RV-Archive.digest.vol-lo
September 21, 2001 - September 28, 2001
thought I would fly-in a borrowed plane. Any chance I could get ride in
a -6 from someone. I have never ridden in an RV and would love the
chance to obtain an RV grin.
Gary Coonan
Rockvale, TN
RV-7 >>
Yep, I'll be there and will be glad to give a ride or two. Just look for
the white/yellow/checkerboard Rv-6 and ask the owner...
Kyle Boatright
0-320/Aymar Demuth RV-6 Slider
Kennesaw, GA
http://www.angelfire.com/my/rv6
________________________________________________________________________________
| From: | KBoatri144(at)aol.com |
| Subject: | Re: proseal on canopies |
In a message dated 9/21/01 1:31:35 PM Eastern Daylight Time, rv8a(at)lycos.com
writes:
<< I would love to use Proseal to seal up the edges left between the canopy
and the fairing but I don't have the slightest idea how to get a bead of it
small enough to insert between these two. I need a bead about 1/8 to 1/16
inch in diameter. How did others do this and are there cake decorating tools
involved :-)
- Jim Andrews
RV-8A ( flying again, thank God! ) >>
I masked the plexi off about 1/32 (Ok, I'm not that good with tape, but I
tried) from the various skirts, etc. that I wanted to seal. Then, I used a
popsicle stick to squeegie a small bead of proseal into the gaps. To remove
excess proseal, I used MEK on the skirts, and other non-plexi surfaces.
Finally, I removed the masking tape before the proseal hardened, leaving a
clean line.
Kyle Boatright
0-320/Aymar Demuth RV-6 Slider
Kennesaw, GA
http://www.angelfire.com/my/rv6
________________________________________________________________________________
| From: | "Steven DiNieri" <capsteve(at)adelphia.net> |
| Subject: | Aileron Gap Seal Installation |
Mike I made a small bar 1/2" thick 1"wide by 2"long just for #3 rivets
in hard to get at places. It Doesn't take much to set a 3. Your fingers
may go numb after a few but we all know these are all built with blood
sweat and tears....
Steve
Rv-6a
Can anyone out there tell me if they used the AN3-3 rivets to install
the aileron gap seal to the top wing skin on a -6? If so, How did you
install those rivets? The plans call out for 3-3 rivets but I can't for
the live of me see how to install those rivets without removing the top
skin. Since my top skin is already installed and riveted on, that
option is out of the question.
Mike Nellis - http://bmnellis.com
Plainfield, IL
RV6 N699BM (res) Building Flaps
Stinson 108-2 N9666K
________________________________________________________________________________
| From: | joe wiza <jwiza1(at)yahoo.com> |
| Subject: | Re: Flight Traning Restored |
THEY JUST DON'T GET IT DO THEY!!! Here at the Venice
FL airport where two of the pilots were trained, that
did the deed which threatens my freedom to fly etc,
the govt jumps right back into business as usual. The
student population is 60 percent other then North
America. Oh well they're our wonderful leaders that
are yet to be responsible for anything.
Joe
RV6A Heard it's suppose to get dark tonight.
--- Paul Besing wrote:
>
>
> One step closer, folks. See Below.
>
> Paul Besing
> RV-6A N197AB Arizona
> http://www.lacodeworks.com/besing
> Flying
> Kitlog Pro Builder's Log Software
> http://www.kitlog.com
>
> FAA approves resumption of most flight training
> activities
> 9/21/2001 7:00:23 PM - The FAA has just released a
> notam permitting the
> resumption of most flight training activities. The
> notam, which is effective
> at 0000Z (8 p.m. ET) tonight, allows VFR flight
> training in non-turbojet
> aircraft and gliders (weighing less than 12,500
> pounds) outside of enhanced
> Class B airspace.
>
> Within enhanced Class B airspace, with the exception
> of the Boston enhanced
> Class B and the Washington and New York exclusion
> areas (see TFR), VFR
> flight training in single- and multi-engine
> piston-powered aircraft under
> 6,000 pounds is permitted. (Almost all single-engine
> and light twin piston
> powered aircraft are less than 6,000).
>
> VFR flight training is still prohibited in the
> Boston enhanced Class B and
> in the Washington and New York exclusionary areas.
> (See AOPA's
> plain-language guidance on notams.)
>
> "We're absolutely delighted that the majority of the
> nation's flight
> training operations can get back in the air this
> weekend," said AOPA
> President Phil Boyer. "This is fantastic news for a
> segment of our industry
> that was suffering greatly.
>
> "AOPA is also pleased to have played a role in
> crafting the solution to
> restoring flight training in the Class B areas. AOPA
> earlier this week gave
> FAA a compilation of the number and weights of GA
> aircraft inside Class B
> airspace. The association suggested that a temporary
> 6,000-pound weight
> limit could be imposed to answer security concerns
> near major metropolitan
> areas."
>
> Conspicuously missing from this good news is
> permission for basic,
> non-training VFR flight in enhanced Class B airspace
>
> Boyer stated, "This is bizarre, and we expected VFR
> operations would be
> approved concurrent with flight training." In
> raising this issue with the
> FAA, it seems there is the perception of a greater
> element of control with f
> light training than non-training operations. The
> agency has assured AOPA
> they have a clear set of proposals to restore most
> VFR operations in
> enhanced Class B airspace, but they now must be
> approved at a higher level
> before they can proceed.
>
> In addition, Boyer pressed for the relocation of
> aircraft from the
> exclusionary Washington and New York areas. He was
> told that work on this is
> progressing, with relief expected very shortly.
>
> Boyer assured members that, "FAA isn't taking the
> weekend off on these
> remaining issues, and neither is AOPA staff. We'll
> be working to assist FAA
> in any manner to rapidly close the loopholes that
> are so critical to
> expanding Class B VFR operations and the movement of
> aircraft in the two
> most affected urban areas."
>
>
>
> http://www.matronics.com/unsubscribe
>
>
>
> through
>
> http://www.matronics.com/archives
> http://www.matronics.com/emaillists
>
> Matronics!
>
>
>
>
>
________________________________________________________________________________
| From: | joe wiza <jwiza1(at)yahoo.com> |
I know I'm wearing this down a bit but I have to ask
again.
Has anyone out there installed the navaid in the
RV6 or A under passenger side, attached to the the
passenger stick with positive results (with no
elevator disturbance) and flew the ACFT.
Has anyone out there attached it to the manual trim
control and if so what problems associated with the
inability to manually trim??? Any pioneer response
would be deeply appreciated.
Joe
RV6A Just love the right to pursue happiness.
________________________________________________________________________________
| From: | "Vince" <vwelch(at)knownet.net> |
| Subject: | Fw: Another telephone fraud |
Not RV related but important nonetheless.
Vince Welch
----- Original Message -----
From: "Merle Miller" <mmiller(at)mccarl.com>
; ; ;
Sent: Thursday, September 20, 2001 10:05 AM
Subject: FW: Another telephone fraud
-----Original Message-----
From: Becky Embaugh
Sent: Thursday, September 20, 2001 8:50 AM
Subject: FW: Another telephone fraud
> THIS IS VERY IMPORTANT INFORMATION PROVIDED BY AT&T
> >
> > DON'T EVER DIAL AREA CODE 809.
> > This one is being distributed all over the US. This is pretty
> > scary - especially given the way they try to get you to
> > call. Be sure you read this & pass it on to all your friends and
family
> > so they don't get scammed!
> >
> > MAJOR SCAM:
> > Don't respond to Emails, phone calls, or web pages which
> > tell you to call an "809" Phone Number. This is a very important
issue
> of
> Scam
> > busters because it alerts you to a scam that is spreading
*extremely*
> quickly
> > can easily cost you $24,100 or more, and is difficult to avoid
unless
> you
> > are aware of it.
> >
> > We'd like to thank Verizon for bringing this scam to our
> > attention. This scam has also been identified by the National
Fraud
> > Information Center and is costing victims a lot of money. There
are
lots
>
> of
> > different permutations of this scam.
> >
> > HERE'S HOW IT WORKS:
> > You will receive a message on your answering machine or
> > your pager, which asks you to call a number beginning with area
code
> 809.
> > The reason you're asked to call varies. It can be to receive
information
>
> > about a family member who has been ill, to tell you someone has
been
> arrested,
> > died, to let you know you have won a wonderful prize, etc. In
each
case,
>
> > you are told to call the 809 number right away. Since there are
so
many
> new
> > area codes these days, people unknowingly return these calls. If
you
> call
> from
> > the US, you will apparently be charged $2,425 per-minute. Or,
you'll
get
>
> a
> > long recorded message. The point is, they will try to keep you on
the
> > phone as long as possible to increase the charges. Unfortunately,
when
> you
> > get your phone bill, you'll often be charged more than
$24,100.00.
> >
> > WHY IT WORKS:
> > The 809 area code is located in the British Virgin Islands (The
> Bahamas).
> > The 809 area code can be used as a "pay-per-call" number,
> > similar to 900 numbers in the US. Since 809 is not in the US, it
is
not
> > covered by US regulations of 900 numbers, which require that you
be
> > notified and warned of charges and rates involved when you call a
> > "pay-per-call"
> > number. There is also no requirement that the company provide a
time
> period
> > during which you may terminate the call without being charged.
Further,
> > whereas many US homes that have 900 number blocking to avoid
these
kinds
>
> of
> > charges, do not work in preventing calls to the 809 area code. We
> recommend
> > that
> > no matter how you get the message, if you are asked to call a
number
> with
> an
> > 809 area code, that you don't recognize just disregard the
message.
Be
> > wary of email or calls asking you to call an 809 area code
number.
It's
> > important to prevent becoming a victim of this scam, since trying
to
> fight the
> > charges afterwards can become a real nightmare. That's because
you
did
> > actually make the call.
> >
> > If you complain, both your local phone company and your
> > long distance carrier will not want to get involved and will most
likely
>
> tell
> > you that they are simply providing the billing for the foreign
company.
> > You'll end up dealing with a foreign company that argues they
have
done
> > nothing
> > wrong.
> >
> > Please forward this entire message to your friends, family
> > and colleagues to help them become aware of this scam.
> >
> > Sandi Van Handel
> > AT&T Field Service Manager
> > (920) 687-904
> > Additional information can be obtained from the following
> > AT&T Web Site
> > http://www.att.com/fraud/home.html#thre/
> <http://www.att.com/fraud/home.html>
> >
> > AT&T Fraud Education: At Home !
>
>
> Sincerely yours,
>
> Marti Wash
> HDR Engineering, Inc.
> I was taught that the way of progress is neither swift nor easy. --
Marie
> Curie
>
>
________________________________________________________________________________
| From: | Charlie and Tupper England <cengland(at)netdoor.com> |
| Subject: | Re: Flight Traning Restored |
joe wiza wrote:
>
>
> THEY JUST DON'T GET IT DO THEY!!! Here at the Venice
> FL airport where two of the pilots were trained, that
> did the deed which threatens my freedom to fly etc,
> the govt jumps right back into business as usual. The
> student population is 60 percent other then North
> America. Oh well they're our wonderful leaders that
> are yet to be responsible for anything.
> Joe
> RV6A Heard it's suppose to get dark tonight.
