.
Steve Soule
Huntington, Vermont
RV-6A Fuselage in the canoe stage
-----Original Message-----
What is good techinique and tool to use
when beveling the inboard and outboard skins so they fit
together real smooth
at rib without leaving a bump in the wing?
________________________________________________________________________________
| From: | "Eustace Bowhay" <ebowhay(at)shuswap.net> |
Finally got a computer after much pressure from my RV friends. Still
trying to learn how to use it. Have been following the posts and hope I may
be able to contribute in some way.
Eustace Bowhay C-FHAY RV6 (amphib. floats)
Blind Bay British Columbia
________________________________________________________________________________
| From: | Louis Willig <larywil(at)home.com> |
>
>Finally got a computer after much pressure from my RV friends. Still
>trying to learn how to use it. Have been following the posts and hope I may
>be able to contribute in some way.
>
>Eustace Bowhay C-FHAY RV6 (amphib. floats)
>Blind Bay British Columbia
Mr Bowhay,
It is a genuine pleasure and honor to have someone with your stature and
reputation on this list. Any contributions you make to our list will be
seriously considered, and no doubt, many will be applied.
Now if we could only get Van to get a computer....
Louis
Louis I. Willig
larywil(at)home.com
(610) 668-4964
Philadelphia, PA
________________________________________________________________________________
hope I may
> be able to contribute in some way.
>
> Eustace Bowhay C-FHAY RV6 ------> (amphib. floats) <--------
> Blind Bay British Columbia
>
......Well, to start with, what can you tell us about the floats?
Welcome to the List
Brian Eckstein
6A, Michigan, Fisherman, Canadian vacationer.
________________________________________________________________________________
| From: | ammeterj(at)home.com |
>
>Finally got a computer after much pressure from my RV friends. Still
>trying to learn how to use it. Have been following the posts and hope I may
>be able to contribute in some way.
>
>Eustace Bowhay C-FHAY RV6 (amphib. floats)
>Blind Bay British Columbia
Welcome, Eustace!!!
Haven't talked to you for a couple of years now so am hoping you will
have much input to the group.
I, for one, would love to hear how the amphib floats are doing on your
RV-6. Could you give us an update on that?
John Ammeter
Seattle WA
USA
1975 JH-5
RV-6 (sold 4/98)
________________________________________________________________________________
| From: | "Eustace Bowhay" <ebowhay(at)shuswap.net> |
________________________________________________________________________________
| From: | shelbyrv6a(at)mindspring.com (Shelby Smith) |
>
>Finally got a computer after much pressure from my RV friends. Still
>trying to learn how to use it. Have been following the posts and hope I may
>be able to contribute in some way.
>
>Eustace Bowhay C-FHAY RV6 (amphib. floats)
>Blind Bay British Columbia
Welcome,
I was wondering if you are still planning to offer amphib plans/kits?
Shelby in Nashville,
Jigging Fuselage.
________________________________________________________________________________
| From: | Gary Zilik <zilik(at)bewellnet.com> |
Bob,
I have not heard of any AD's on the suspended rudder pedals but I may
be wrong.
I had to shorten the guide tube that is welded on to the canopy frame by
about 1/4 inch. My latch mechenism was also to short and I hade to
fabricate another one.
October 03, 1998 - October 10, 1998
RV-Archive.digest.vol-fo