>
> --- Paul Besing wrote:
> >
I'd be willing to bet that 60% of the student pilot
population nationwide is other than North American. I for
one am glad to see our freedom returning quickly. Disruption
of our way of life was the purpose of the attacks. Bigotry
against anyone who isn't just like you is playing right into
their hands.
Terrorists took the lives of thousands of people. The
National Security Council took your freedom to fly.
We would do well to remember that times of crisis do not
necessarily perfect our leaders' judgement. I was pleasantly
surprised at our president's call to focus our anger where
it belongs: on a relatively small group of criminally insane
individuals.
I hope you will re-evaluate your feelings about the
situation.
Charlie
________________________________________________________________________________
| From: | "Larry Pardue" <n5lp(at)carlsbad.net> |
>
> I know I'm wearing this down a bit but I have to ask
> again.
> Has anyone out there installed the navaid in the
> RV6 or A under passenger side, attached to the the
> passenger stick with positive results (with no
> elevator disturbance) and flew the ACFT.
>
Yes, for many hours. It works just fine.
Larry Pardue
Carlsbad, NM
RV-6 N441LP Flying
http://www.carlsbadnm.com/n5lp/index.htm
________________________________________________________________________________
| From: | "dave ford" <dford(at)michweb.net> |
For the RV6--where exactly are you routing the wiring from the panel to
get between the wing spars for flaps, lights, wing wiring, elect. trim,
etc.? Vans wiring kit shows down f602 along horizontal support, down
and across front of wing spar. Any other alternatives? Under battery
box? Along floor after descending f602?
Dave Ford
RV6 wiring
________________________________________________________________________________
| From: | "Douglas G. Murray" <dgmurray(at)telusplanet.net> |
| Subject: | Re: Aileron Gap Seal Installation |
Mike - You might be able to use the long back rivet set and peel the lower
part of the gap seal aft about 1/2" so that you can get to that row of
rivets. Back rivet the row and it will turn out well. The only other option
is to use blind CS rivets. You can hide them later with a little Bondo.
Good luck on your project.
Doug Murray RV-6 Just about ready to fly.
----- Original Message -----
From: Mike Nellis <mnellis(at)peoplepc.com>
Sent: Friday, September 21, 2001 9:13 AM
Subject: RV-List: Aileron Gap Seal Installation
>
> Can anyone out there tell me if they used the AN3-3 rivets to install
> the aileron gap seal to the top wing skin on a -6? If so, How did you
> install those rivets? The plans call out for 3-3 rivets but I can't for
> the live of me see how to install those rivets without removing the top
> skin. Since my top skin is already installed and riveted on, that
> option is out of the question.
>
> Mike Nellis - http://bmnellis.com
> Plainfield, IL
> RV6 N699BM (res) Building Flaps
> Stinson 108-2 N9666K
>
>
________________________________________________________________________________
| From: | "Douglas G. Murray" <dgmurray(at)telusplanet.net> |
| Subject: | Re: wire routing |
Dave - I brought the wiring back from under the instrument panel edges and
drilled a hole at the top of the vertical channel over the spar. The wires
run down inside the channel until they get to the spar. I then routed them
under the floor pans to a conduit that runs laterally across the aircraft
through the seat ribs. My wiring from the contol sticks comes into this
lateral conduit- I just melted a hole in the side of the conduit where wires
need to enter or exit. A gob of silicone secures the wires from chaffing on
the side of the exit hole.
Hope this helps,
Doug Murray RV-6 almost ready to fly.
----- Original Message -----
From: dave ford <dford(at)michweb.net>
Sent: Friday, September 21, 2001 11:36 PM
Subject: RV-List: wire routing
>
> For the RV6--where exactly are you routing the wiring from the panel to
> get between the wing spars for flaps, lights, wing wiring, elect. trim,
> etc.? Vans wiring kit shows down f602 along horizontal support, down
> and across front of wing spar. Any other alternatives? Under battery
> box? Along floor after descending f602?
>
> Dave Ford
> RV6 wiring
>
>
________________________________________________________________________________
| From: | "Ted Cross" <n0iak(at)qsl.net> |
| Subject: | Re: Flight Traning Restored |
So let's if I understand your point here.
A group of minority extremists don't like freedom and democracy so they
attack it. They succeed in their intial attack and all of a sudden Pres.
Lincoln was wrong, it seems that not all men are created equal after all
becuase this group of extremists say so, and just to press the point
home we're going to help them in their attack on freedom by ristricting
the rights of ALL foriegn nationals.
Let's see. I first came to this country 16 years ago on temporary duty
as a NATO forces member, based at Lowry AFB where I met my future wife.
I emigrated and settled here at the soonest possible moment.
Subsequently I've worked in the defense industry and personally
developed new electronics technology that is no doubt on it's way to the
gulf area right now and will help the US in this fight. Living here,
I've volunteered my time in Search and Rescue both local and FEMA.
Trained and spent time as a volunteer emergency medical worker, helped
the Red Cross and can attribute a number of cases where I've saved the
lives of American Citizens. The list goes on and no I'm not looking for
recognition or a medal. I am however, after 9 days of this, thouroughly
appauled at the complete lack of respect that perfectly honest, law
abiding and loyal foreign nationals seem to be experiencing these days.
Appauled at the fact that all foreign nationals, no matter the race, are
all of a sudden suspected terrorists. Needless to say I'm extrememly
offended. Clearly your outburst seems to indicate that you feel that
after so many years of dedicated loyal service to this count I have no
rights. That, now that the long awaited opportunity for me to learn to
fly has presented itself, I should be prevented from doing so becuase of
some screwed up moron and his team of bandits. And yet by the same token
I suspect that you don't feel that you should loose your right to fly
even though a minority of US citizens blew up a federal building in
Oklahoma city, or young US citizens blow up schools.
I suggest to you that we're not all terrorists and in general the
majority of the people on this planet are peacefull and caring people
who stand loyal to the USA. Don't let the terrorist win by taking away
these majorities freedoms.
Oh, if you're wondering, I'm from that country that Pres. Buch called
"no truer friend" in his speech last evening. As such I have suffered
personal losses to terrorist attacks over the years, from several
factions and I take terrorism very seriously. Do you still think I
deserve to loose my rights while I'm here defending yours?
Oh, and btw, something for you to ponder while you sit at home seething
over us "other than north americans"; have you considered the fact that
this country is what it is because of such "others". Go back far enough,
we're all foreign.
Deeply insulted.
Ted
joe wiza wrote:
>
> THEY JUST DON'T GET IT DO THEY!!! Here at the Venice
> FL airport where two of the pilots were trained, that
> did the deed which threatens my freedom to fly etc,
> the govt jumps right back into business as usual. The
> student population is 60 percent other then North
> America. Oh well they're our wonderful leaders that
> are yet to be responsible for anything.
> Joe
> RV6A Heard it's suppose to get dark tonight.
>
> --- Paul Besing wrote:
> >
> >
> > One step closer, folks. See Below.
> >
> > Paul Besing
> > RV-6A N197AB Arizona
> > http://www.lacodeworks.com/besing
> > Flying
> > Kitlog Pro Builder's Log Software
> > http://www.kitlog.com
> >
> > FAA approves resumption of most flight training
> > activities
> > 9/21/2001 7:00:23 PM - The FAA has just released a
> > notam permitting the
> > resumption of most flight training activities. The
> > notam, which is effective
> > at 0000Z (8 p.m. ET) tonight, allows VFR flight
> > training in non-turbojet
> > aircraft and gliders (weighing less than 12,500
> > pounds) outside of enhanced
> > Class B airspace.
> >
> > Within enhanced Class B airspace, with the exception
> > of the Boston enhanced
> > Class B and the Washington and New York exclusion
> > areas (see TFR), VFR
> > flight training in single- and multi-engine
> > piston-powered aircraft under
> > 6,000 pounds is permitted. (Almost all single-engine
> > and light twin piston
> > powered aircraft are less than 6,000).
> >
> > VFR flight training is still prohibited in the
> > Boston enhanced Class B and
> > in the Washington and New York exclusionary areas.
> > (See AOPA's
> > plain-language guidance on notams.)
> >
> > "We're absolutely delighted that the majority of the
> > nation's flight
> > training operations can get back in the air this
> > weekend," said AOPA
> > President Phil Boyer. "This is fantastic news for a
> > segment of our industry
> > that was suffering greatly.
> >
> > "AOPA is also pleased to have played a role in
> > crafting the solution to
> > restoring flight training in the Class B areas. AOPA
> > earlier this week gave
> > FAA a compilation of the number and weights of GA
> > aircraft inside Class B
> > airspace. The association suggested that a temporary
> > 6,000-pound weight
> > limit could be imposed to answer security concerns
> > near major metropolitan
> > areas."
> >
> > Conspicuously missing from this good news is
> > permission for basic,
> > non-training VFR flight in enhanced Class B airspace
> >
> > Boyer stated, "This is bizarre, and we expected VFR
> > operations would be
> > approved concurrent with flight training." In
> > raising this issue with the
> > FAA, it seems there is the perception of a greater
> > element of control with f
> > light training than non-training operations. The
> > agency has assured AOPA
> > they have a clear set of proposals to restore most
> > VFR operations in
> > enhanced Class B airspace, but they now must be
> > approved at a higher level
> > before they can proceed.
> >
> > In addition, Boyer pressed for the relocation of
> > aircraft from the
> > exclusionary Washington and New York areas. He was
> > told that work on this is
> > progressing, with relief expected very shortly.
> >
> > Boyer assured members that, "FAA isn't taking the
> > weekend off on these
> > remaining issues, and neither is AOPA staff. We'll
> > be working to assist FAA
> > in any manner to rapidly close the loopholes that
> > are so critical to
> > expanding Class B VFR operations and the movement of
> > aircraft in the two
> > most affected urban areas."
> >
> >
> >
> > http://www.matronics.com/unsubscribe
> >
> >
> >
> > through
> >
> > http://www.matronics.com/archives
> > http://www.matronics.com/emaillists
> >
> > Matronics!
> >
> >
> >
> >
> >
>
>
--
ideard 'Ted' Cross (N0IAK & G0HHY)
n0iak(at)qsl.net
n0iak(at)amsat.org
n0iak(at)mttop.org
ICQ: 16040894
N293TC (reserved) RV9A - Wings
________________________________________________________________________________
| From: | "Ed Bundy" <ebundy(at)velocitus.net> |
> I know I'm wearing this down a bit but I have to ask
> again.
> Has anyone out there installed the navaid in the
> RV6 or A under passenger side, attached to the the
> passenger stick with positive results (with no
> elevator disturbance) and flew the ACFT.
Yes. You have to be fairly precise to make sure you get full travel on the
servo with no fore/aft motion, but it works great. Mine's been flying for
about 200 hours.
> Has anyone out there attached it to the manual trim
> control and if so what problems associated with the
> inability to manually trim??? Any pioneer response
> would be deeply appreciated.
I don't think that would work very well. The manual aileron trim is not a
direct coupling and with the quick seek time of the Navaid I would imagine
the thing would "hunt" like crazy.
Ed Bundy - RV6A N427EM 400+ hours
160hp 0320 w/Sensenich 70x78
Eagle, ID
ebundy(at)velocitus.net
________________________________________________________________________________
| From: | Dave Bristol <bj034(at)lafn.org> |
| Subject: | Re: wire routing |
Dave,
I ran mine beside the battery box, in a conduit beside the floor stiffener
up under the fuel valve and over the center of the spar. That way I was
able to avoid going through the spar web and it allowed me to complete the
electrical before the wings were installed. Also, should the wings ever
have to be removed the wiring won't be in the way.
Dave - -6 still grounded in LA
dave ford wrote:
>
> For the RV6--where exactly are you routing the wiring from the panel to
> get between the wing spars for flaps, lights, wing wiring, elect. trim,
> etc.? Vans wiring kit shows down f602 along horizontal support, down
> and across front of wing spar. Any other alternatives? Under battery
> box? Along floor after descending f602?
>
> Dave Ford
> RV6 wiring
>
>
________________________________________________________________________________
| From: | "Michael J. Robbins" <kitfox(at)gte.net> |
| Subject: | Re: Paint is = done |
----- Original Message -----
From: Don Jordan <dons6a(at)juno.com>
Sent: Friday, September 21, 2001 2:53 PM
Subject: RV-List: Paint is = done
>
> I finished the paint last night.
Don;
Don't feel like you're alone. I'm doing all my own painting, and have taken
three weeks to paint my empennage, flaps and ailerons working 6 -8 hours a
day seven days a week. Just primed the right wing today, will shoot the
color tomorrow. Takes me 3 - 4 days to prep a wing, but that includes
fitting the wing tips and putting in all the nutplates in the wing roots.
Probably won't finish the left wing and fuselage for another two weeks. A
lot more work than I ever anticipated.
Mike Robbins
RV8Q 80591 N88MJ paint
________________________________________________________________________________
| From: | Vanremog(at)aol.com |
In a message dated 9/21/01 6:09:31 PM Pacific Daylight Time, jwiza1(at)yahoo.com
writes:
<< Has anyone out there installed the Navaid in the
RV6 or A under passenger side, attached to the
passenger stick with positive results (with no
elevator disturbance) and flew the ACFT. >>
Yes, and it works perfect.
-GV (RV-6A N1GV)
vanremog(at)aol.com
________________________________________________________________________________
| From: | "flamini2" <flamini2(at)home.com> |
, ,
"Carlson, Bob" , , ,
, , ,
, ,
"Wienceks Mark, Sue" <2wienceks(at)home.com>
| Subject: | Fw: Flight Announcement |
Son-in law Sean Clark was the First Officer on this 777 flight!!!! Dennis
Flamini Tailwind N564DF
----- Original Message -----
From: "William Costello" <wmcenterprises(at)earthlink.net>
Sent: Friday, September 21, 2001 7:46 AM
Subject: RV-List: Fw: Flight Announcement
>
>
> ----- Original Message -----
> From: "Bryant_Steve" <Bryant_Steve(at)xmail.asd.k12.ak.us>
> To: "'swpc'"
> Sent: Thursday, September 20, 2001 12:30 PM
> Subject: SWPC: Flight Announcement
>
>
> > As we try to resume a normal life style, this story
> > may help and reassure.
> > -----
> > Aboard Flight 564
> > by Peter Hannaford
> >
> > As it was at most U.S. airports, last Saturday was
> > the first near-normal day at Denver International since the terrorist
> > attacks.
> >
> > On United's Flight 564
> >
> > the door had just been locked and the plane was
> > about to pull out of the gate when the captain came on the public
address
> > system.
> >
> > "I want to thank you brave folks for coming out
> > today. We don't have any new instructions from the federal government,
so
> > from now on we're on our own."
> >
> > The passengers listened in total silence.
> >
> > He explained that airport security measures had
> > pretty much solved the problem of firearms being carried
> > aboard, but not weapons of the type the terrorists apparently used,
> plastic
> > knives or those fashioned from wood or ceramics.
> >
> > "Sometimes a potential hijacker will announce that
> > he has a bomb. There are no bombs on this aircraft and if someone were
to
> > get up and make that claim, don't believe him.
> >
> > "If someone were to stand up,brandish something such
> > as a plastic knife and say 'This is a hijacking' or words to that effect
> > here is what you should do:
> > Every one of you should stand up and immediately
> > throw things at that person? pillows, books, magazines, eyeglasses,
shoes
> > ?anything that will throw him off balance and distract his attention. If
> he
> > has a confederate or two, do the same with them.
> > Most important: get a blanket over him, then wrestle
> > him to floor and keep him there. We'll land the plane at
> > the nearest airport and the authorities will take it from there."
> >
> > "Remember, there will be one of him and maybe a few
> > confederates, but there are 200 of you. You can overwhelm them.
> >
> > "The Declaration of Independence says 'We, the
> > people' and that's just what it is when we're up in the air: we, the
> people,
> > vs. would-be terrorists. I don't think we are going to have any such
> problem
> > today or tomorrow or for a while, but some time down the road, it is
going
> > to happen again and I want you to know what to do.
> >
> > "Now, since we're a family for the next few hours,
> > I'll ask you to turn to the person next to you, introduce yourself, tell
> > them a little about yourself and ask them to do the same."
> >
> > The end of this remarkable speech brought sustained
> > clapping from the passengers. He had put the matter in perspective. If
> > only the passengers on those ill-fated flights last Tuesday had been
given
> > the same talk, I thought, they might be alive today. One group on United
> > Flight 93, which crashed in a Pennsylvania field, apparently rushed the
> > hijackers in an attempt to wrest control from them. While they perished,
> > they succeeded in preventing the terrorist from attacking his intended
> goal,
> > possibly the White House or the Capitol.
> >
> > Procedures for dealing with hijackers were conceived
> > in a time when the hijackers were usually seeking the release of jailed
> > comrades or a large amount of money. Mass murder was not their goal.
> > That short talk last Saturday by the pilot of Flight 564 should set a
new
> > standard of realism.
> >
> > Every passenger should learn the simple ? but potentially life-saving ?
> > procedure he outlined. He showed his passengers that
> > a hijacking does not have to result in hopelessness and terror, but
> > victory over the perpetrators.
> >
> > The Airline Pilots Association, the pilots' union,
> > last week dropped its opposition to stronger cockpit doors and is now
> > calling for retrofits.
> > (It's opposition was based on pilot concerns about getting
> > out easily in emergency situations.) The scandal of easily penetrated
> > airport security will result incongressional calls for a federal
takeover
> of
> > the security system.
> >
> > Previous efforts to reform security procedures and
> > raise standards have been talked to death. This time, however, no
lobbying
> > efforts must be allowed to prevent airport security from getting the
> reforms
> > that are needed: federal operation, rigorous training, decent pay and no
> > foreign nationals eligible for employment.
> >
> > Peter Hannaford is a public affairs consultant Terrorist Attacks on
U.S. -
> > How can you help?
>
>
________________________________________________________________________________
| From: | Bobby Hester <bhester(at)apex.net> |
RV-List
I've found a problem with my rudder, please let me know if it is ok or
if I have messed it up!
http://www.geocities.com/hester-hoptown/RVSite/RudderProb.html
--
Surfing the Web from Hopkinsville, KY
Visit my web site at: http://www.geocities.com/hester-hoptown/RVSite/
Finishing RV7A empannage :-)
________________________________________________________________________________
| From: | "Paul Besing" <azpilot(at)extremezone.com> |
| Subject: | Re: wire routing |
I made a square hole in the center of the 604, that corresponds to the
location where the two wing spars meet. This square hole is split right
down the middle of the two webs of the wing spars. This way the wings come
in around the wires that were already there when installed. In the event
the wings are removed (god forbid) then the wings will pull out without
distubing the wires.
It would look something like this:
Left wing spar right wing spar
_____________ _______________
- - - - - -
| | <---notch cut in both wing spars to
match hole in F604
---- - - -
_____________ _______________
Hope this drawing comes out like it does on my system!
Paul Besing
RV-6A N197AB Arizona
http://www.lacodeworks.com/besing
Flying
Kitlog Pro Builder's Log Software
http://www.kitlog.com
---- Original Message -----
From: "dave ford" <dford(at)michweb.net>
Sent: Friday, September 21, 2001 10:36 PM
Subject: RV-List: wire routing
For the RV6--where exactly are you routing the wiring from the panel to
get between the wing spars for flaps, lights, wing wiring, elect. trim,
etc.? Vans wiring kit shows down f602 along horizontal support, down
and across front of wing spar. Any other alternatives? Under battery
box? Along floor after descending f602?
Dave Ford
RV6 wiring
________________________________________________________________________________
| From: | "Steven DiNieri" <capsteve(at)adelphia.net> |
| Subject: | Flight Training Restored |
Don't keep me in suspense Ted, what is your nationality if not
American??(After 16 years)
Oh, and btw, something for you to ponder while you sit at home seething
over us "other than north americans"; have you considered the fact that
this country is what it is because of such "others". Go back far enough,
we're all foreign.
Deeply insulted.
Ted
________________________________________________________________________________
| From: | Matthew Gelber <mgelber(at)pacbell.net> |
Keep people with straightedges away from your plane and you'll have no
problems... I wouldn't worry about it. If you tried to bend it back to
straight, and succeeded in doing so without putting some giant kink in it,
you would probably create a lot of oilcanning - that is, assuming you've
already drilled the skin to the skeleton. Anyways, looks OK to me - mine
are tiny bit curved as well. I think it came from having too flimsy a
bending brake and not flipping the skin over several times while making the
TE bend.
Matthew
8A 48PP reserved
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Bobby Hester
Sent: Friday, September 21, 2001 9:32 PM
Subject: RV-List: Rudder Problem?
I've found a problem with my rudder, please let me know if it is ok or
if I have messed it up!
http://www.geocities.com/hester-hoptown/RVSite/RudderProb.html
--
Surfing the Web from Hopkinsville, KY
Visit my web site at: http://www.geocities.com/hester-hoptown/RVSite/
Finishing RV7A empannage :-)
________________________________________________________________________________
| From: | wvu(at)mail.ameritel.net |
| Subject: | Re: Flight Traning Restored |
We are strong because we are capable of understanding how other
nationalities think. And that's because we have those "others" living here
in the great US of A to contribute and help us understanding them. The
challenge is to weed out ones who don't contribute. I know sometimes it's
hard for a very few to understand America when you're a North American
because it is difficult to "see the forest through the trees". Trust me,
many Americans have a deep appreciation for this country because they are
not North Americans. They have a point of reference. They will defend
this land until the end. We lead other because we are not like the others.
We have them right here, with a slightly different point of view. It's way
too easy to be ignorant. Go with the majority and make America that much
stronger.
I am sensitive and empathetic to the many victims in the recent attacks. But
I think it is still a tiny mosquito sting in the ass. I know it is hard to
sit still and be patient. But I have complete confidence in our leaders.
We'll smush that mosquito sooner or later.
Anh
N985VU
Maryland
>
>THEY JUST DON'T GET IT DO THEY!!! Here at the Venice
>FL airport where two of the pilots were trained, that
>did the deed which threatens my freedom to fly etc,
>the govt jumps right back into business as usual. The
>student population is 60 percent other then North
>America. Oh well they're our wonderful leaders that
>are yet to be responsible for anything.
> Joe
>RV6A Heard it's suppose to get dark tonight.
>
>--- Paul Besing wrote:
>>
>>
>> One step closer, folks. See Below.
>>
>> Paul Besing
>> RV-6A N197AB Arizona
>> http://www.lacodeworks.com/besing
>> Flying
>> Kitlog Pro Builder's Log Software
>> http://www.kitlog.com
>>
>> FAA approves resumption of most flight training
>> activities
>> 9/21/2001 7:00:23 PM - The FAA has just released a
>> notam permitting the
>> resumption of most flight training activities. The
>> notam, which is effective
>> at 0000Z (8 p.m. ET) tonight, allows VFR flight
>> training in non-turbojet
>> aircraft and gliders (weighing less than 12,500
>> pounds) outside of enhanced
>> Class B airspace.
>>
>> Within enhanced Class B airspace, with the exception
>> of the Boston enhanced
>> Class B and the Washington and New York exclusion
>> areas (see TFR), VFR
>> flight training in single- and multi-engine
>> piston-powered aircraft under
>> 6,000 pounds is permitted. (Almost all single-engine
>> and light twin piston
>> powered aircraft are less than 6,000).
>>
>> VFR flight training is still prohibited in the
>> Boston enhanced Class B and
>> in the Washington and New York exclusionary areas.
>> (See AOPA's
>> plain-language guidance on notams.)
>>
>> "We're absolutely delighted that the majority of the
>> nation's flight
>> training operations can get back in the air this
>> weekend," said AOPA
>> President Phil Boyer. "This is fantastic news for a
>> segment of our industry
>> that was suffering greatly.
>>
>> "AOPA is also pleased to have played a role in
>> crafting the solution to
>> restoring flight training in the Class B areas. AOPA
>> earlier this week gave
>> FAA a compilation of the number and weights of GA
>> aircraft inside Class B
>> airspace. The association suggested that a temporary
>> 6,000-pound weight
>> limit could be imposed to answer security concerns
>> near major metropolitan
>> areas."
>>
>> Conspicuously missing from this good news is
>> permission for basic,
>> non-training VFR flight in enhanced Class B airspace
>>
>> Boyer stated, "This is bizarre, and we expected VFR
>> operations would be
>> approved concurrent with flight training." In
>> raising this issue with the
>> FAA, it seems there is the perception of a greater
>> element of control with f
>> light training than non-training operations. The
>> agency has assured AOPA
>> they have a clear set of proposals to restore most
>> VFR operations in
>> enhanced Class B airspace, but they now must be
>> approved at a higher level
>> before they can proceed.
>>
>> In addition, Boyer pressed for the relocation of
>> aircraft from the
>> exclusionary Washington and New York areas. He was
>> told that work on this is
>> progressing, with relief expected very shortly.
>>
>> Boyer assured members that, "FAA isn't taking the
>> weekend off on these
>> remaining issues, and neither is AOPA staff. We'll
>> be working to assist FAA
>> in any manner to rapidly close the loopholes that
>> are so critical to
>> expanding Class B VFR operations and the movement of
>> aircraft in the two
>> most affected urban areas."
>>
>>
>>
>> http://www.matronics.com/unsubscribe
>>
>>
>>
>> through
>>
>> http://www.matronics.com/archives
>> http://www.matronics.com/emaillists
>>
>> Matronics!
>>
>>
>>
>>
>>
>
>
________________________________________________________________________________
Yes, and it works great. Also if you bend the tangs on the servo down 90
degrees, it will fit between the seat ribs without any cutting at all. I
mentioned this mod to Navaid last spring and they told me there was no
reason not to bend the tangs.
Garry "Casper" aileron trim done, goin flyin tomorrow.
joe wiza wrote:
>
> I know I'm wearing this down a bit but I have to ask
> again.
> Has anyone out there installed the navaid in the
> RV6 or A under passenger side, attached to the the
> passenger stick with positive results (with no
> elevator disturbance) and flew the ACFT.
>
> Has anyone out there attached it to the manual trim
> control and if so what problems associated with the
> inability to manually trim??? Any pioneer response
> would be deeply appreciated.
> Joe
> RV6A Just love the right to pursue happiness.
>
>
________________________________________________________________________________
| From: | SportAV8R(at)aol.com |
As I redo my wheel pant installation, I plan to replace/upgrade my tires as
well... I seem to have much more rapid wear of the Aero-Trainers on the left
side than the right. After archive research, I believe I will upgrade to Air
Hawks... my question is whether I can re-use the original inner tubes
(catalog says all McCreary tires use the same type of tube) or is this
begging for trouble? I was amazed that the tubes (which lose air like screen
doors) are nearly as pricey as the tires.
Another question: can anyone put me onto a source for tires that will result
in a low price, and save me lots of calling around? I was just about ready
to order from Aircraft Spruce when a voice inside said to ask around first!
Thanks
Bill Boyd
RV-6A 200 hrs-- new nose gear leg "match-drilled" at local machine shop
yesterday - WHEW, it fits!
________________________________________________________________________________
| From: | eCharts <winterland(at)rkymtnhi.com> |
| Subject: | Re: Oil Temperatures (Again!) |
Larry,
I don't have any pictures of mine, but I designed it from some photos I found
on an RV builder's web site. Don't remember whose site (I think it was
someone's from Florida) but I bet if you asked the list, someone would know.
Basically, it's a butterfly type door that opens and closes access to a 3"
scat tube which leads from the rear cooling baffle to the cooler. It was
fairly easy to build and well worth it, especially for up here where winter
temperatures are so cold.
Andy
________________________________________________________________________________
| From: | Vanremog(at)aol.com |
In a message dated 9/22/01 6:09:29 AM Pacific Daylight Time,
SportAV8R(at)aol.com writes:
<< After archive research, I believe I will upgrade to Air
Hawks... my question is whether I can reuse the original inner tubes
(catalog says all McCreary tires use the same type of tube) or is this
begging for trouble? I was amazed that the tubes (which lose air like
screen
doors) are nearly as pricey as the tires.
Another question: can anyone put me onto a source for tires that will
result
in a low price, and save me lots of calling around? I was just about ready
to order from Aircraft Spruce when a voice inside said to ask around first!
>>
Bill-
I would recommend Desser or Chief (which will have them drop shipped from
Desser). The Condor tires have given me good service and I have used the
standard McCreary tubes. They are natural rubber for flexibility at low
temperatures so they are not as tight a rubber as a synthetic, hence the more
rapid loss of air.
-GV (RV-6A N1GV)
vanremog(at)aol.com
________________________________________________________________________________
| From: | "Mike Nellis" <mnellis(at)peoplepc.com> |
| Subject: | Re: Oil Temperatures (Again!) |
Plans, prints and pictures can be seen here.
http://bmnellis.com/BuilderIdeas/paul_golias_ideas.htm
Mike Nellis - http://bmnellis.com
Plainfield, IL
RV6 N699BM (res) Building Flaps
Stinson 108-2 N9666K
----- Original Message -----
From: "eCharts" <winterland(at)rkymtnhi.com>
Sent: Saturday, September 22, 2001 9:27 AM
Subject: Re: RV-List: Oil Temperatures (Again!)
>
> Larry,
>
> I don't have any pictures of mine, but I designed it from some photos I
found
> on an RV builder's web site. Don't remember whose site (I think it was
> someone's from Florida) but I bet if you asked the list, someone would
know.
>
> Basically, it's a butterfly type door that opens and closes access to a 3"
> scat tube which leads from the rear cooling baffle to the cooler. It was
> fairly easy to build and well worth it, especially for up here where
winter
> temperatures are so cold.
>
> Andy
>
>
________________________________________________________________________________
| From: | "Gene" <gene(at)nvaircraft.com> |
| Subject: | Proseal on anything |
I used the Proseal type sealant as sold at A/C Spruce. I have been told
by many people that it is essentially the same B2 type sealant as the
proseal you buy in the two-part can. The only drawback that I can see is
it takes a fairly expensive dispenser to be able to use it. My Son found
a used Senco with both containers on E-bay for fifty bucks. With this
type of applicator you are able to make as small or as large a bead as
you like. I think an ordinary caulking gun might be modified to work,
you would need to adjust the diameter of the plunger to fit the tube.
Went flying today!! God bless America
Gene RV9 90296 Rolled over the "canoe"
________________________________________________________________________________
| From: | Kevin Horton <khorton(at)cyberus.ca> |
| Subject: | Re: Rudder Problem? |
>
>I've found a problem with my rudder, please let me know if it is ok or
>if I have messed it up!
>
>http://www.geocities.com/hester-hoptown/RVSite/RudderProb.html
>
>--
>Surfing the Web from Hopkinsville, KY
>Visit my web site at: http://www.geocities.com/hester-hoptown/RVSite/
>Finishing RV7A empannage :-)
>
Bobby,
This small "problem" should not affect the strength of the rudder, or
the flight characteristics. It might have a minuscule effect on
performance, but it would be so small that it would not be possible
to measure it. It won't even be a cosmetic defect, unless some idiot
is running around fly-ins with a ruler. If I catch a guy with a
ruler near my RV-8 I'll break it into little pieces. And if I catch
anyone down on their hands and knees studying the extra rivets on the
bottom of my fuselage I'll step on their fingers.
So, I recommend that you press on without attempting to do anything.
It is almost certain that any attempt at a "fix" will end up causing
you grief. Once you have the plane flying, if you are feeling
"builder's withdrawal", and this rudder "problem" is still keeping
you up at night, then you can build a new rudder.
Take care,
--
Kevin Horton RV-8 (installing engine)
Ottawa, Canada
http://eccentrix.com/misc/rv8/rv8.html
________________________________________________________________________________
| From: | Sam Buchanan <sbuc(at)hiwaay.net> |
Desser can not only supply tires at good prices but they also stock the
Michelin AirStop tubes. They are a little more expensive (?!) but do not
leak down nearly as quickly as conventional tubes.
Here is Desser:
http://www.desser.com/
Sam Buchanan (RV-6, just back from RV Fly-in at Lebanon, TN, great
weather, great VFR flight!)
"The RV Journal" http://home.hiwaay.net/~sbuc/journal
========================
SportAV8R(at)aol.com wrote:
>
>
> As I redo my wheel pant installation, I plan to replace/upgrade my tires as
> well... I seem to have much more rapid wear of the Aero-Trainers on the left
> side than the right. After archive research, I believe I will upgrade to Air
> Hawks... my question is whether I can re-use the original inner tubes
> (catalog says all McCreary tires use the same type of tube) or is this
> begging for trouble? I was amazed that the tubes (which lose air like screen
> doors) are nearly as pricey as the tires.
>
> Another question: can anyone put me onto a source for tires that will result
> in a low price, and save me lots of calling around? I was just about ready
> to order from Aircraft Spruce when a voice inside said to ask around first!
>
> Thanks
>
> Bill Boyd
> RV-6A 200 hrs-- new nose gear leg "match-drilled" at local machine shop
> yesterday - WHEW, it fits!
________________________________________________________________________________
| From: | "Glenn & Judi" <dirtyrottenscoundrels(at)home.com> |
| Subject: | Rain in the airbox? |
Is rain getting into the airbox while the aircraft is tied down outside a
problem? Does it help leave the carb heat lever pulled as part of the
"securing the aircraft" checklist? Or is a cowl inlet plug a better idea?
Thanks,
Glenn Gordon
N442E (reserved)
At Paint!
________________________________________________________________________________
| From: | Finn Lassen <finnlassen(at)netzero.net> |
I changed to Condor retreads. $29.50 each (+$5 core charge because one of my old
tires were worn all the way through. The original tires wore out after a lot of
taxiing and about 25 hours of flying. The condor tires are not noticeably worn
after 125 hours (but I've learned to keep off the brakes unless really needed).
Florida Aircraft Tire Service, Inc.
Lakeland, FL
863-647-1481 / 1800252 FATS
Finn
SportAV8R(at)aol.com wrote:
>
> As I redo my wheel pant installation, I plan to replace/upgrade my tires as
> well... I seem to have much more rapid wear of the Aero-Trainers on the left
> side than the right. After archive research, I believe I will upgrade to Air
> Hawks... my question is whether I can re-use the original inner tubes
> (catalog says all McCreary tires use the same type of tube) or is this
> begging for trouble? I was amazed that the tubes (which lose air like screen
> doors) are nearly as pricey as the tires.
>
> Another question: can anyone put me onto a source for tires that will result
> in a low price, and save me lots of calling around? I was just about ready
> to order from Aircraft Spruce when a voice inside said to ask around first!
>
> Thanks
>
> Bill Boyd
> RV-6A 200 hrs-- new nose gear leg "match-drilled" at local machine shop
> yesterday - WHEW, it fits!
>
>
NetZero Platinum
Only $9.95 per month!
Sign up in September to win one of 30 Hawaiian Vacations for 2!
http://my.netzero.net/s/signup?r=platinum&refcd=PT97
________________________________________________________________________________
| Subject: | Rain in the airbox? |
| From: | <racker(at)rmci.net> |
You should have a small hole drilled at the bottom of the airbox to drain excess
fuel (from overpriming, stuck float, etc). I would think that should drain
off what little water would find its way to the airbox?
Rob Acker (RV-6Q).
Is rain getting into the airbox while the aircraft is tied down outside a
problem? Does it help leave the carb heat lever pulled as part of the
"securing the aircraft" checklist? Or is a cowl inlet plug a better idea?
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)qcbc.org> |
| Subject: | Re: Rain in the airbox? |
A drain hole in the lowest point of the air box when parked is a very good
idea. Had a plane a Oshkosh that took a big gulp of water on start because
he forgot the drain hole. Didn't start very well until drained.
Cy Galley, TC - Chair, Emergency Aircraft Repair, Oshkosh
Editor, EAA Safety Programs
cgalley(at)qcbc.org or experimenter(at)eaa.org
http://www.eaa.org for latest flying rules
----- Original Message -----
From: "Glenn & Judi" <dirtyrottenscoundrels(at)home.com>
Sent: Saturday, September 22, 2001 1:26 PM
Subject: RV-List: Rain in the airbox?
Is rain getting into the airbox while the aircraft is tied down outside a
problem? Does it help leave the carb heat lever pulled as part of the
"securing the aircraft" checklist? Or is a cowl inlet plug a better idea?
Thanks,
Glenn Gordon
N442E (reserved)
At Paint!
________________________________________________________________________________
| From: | PlaneWizz(at)cs.com |
| Subject: | Re: SoCAL flight Orders |
Komadant Birdstrike, SIR:
Request Permission to volunteer in the So. Cal Wing, SIR!!
Will Report as ordered, SIR!!
Capt'n Crunch
PS I really enjoyed your "Special Orders"
DRP
________________________________________________________________________________
| From: | "Jim Norman, MD" <jnorman(at)intermapsystems.com> |
I've talked to the Vans people about this, and they recommend, (and I have
done so) to make the hole in the spar into a slot.
They told me that they do this on all of their planes, and that it has no
bearing on the integrity of the spar. Specifically, there is a small hole
which is about 1.5 inches from the end of the spar which is intended for
wires passing through. Just extend this hole into a slot. That way you can
put the wings on and off without worrying about the wires which need to pass
through this area.
Jim
Tampa
6A Sanding, sanding, sanding.
________________________________________________________________________________
| From: | Mike Thompson <grobdriver(at)yahoo.com> |
| Subject: | Re: Rain in the airbox? |
--- Glenn & Judi wrote:
> Is rain getting into the airbox while the aircraft is tied down
> outside a
> problem? Does it help leave the carb heat lever pulled as part of
> the
> "securing the aircraft" checklist? Or is a cowl inlet plug a better
> idea?
You really should spend a little effort to make cowl and carb inlet
plugs. You can use Styrofoam (carve to fit loose) and cover them with
vinyl, attach a red fabric flag ("remove before flight" reminder).
I see a few of these at fly ins but not nearly as many as I would
think.
Of course I don't see many pitot tube covers, either...
Add to your concern of blowing rain in the airbox (which should drain
out the fuel drain hole anyway) the possibility mudobbers in your carb
venturi and of birds nesting in your nice, warm cylinders. Some busy
birds can build a nest very quickly and the probability of that nest
igniting about the time you are lifting off is very real!
Mike Thompson
Austin, TX
-6 N140RV (Reserved)
Firewall Forward
________________________________________________________________________________
| From: | PlaneWizz(at)cs.com |
| Subject: | Re: A certian letter |
In a message dated 9/21/01 7:30:34 PM Eastern Daylight Time, lm4(at)juno.com
writes:
Larry:
I tried to send you the message you requested (in another e-mail)
Dave Pohl
> lm4(at)juno.com
>
________________________________________________________________________________
| From: | "RV4" <VansRV4GRVMJ(at)btinternet.com> |
| Subject: | Re: [Fwd: [Fwd: ]] |
> > > Their names were: Mark Bingham, Jeremy Glick, and Thomas E. Burnett.
I belive it was Winston Churchill ( correct me if I'm wrong) who said :
" never was so much owed by so many to so few"
________________________________________________________________________________
| From: | joe wiza <jwiza1(at)yahoo.com> |
| Subject: | Re: Flight Traning Restored |
Thanks for the insight
I spent 25 yrs as an ATC (center) I watched pigs
fly and Goverment leaders do wonders.
Joe
RV6A Spinen & grinen
Believe I'll brew me some moon.
--- wvu(at)mail.ameritel.net wrote:
>
> We are strong because we are capable of
> understanding how other
> nationalities think. And that's because we have
> those "others" living here
> in the great US of A to contribute and help us
> understanding them. The
> challenge is to weed out ones who don't contribute.
> I know sometimes it's
> hard for a very few to understand America when
> you're a North American
> because it is difficult to "see the forest through
> the trees". Trust me,
> many Americans have a deep appreciation for this
> country because they are
> not North Americans. They have a point of
> reference. They will defend
> this land until the end. We lead other because we
> are not like the others.
> We have them right here, with a slightly different
> point of view. It's way
> too easy to be ignorant. Go with the majority and
> make America that much
> stronger.
> I am sensitive and empathetic to the many victims in
> the recent attacks. But
> I think it is still a tiny mosquito sting in the
> ass. I know it is hard to
> sit still and be patient. But I have complete
> confidence in our leaders.
> We'll smush that mosquito sooner or later.
> Anh
> N985VU
> Maryland
>
>
> >
> >THEY JUST DON'T GET IT DO THEY!!! Here at the
> Venice
> >FL airport where two of the pilots were trained,
> that
> >did the deed which threatens my freedom to fly etc,
> >the govt jumps right back into business as usual.
> The
> >student population is 60 percent other then North
> >America. Oh well they're our wonderful leaders that
> >are yet to be responsible for anything.
> > Joe
> >RV6A Heard it's suppose to get dark tonight.
> >
> >--- Paul Besing wrote:
> >>
> >>
> >> One step closer, folks. See Below.
> >>
> >> Paul Besing
> >> RV-6A N197AB Arizona
> >> http://www.lacodeworks.com/besing
> >> Flying
> >> Kitlog Pro Builder's Log Software
> >> http://www.kitlog.com
> >>
> >> FAA approves resumption of most flight training
> >> activities
> >> 9/21/2001 7:00:23 PM - The FAA has just released
> a
> >> notam permitting the
> >> resumption of most flight training activities.
> The
> >> notam, which is effective
> >> at 0000Z (8 p.m. ET) tonight, allows VFR flight
> >> training in non-turbojet
> >> aircraft and gliders (weighing less than 12,500
> >> pounds) outside of enhanced
> >> Class B airspace.
> >>
> >> Within enhanced Class B airspace, with the
> exception
> >> of the Boston enhanced
> >> Class B and the Washington and New York exclusion
> >> areas (see TFR), VFR
> >> flight training in single- and multi-engine
> >> piston-powered aircraft under
> >> 6,000 pounds is permitted. (Almost all
> single-engine
> >> and light twin piston
> >> powered aircraft are less than 6,000).
> >>
> >> VFR flight training is still prohibited in the
> >> Boston enhanced Class B and
> >> in the Washington and New York exclusionary
> areas.
> >> (See AOPA's
> >> plain-language guidance on notams.)
> >>
> >> "We're absolutely delighted that the majority of
> the
> >> nation's flight
> >> training operations can get back in the air this
> >> weekend," said AOPA
> >> President Phil Boyer. "This is fantastic news for
> a
> >> segment of our industry
> >> that was suffering greatly.
> >>
> >> "AOPA is also pleased to have played a role in
> >> crafting the solution to
> >> restoring flight training in the Class B areas.
> AOPA
> >> earlier this week gave
> >> FAA a compilation of the number and weights of GA
> >> aircraft inside Class B
> >> airspace. The association suggested that a
> temporary
> >> 6,000-pound weight
> >> limit could be imposed to answer security
> concerns
> >> near major metropolitan
> >> areas."
> >>
> >> Conspicuously missing from this good news is
> >> permission for basic,
> >> non-training VFR flight in enhanced Class B
> airspace
> >>
> >> Boyer stated, "This is bizarre, and we expected
> VFR
> >> operations would be
> >> approved concurrent with flight training." In
> >> raising this issue with the
> >> FAA, it seems there is the perception of a
> greater
> >> element of control with f
> >> light training than non-training operations. The
> >> agency has assured AOPA
> >> they have a clear set of proposals to restore
> most
> >> VFR operations in
> >> enhanced Class B airspace, but they now must be
> >> approved at a higher level
> >> before they can proceed.
> >>
> >> In addition, Boyer pressed for the relocation of
> >> aircraft from the
> >> exclusionary Washington and New York areas. He
> was
> >> told that work on this is
> >> progressing, with relief expected very shortly.
> >>
> >> Boyer assured members that, "FAA isn't taking the
> >> weekend off on these
> >> remaining issues, and neither is AOPA staff.
> We'll
> >> be working to assist FAA
> >> in any manner to rapidly close the loopholes that
> >> are so critical to
> >> expanding Class B VFR operations and the movement
> of
> >> aircraft in the two
> >> most affected urban areas."
> >>
> >>
> >>
> >> http://www.matronics.com/unsubscribe
> >>
> >>
> >>
> >> through
> >>
> >> http://www.matronics.com/archives
> >> http://www.matronics.com/emaillists
> >>
> >> Matronics!
> >>
> >>
> >>
> >>
> >>
> >
> >
>
>
>
> http://www.matronics.com/unsubscribe
>
>
>
> through
>
>
=== message truncated ==
________________________________________________________________________________
| From: | "Ollie Washburn" <skybolt-aviator(at)msn.com> |
For tires check Desser. They have free shipping and have ad in
trade-a-plane.Also i talke to Michelin at Osh and they have a new tube thats
not supposed to leak air.They didn't mention price but probably
$$$.Ollie&Lorene Washburn
RV6-A,N795LW,Now @ 97FL (Loves Landing)
________________________________________________________________________________
| From: | "Greg Tanner" <gtanner(at)bendcable.com> |
I bought my tires for my 172 from Desser. They are Condor and are wearing
much better the Macreary ones that were on it. (though I no longer have my
172)
Greg Tanner
Driving---not flying :-(
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Ollie Washburn
Sent: Saturday, September 22, 2001 6:12 PM
Subject: Re: RV-List: tires
For tires check Desser. They have free shipping and have ad in
trade-a-plane.Also i talke to Michelin at Osh and they have a new tube thats
not supposed to leak air.They didn't mention price but probably
$$$.Ollie&Lorene Washburn
RV6-A,N795LW,Now @ 97FL (Loves Landing)
________________________________________________________________________________
| From: | "Bill VonDane" <n8vd(at)earthlink.net> |
"Rv-List(at)Matronics.Com"
| Subject: | Flange Bushings... |
I have an O320 with 3/8 thread crank flange bushings, but I need 7/16 thread
bushings for my prop... I believe this is not uncommon and was wondering if
anyone could tell me where I can get the right bushings...
Thanks...
-Bill VonDane
Colorado Springs, CO
RV-8A - N8VD -
http://vondane.com/rv8a/
________________________________________________________________________________
| From: | "Gary Coonan" <gcoonan(at)home.com> |
| Subject: | RV Fall Classic at Lebanon Tn. |
Saw your plane, but not you. Plane looked great. I had to leave for a
bit but when I returned 1:30-ish everyone was gone. I am still looking
for a ride, maybe next time. Thanks for the offer.
Gary Coonan
Rockvale, TN
RV-7 989WT (Wings)
Yep, I'll be there and will be glad to give a ride or two. Just look
for
the white/yellow/checkerboard Rv-6 and ask the owner...
Kyle Boatright
0-320/Aymar Demuth RV-6 Slider
Kennesaw, GA
http://www.angelfire.com/my/rv6
________________________________________________________________________________
| From: | Ed Holyoke <bicyclop(at)pacbell.net> |
Bob,
I'm having a little trouble picturing what it is that you did here. Did
you mount the trim setup where Van's calls for it and with the springs
and safety wire, just not protruding up through the seat skin? Which mac
servo did you use?
Thanks,
Ed Holyoke
6 QB
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Bob Japundza
Sent: Thursday, September 20, 2001 11:22 AM
Subject: RV-List: aileron trim
I have the aileron manual bias system in my -6 that is mated to a MAC
trim servo...works flawlessly. I have never come close to running out
of trim authority, even solo when running the right tank dry to fix the
fuel level sender. The trim servo is mounted on web of a belly rib, the
shaft is connected to the arm of the manual trim lever rotated 90 deg.,
shortened, and mounted about 2" below the seat pans.
Bob Japundza
RV-6 N244BJ O-360C/S flying 210 hours
working on weapons guidance system
________________________________________________________________________________
| From: | WILLMINCEY(at)aol.com |
Try Wilkerson Tires , Crowe, VA for recaps at $32.00. I've been using them
for seven years now on RV-3 and Glasair SH2. They have more tread than tires
costing $100 and I haven't had any problems with flaws/out of balance,etc.
I tried it and liked it, You may not. Its your dollar.
will mincey, flying again and appreciating it more!!
________________________________________________________________________________
| From: | Denis Walsh <deniswalsh(at)earthlink.net> |
on 9/22/01 19:45, Greg Tanner at gtanner(at)bendcable.com wrote:
>
> I bought my tires for my 172 from Desser. They are Condor and are wearing
> much better the Macreary ones that were on it. (though I no longer have my
> 172)
>
> Greg Tanner
> Driving---not flying :-(
>
> -----Original Message-----
> From: owner-rv-list-server(at)matronics.com
> [mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Ollie Washburn
> Sent: Saturday, September 22, 2001 6:12 PM
> To: rv-list(at)matronics.com
> Subject: Re: RV-List: tires
>
>
>
> For tires check Desser. They have free shipping and have ad in
> trade-a-plane.Also i talke to Michelin at Osh and they have a new tube thats
> not supposed to leak air.They didn't mention price but probably
> $$$.Ollie&Lorene Washburn
> RV6-A,N795LW,Now @ 97FL (Loves Landing)
I bought some of these magical new Michelin tubes from Desser on 08/30/01.
They were $44.95 each. Only been on for about a week so no report on the
relative leak rate. The tires into which they are installed are retreads
which look like condor treads and cost about $32 as I recall. I expect
around 500 landings beign the optimist. Got avg 425 for condors and 250 to
300 on the aero trainers.
Denis
(Denis L. Walsh deniswalsh(at)earthlink.net)
________________________________________________________________________________
| From: | "KostaLewis" <mikel(at)dimensional.com> |
Both the events of 09/11/01 and DIA's Class B airspace hang over 48V like a
fog. The edge of Class B lies less than 3 miles to the west. The airport is
as quiet as it has ever been, one or two IFR flights a day coming or going,
if anything at all. I was out of the country for a while, flew once when I
came back and then we were shut down. I have flown once in 6 weeks. I can't
even go flying to shake this oppressive gloom. Great time to stick the other
landing light in the wing tip. Soon as I get the tip off and torn apart,
they'll lift the restrictions. Hey, that's an idea....................
Michael
RV-4 N232 Suzie Q
grounded................................trying to understand
________________________________________________________________________________
| From: | "George McNutt" <gmcnutt(at)intergate.ca> |
| Subject: | Flange Bushings... |
I have an O320 with 3/8 thread crank flange bushings, but I need 7/16 thread
bushings for my prop... I believe this is not uncommon and was wondering if
anyone could tell me where I can get the right bushings...
Thanks...
Hi Bill
Just did this, removed bushings and sent them to Bart Lalond, Aero Sport
Power 1-800-667-0522 (Kamloops B.C.) he drilled and rethreaded the bushings
to 7/16 size.
I presume this is a standard procedure that any machine shop could do.
Suggest you give Bart a call for advice.
George McNutt 6A
Langley B.C.
________________________________________________________________________________
| From: | "Jim Sears" <sears(at)searnet.com> |
| Subject: | Bubbles on fuel tank rivets |
Recently, I had bubbles starting to form on the tops of my RV's tanks.
Not sure of the cause, Pat Patterson and I speculated that the cause may
be gassing of the Proseal since the bubbles were only appearing on the
tops of the tanks. In fact, most were on the left tank which is in the
sun the longest each day. My RV is tied down and not hangared. Of
course, it could have been fuel leaks.
To see what the problem was, I used a razor blade to shave one of the
bubbles from the tank. When I flipped over the paint bubble, it was
clean. There was no fuel residue to be found. A sigh of relief.
Although I had the stuff to drill out the rivets (about 17 of them) and
reseal them, I was really dreading that. I quickly shaved all of the
others and found that none had fuel under them.
The fix was simple. I put a small drop of CA (crazy) glue on each place
I shaved the bubble from. I wicked off any excess and let it dry for a
day. I touched up each rivet with paint and let that cure. After a
month, there is no sign of bubbles returning.
Pat and I have no idea what caused the Proseal to gas. I've never heard
of it before; but, it must have been the Proseal. With that, be careful
about drilling out those rivets you think may be leaking. It may
actually be what I discovered. A touch of glue and paint is a lot
easier than drilling and filling.
Jim Sears in KY
RV-6A N198JS
________________________________________________________________________________
| From: | "Jim Sears" <sears(at)searnet.com> |
| Subject: | Re: RV Fall Classic at Lebanon Tn. |
> Saw your plane, but not you. Plane looked great. I had to
> leave for a bit but when I returned 1:30-ish everyone was
> gone
I'm sorry I missed you, Gary. I think I was still there when you came back.
If I had talked with you and found out that you had missed your ride, I'm
sure I could have given you one in my -6A.
What with the number of us out there flying them, these days, you should be
able to get a ride easy enough. I hear there is a fly-in at Lexington next
saturday. If so, I'm sure you can find a couple of them there.
Jim Sears in KY
RV-6A N198JS
(The one with the two blue strips down the side)
________________________________________________________________________________
| From: | "Clifford Begnaud" <shoeless(at)barefootpilot.com> |
> Both the events of 09/11/01 and DIA's Class B airspace hang over 48V like
a
> fog. The edge of Class B lies less than 3 miles to the west. The airport
is
> as quiet as it has ever been, one or two IFR flights a day coming or
going,
> if anything at all. I was out of the country for a while, flew once when I
> came back and then we were shut down. I have flown once in 6 weeks. I
can't
> even go flying to shake this oppressive gloom. Great time to stick the
other
> landing light in the wing tip. Soon as I get the tip off and torn apart,
> they'll lift the restrictions. Hey, that's an idea....................
>
> Michael
> RV-4 N232 Suzie Q
> grounded................................trying to understand
Michael,
I hope putting your plane down works ;-).
I too am tired of not being able to fly. We bought a lot at 48v (215 piper)
and put our building plans on hold. What do you think the chances would be
of getting 48v "scooped" out of the Class B once this all blows over?
Cliff
________________________________________________________________________________
| From: | "KostaLewis" <mikel(at)dimensional.com> |
OK: I am reading the NOTAM, and this is what I see:
MANUFACTURER PRODUCTION FLIGHT TEST OPERATIONS ARE AUTHORIZED FOR AIRCRAFT
WITH A MAXIMUM CERTIFICATED GROSS TAKEOFF WEIGHT OF 95,000 POUNDS OR LESS
WITHIN ENHANCED CLASS B AIRSPACE AREAS, EXCEPT THE BOSTON ENHANCED CLASS B
AIRSPACE AREA AND EXCEPT FOR OPERTATIONS WITHIN THE TEMPORARY FLIGHT
PURSUANT TO FDC NOTICE 1/9953.
I am a manufacturer of (an) aircraft, right? And there are some aspects of
my flight testing I have not completed; further "G"
testing, for example. And fuel consumption, weight-related rate of climb.
The list goes on. Would I be legal?
Michael
Trying to figure out a way out..................
________________________________________________________________________________
| Subject: | Rain in the airbox? |
| From: | Gary Graham <beeb(at)teleport.com> |
>
> OK, so what do I have to offer you? You know the drain holes you drill in
> the bottom of the carb. air box to prevent backfire Fire! and engine flooding
> out. I now have an aluminum tube epoxied(sp) in the bottom low point of the
> air box with a drain hose aft clearing the exhaust pipes. It is a similar
> system to that used on the mechanical fuel pump. In fact these two vent tubes
> could be teed together and just one hose used for both safety bypass lines.
The above quote is taken from "There I was at 10,000 feet" For the "rest of
the story" check the archives. Ask yourself where the fuel goes in your
installation, once it leaves those holes in the air box. Venting fuel into
the air box by pumping the throttle , negative forces or a leaking
carburetor float valve and then letting it drain into the cowl to be swirled
around the exhaust pipes doesn't make sense to me. Play it safe with a
little extra effort. Water will leave by the same tube.
Gary
________________________________________________________________________________
| From: | Sam Buchanan <sbuc(at)hiwaay.net> |
I installed the Michelin Airstop tubes about four months ago. While
there is still leakdown, I have found that it is much less than the
regular tubes. The old tubes needed airing up every month, but the
Michelin tubes can go 2-3 months between servicing.
By the way, I searched for non-aircraft synthetic tubes that would fit
the 5.00x5 tires, but was unsuccessful; the thought was that the
synthetic tubes would not have leak down tendencies.
Sam Buchanan
====================
Denis Walsh wrote:
>
> I bought some of these magical new Michelin tubes from Desser on 08/30/01.
> They were $44.95 each. Only been on for about a week so no report on the
> relative leak rate.
________________________________________________________________________________
| From: | "Thomas Mosher" <tmosher(at)gbronline.com> |
That one is going to be an issue for interpretation - however, from what I
can determine from the FARs, a production flight test is covered under FAR
21. FAR 21 refers to aircraft with a type certificate....
Any DARs or Feds want to try to interpret this one?
Tom
----- Original Message -----
From: "KostaLewis" <mikel(at)dimensional.com>
Sent: Sunday, September 23, 2001 11:53 AM
Subject: Re: RV-List: No Fly Zone
>
> OK: I am reading the NOTAM, and this is what I see:
>
> MANUFACTURER PRODUCTION FLIGHT TEST OPERATIONS ARE AUTHORIZED FOR AIRCRAFT
> WITH A MAXIMUM CERTIFICATED GROSS TAKEOFF WEIGHT OF 95,000 POUNDS OR LESS
> WITHIN ENHANCED CLASS B AIRSPACE AREAS, EXCEPT THE BOSTON ENHANCED CLASS B
> AIRSPACE AREA AND EXCEPT FOR OPERTATIONS WITHIN THE TEMPORARY FLIGHT
> PURSUANT TO FDC NOTICE 1/9953.
>
> I am a manufacturer of (an) aircraft, right? And there are some aspects of
> my flight testing I have not completed; further "G"
> testing, for example. And fuel consumption, weight-related rate of climb.
> The list goes on. Would I be legal?
>
> Michael
> Trying to figure out a way out..................
>
>
________________________________________________________________________________
| From: | Will Cretsinger <cretsinger(at)ticnet.com> |
| Subject: | Re: Flying again |
Now let's change things so that we in the B airspace can fly. I'm about
30 miles too close to DFW and office towers. Cannot understand how I am
more of a hazard than my friend based 50 miles away!
Will Cretsinger, Arlington, Texas
Brian Denk wrote:
>
>
> Went flying today. After over a week of turmoil, shock and emotional chaos,
> we VFR airplane drivers are free to go. Well, most of us but not all.
>
> I took a short flight in the practice area just to shake off the cobwebs.
> Have a BFR due in October and want to make sure I can still turn 'round a
> point. Oh hell yeah I can...on a wingtip if needbe. Neat airplanes these
> RV's. No terrorist alive could ever dream of such splendor..freedom..and
> satisfaction in doing such things. No matter how many buildings fall, or
> how many of our beloved American brethren pass on, we have already won this
> war. We can FLY.
>
> Although my short trip into the sunny afternoon sky was greatly satisfying,
> it was also bittersweet. I felt a subtle sadness unlike that which I have
> felt in the past week. Looking skyward from my lofty perch, I could not
> help but get misty eyed. To the fallen firemen, police, rescue workers,
> office workers, and flight crews....this one is for YOU.
>
> Proud to be a free flying AMERICAN,
>
> Brian Denk
> RV8 N94BD
>
>
________________________________________________________________________________
| From: | "Richard Sipp" <rsipp(at)earthlink.net> |
| Subject: | Re: Flange Bushings... |
Wentworth Aircraft wentacpart(at)aol.com swapped the bushings for me when I
bought a core engine from them.
Dick Sipp
N250DS
>
> I have an O320 with 3/8 thread crank flange bushings, but I need 7/16
thread
> bushings for my prop... I believe this is not uncommon and was wondering
if
> anyone could tell me where I can get the right bushings...
________________________________________________________________________________
| From: | "Steve Struyk" <RV8Striker(at)hotmail.com> |
| Subject: | AN3 bolt hole size |
This is my first posting. Hope I'm doing it right.
What I need to know is what size hole to drill for an AN3 bolt. I'm
ready to place my horizontal Stab. in my jig but don't see anywhere the
correct hole size for the hinges or brackets on the jig. It seems to be
a number 12 drill bit or 3/16th (same as the bolt) but I want to get it
right.
Thanks in advance
Steve Struyk
RV8
________________________________________________________________________________
| Subject: | Re: AN3 bolt hole size |
| From: | james freeman <flyeyes(at)bellsouth.net> |
on 9/23/01 5:23 PM, Steve Struyk at RV8Striker(at)hotmail.com wrote:
> This is my first posting. Hope I'm doing it right.
Yep
>
> What I need to know is what size hole to drill for an AN3 bolt.
#12 drill bit
I'm
> ready to place my horizontal Stab. in my jig but don't see anywhere the
> correct hole size for the hinges or brackets on the jig. It seems to be
> a number 12 drill bit or 3/16th (same as the bolt) but I want to get it
> right.
Always check if you're not sure, but this will become simple very quickly.
There are many good references available, including the Orndorf videos which
will pretty much hold you by the hand and lead you along, especially on the
empennage.
>
> Thanks in advance
No problem. Welcome aboard
> Steve Struyk
> RV8
James Freeman
RV8Q fuse/finishing
________________________________________________________________________________
| From: | "Jerry Carter" <jcarter8(at)midsouth.rr.com> |
| Subject: | Re: AN3 bolt hole size |
Steve,
That's right, the hole will be 3/16" although you may want to drill it
slightly undersize, say a number 14, and then use a reamer for the final
hole. This will give you a rounder hole with fewer irregularities. You will
find that the plans always call out for the fastener and leave you to figure
out what size to drill the hole.
Keep on building!
Jerry Carter
RV-8A
40 hrs, grounded inside "enhanced" class B
----- Original Message -----
From: "Steve Struyk" <RV8Striker(at)hotmail.com>
Sent: Sunday, September 23, 2001 3:23 PM
Subject: RV-List: AN3 bolt hole size
>
> This is my first posting. Hope I'm doing it right.
>
> What I need to know is what size hole to drill for an AN3 bolt. I'm
> ready to place my horizontal Stab. in my jig but don't see anywhere the
> correct hole size for the hinges or brackets on the jig. It seems to be
> a number 12 drill bit or 3/16th (same as the bolt) but I want to get it
> right.
>
> Thanks in advance
> Steve Struyk
> RV8
>
>
________________________________________________________________________________
| Subject: | Re: pin or bolts? |
dear listers,
i'm assembling my center console throttle quadrant, and am using the cables
from Vans with the screw on clevis. they came with a pin and cotter key, but
i seem to have miss placed them. can i use a small bolt or screw with a nyloc
nut? is these pins extra hardened?
scott
tampa
back to work on the rv.
________________________________________________________________________________
| From: | "Richard Sipp" <rsipp(at)earthlink.net> |
| Subject: | Fw: Coastal Georgia Fall Fly-In |
The Coastal Georgia Fall Fly-In previously scheduled for 9/20/01 has
been re-scheduled to 10/20/01.
It will be held at Eagle Neck Air Park, 1GA0, located on Georgia's coast
half way between Savannah and St. Simons Island.
One complete and 4 RV projects are based here.
For complete details contact Dick Sipp at rsipp(at)earthlink.net
Dick Sipp
________________________________________________________________________________
| From: | owner-rv-list-server(at)matronics.com |
| Subject: | !!!New RV message board!!! |
To the best of my knowledge the RV community has not untill now had a
"real" messageboard.
So I started one!
you can access it here
http://www.flugfelagid.com/ffmessageb/ubbcgi/ultimatebb.cgi
or go through our web www.flugfelagid.com (on the menu click
messageboard and it opens in a separate window)
I hope in time it will be frequented and thus become highly useful and
entertaining for everyone.
To post you will need to register.
Thor Hardarson
Iceland
Building a RV-9 empennage
________________________________________________________________________________
| From: | owner-rv-list-server(at)matronics.com |
| Subject: | !!new RV messageboard!! |
To the best of my knowledge the RV community has not untill now had a
"real" messageboard.
So I started one!
you can access it here
http://www.flugfelagid.com/ffmessageb/ubbcgi/ultimatebb.cgi
or go through our web www.flugfelagid.com (on the menu click
messageboard and it opens in a separate window)
I hope in time it will be frequented and thus become highly useful and
entertaining for everyone.
To post you will need to register.
Thor Hardarson
Iceland
Building a RV-9 empennage
________________________________________________________________________________
| From: | Ed Holyoke <bicyclop(at)pacbell.net> |
Hey Scott,
Tell us more about the center console quadrant. I'm thinking that's what
I want to do, but I'm not sure where it needs to mount or how I'll run
the cables. How are you doing it?
Ed Holyoke
6QB
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of ABAYMAN(at)aol.com
Sent: Sunday, September 23, 2001 4:20 PM
Subject: Re: RV-List: pin or bolts?
dear listers,
i'm assembling my center console throttle quadrant, and am using the
cables
from Vans with the screw on clevis. they came with a pin and cotter key,
but
i seem to have miss placed them. can i use a small bolt or screw with a
nyloc
nut? is these pins extra hardened?
scott
tampa
back to work on the rv.
________________________________________________________________________________
| From: | "Charles Rowbotham" <crowbotham(at)hotmail.com> |
| Subject: | Re: Paint is = done |
Mike,
Congratulations - It sure is a great feeling when the painting is done. Look
forward to hearing about your first flight. BTW the way it took us about 1
1/2 months part time to do our painting.
Good Building,
Chuck & Dave Rowbotham
RV-8A (17 hours - flying)
Niantic, CT (Westerly airport)
________________________________________________________________________________
| From: | "Eric Newton" <enewton57(at)cableone.net> |
| Subject: | Crossing Rockies Advise |
A navigation question for all of you experienced flyers. What is the
best route (without oxygen) to get across the Rocky Mountains if you
departing from Oklahoma or Kansas with Boise, Idaho as your destination.
I am still waiting for my FAA inspection but I'm already planning cross
country trips ;>)
Eric Newton - Long Beach, MS
RV-6A N57ME (waiting for FAA inspection)
www.ericsrv6a.com
________________________________________________________________________________
| From: | Normanjd(at)aol.com |
| Subject: | Re: RV6-List Digest: 2 Msgs - 09/21/01 |
From Norm Donaldson RV6 working on canopy frame,
I too had installed my top skins before I installed the Aileron gap seals.
What I did was clamp and tape the seal into position and carefully layout and
drill the holes as shown on the plans. Consider the fact that if the rivets
are too close to the radius you will not be able to buck them. What you
will have to do is cleco the seal in position putting a cleco in every hole.
Gently pull down the other side of the seal. Remove one cleco and install a
rivet. This is definitely a two man job! You will need an offset bucking
bar with a narrow anvil to get up in the tight area. I always use 25 to 28
PSI on my 3x rivet gun to minimize possibility of damaging sheet metal. This
is awkward riveting at its best. Remember only remove one cleco at a time at
the bending load on the seal will tend to separate the seal from the top skin.
________________________________________________________________________________
| Subject: | Bubbles on fuel tank rivets |
Thread-Topic: RV-List Digest: 21 Msgs - 09/23/01
Thread-Index: AcFEzdtoXG7cUKgqT2CA7W5Wi8i1oAAOSjMQ
| From: | "Bob Japundza" <Bob.Japundza(at)realmed.com> |
Hi Jim,
I have had the paint over two rivets on my tanks bubble. Don't know
why, but it didn't appear to be a leak. I poked them with a needle and
rubbed the blister out with my finger. The paint must have re-adhered,
'cause I can't tell where they were.
Bob Japundza
RV-6 N244BJ O-360C/S flying 220 hours
________________________________________________________________________________
| From: | "Mike Robertson" <mrobert569(at)hotmail.com> |
| Subject: | Re: Waiting for Inspection |
Eric,
By all means call the FSDO and ask them if they have it. And then ask them
if they have any guess on how long it will be. They won't get upset over a
couple of questions like that.
Mike Robertson
RV-8A
>From: "Eric Newton" <enewton57(at)cableone.net>
>Reply-To: rv-list(at)matronics.com
>To: "RV-List"
>Subject: RV-List: Waiting for Inspection
>Date: Fri, 21 Sep 2001 09:41:45 -0500
>
>
>Since its fairly slow on the list (you are all probably flying), I
>thought I would solicit everyone's opinion. I sent the local FSDO my
>paperwork and application for airworthiness certificate about three
>weeks ago and haven't heard a word from them. Local builders tell me
>they usually get a call within a week from our local FSDO. I know with
>all of the events that have happened since 9/11 they are probably very
>busy right now. So here are my thoughts:
>
>1. Leave them alone, they will eventually call.
>2. Call just be sure they actually received the application and it
>didn't get lost in the mail.
>3. Call and ask how long the delay will be.
>4. Call a DAR and schedule an inspection.
>
>With option number 1, I worry that maybe in all of the confusion it got
>lost. Here I am waiting and they never got it to begin with.
>With numbers 2 & 3, I'm afraid they will get angry and make my life
>miserable if and when they get around to inspecting.
>With number 4, Murphy's law says the minute I write the check to the
>DAR, the Feds will call and schedule an appointment.
>
>So what is the consensus? Any opinions?
>
>Thanks,
>
>Eric Newton - Long Beach, MS (no class B airspace here)
>RV-6A (waiting for the FAA inspection)
>www.ericsrv6a.com
>
>
________________________________________________________________________________
| From: | "Paul Besing" <azpilot(at)extremezone.com> |
| Subject: | Re: pin or bolts? |
I imagine the reason for a pin and cotter key is for rotation and movement.
If you use a bolt, I would use a castle nut and cotter key just like you
would on other installations where you don't want the nut tight, but need
the cotter key to keep it from coming off.
Paul Besing
RV-6A N197AB Arizona
http://www.lacodeworks.com/besing
Flying
Kitlog Pro Builder's Log Software
http://www.kitlog.com
----- Original Message -----
From: "Ed Holyoke" <bicyclop(at)pacbell.net>
Sent: Sunday, September 23, 2001 10:25 PM
Subject: RE: RV-List: pin or bolts?
Hey Scott,
Tell us more about the center console quadrant. I'm thinking that's what
I want to do, but I'm not sure where it needs to mount or how I'll run
the cables. How are you doing it?
Ed Holyoke
6QB
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of ABAYMAN(at)aol.com
Sent: Sunday, September 23, 2001 4:20 PM
Subject: Re: RV-List: pin or bolts?
dear listers,
i'm assembling my center console throttle quadrant, and am using the
cables
from Vans with the screw on clevis. they came with a pin and cotter key,
but
i seem to have miss placed them. can i use a small bolt or screw with a
nyloc
nut? is these pins extra hardened?
scott
tampa
back to work on the rv.
________________________________________________________________________________
| From: | Paulbaird(at)aol.com |
| Subject: | Re: Airline Bailout, Not RV related |
Eric,
I am all for buying American products. I drive two American cars.
I fly an Aribus for a major airline and I thought I would just let you know
that 65 to 70% of the Airbus consists of American made components. The
engines are General Electric. The onboard computers (more than 70 of them)
are Honeywell. The list of American components on the airbus is a long and
distinguished one. You can ask Boeing how much of a 757 is built overseas
and I think you will be surprised.
I am not trying to make a case against Boeing. I just thought you
would be interested to know.
Paul,
RV9 90355
PS The Airbus 320 is a truly wonderful airplane to fly.
________________________________________________________________________________
| From: | "Clifford Begnaud" <shoeless(at)barefootpilot.com> |
| Subject: | Re: Crossing Rockies Advise |
Eric,
I'm sure some others will chime in here, but I feel compelled to add my 2
cents worth in light of a recent accident that took the life of an
acquaintance of mine and a member of the "Kitfox List".
It's just not as simple as finding a good route across the mountains. There
are more hazards than you can possibly imagine. PLEASE, PLEASE, PLEASE don't
venture off into the Rocky Mountains without getting adequate training, here
in the region. Do not depend on training received in the lowlands to prepare
you for what you will encounter here.
Every year pilots from across the country venture off into the Rockies, and
invariably, every year several of them pay for the mistake with their life.
My suggestion would be to cross through southern Wyoming, Cheyenne,
Laramie, Rawlins. Generally following I-80. Before getting to Salt Lake
City, divert north into southern Idaho, avoiding the mountains that run
north to south from just east of salt lake city to north of Logan, UT. From
here it is a straight forward trip to Boise.
Keep in mind that much of the terrain along this route is very rugged, often
with few options for making emergency landings. There are mountains along
this route, but you can fly around them. HOWEVER, they can still cause all
kinds of meteorological problems. Keep in mind that even though most of the
airports at which you would stop for fuel are not necessarily in the
mountains, they are still "high elevation" airports and will present
challenges. You can expect winds of 25++ knots at most airports along this
route, as the rule, not the exception. So be competent at cross wind
landings. Keep in mind that your ground speed at landing will be higher than
you are accustomed to, so watch your AIRSPEED carefully.
Be careful out there!
Regards,
Cliff
> A navigation question for all of you experienced flyers. What is the
> best route (without oxygen) to get across the Rocky Mountains if you
> departing from Oklahoma or Kansas with Boise, Idaho as your destination.
> I am still waiting for my FAA inspection but I'm already planning cross
> country trips ;>)
>
> Eric Newton - Long Beach, MS
> RV-6A N57ME (waiting for FAA inspection)
> www.ericsrv6a.com
>
________________________________________________________________________________
| From: | "John B. Abell" <jbabell(at)mediaone.net> |
| Subject: | Re: Crossing Rockies Advise |
Eric,
From OK or KS, one way is to make your way to Cheyenne; then you could fly
at or below 12500 VFR (12000 IFR) along the following route: V138 MBW V6
FBR V142 MLD V4 BOI. You need to avoid Denver because there is no low
altitude route going west from Denver. From Cheyenne Airport to Boise Air
Terminal along this route is 557 n.m., so you might want to stop in Fort
Bridger or someplace.
If you want to fly off airways, I can't help you.
Best wishes,
Jack Abell
Eric Newton wrote:
>
> A navigation question for all of you experienced flyers. What is the
> best route (without oxygen) to get across the Rocky Mountains if you
> departing from Oklahoma or Kansas with Boise, Idaho as your destination.
> I am still waiting for my FAA inspection but I'm already planning cross
> country trips ;>)
>
> Eric Newton - Long Beach, MS
> RV-6A N57ME (waiting for FAA inspection)
> www.ericsrv6a.com
>
>
________________________________________________________________________________
| From: | "Mike Robertson" <mrobert569(at)hotmail.com> |
Nice Try! Keep thinking! I tried suggesting a one time departure for those
stuck under a class 'B' veil to our FSS and asked them to pass it up the
line but have heard nothing back yet.
>From: "KostaLewis" <mikel(at)dimensional.com>
>Reply-To: rv-list(at)matronics.com
>To:
>Subject: Re: RV-List: No Fly Zone
>Date: Sun, 23 Sep 2001 10:53:52 -0600
>
>
>OK: I am reading the NOTAM, and this is what I see:
>
>MANUFACTURER PRODUCTION FLIGHT TEST OPERATIONS ARE AUTHORIZED FOR AIRCRAFT
>WITH A MAXIMUM CERTIFICATED GROSS TAKEOFF WEIGHT OF 95,000 POUNDS OR LESS
>WITHIN ENHANCED CLASS B AIRSPACE AREAS, EXCEPT THE BOSTON ENHANCED CLASS B
>AIRSPACE AREA AND EXCEPT FOR OPERTATIONS WITHIN THE TEMPORARY FLIGHT
>PURSUANT TO FDC NOTICE 1/9953.
>
>I am a manufacturer of (an) aircraft, right? And there are some aspects of
>my flight testing I have not completed; further "G"
>testing, for example. And fuel consumption, weight-related rate of climb.
>The list goes on. Would I be legal?
>
>Michael
>Trying to figure out a way out..................
>
>
________________________________________________________________________________
| From: | "Mike Robertson" <mrobert569(at)hotmail.com> |
A Manufacturer's PRODUCTION test flight means only for a manufacturer that
has applied for a type certificate and are test flying a prodo-type. Thats
the short version explanation.
Mike Robertson
RV-8A
>From: "Thomas Mosher" <tmosher(at)gbronline.com>
>Reply-To: rv-list(at)matronics.com
>To:
>Subject: Re: RV-List: No Fly Zone
>Date: Sun, 23 Sep 2001 16:09:52 -0500
>
>
>That one is going to be an issue for interpretation - however, from what I
>can determine from the FARs, a production flight test is covered under FAR
>21. FAR 21 refers to aircraft with a type certificate....
>
>Any DARs or Feds want to try to interpret this one?
>
>Tom
>----- Original Message -----
>From: "KostaLewis" <mikel(at)dimensional.com>
>To:
>Sent: Sunday, September 23, 2001 11:53 AM
>Subject: Re: RV-List: No Fly Zone
>
>
> >
> > OK: I am reading the NOTAM, and this is what I see:
> >
> > MANUFACTURER PRODUCTION FLIGHT TEST OPERATIONS ARE AUTHORIZED FOR
>AIRCRAFT
> > WITH A MAXIMUM CERTIFICATED GROSS TAKEOFF WEIGHT OF 95,000 POUNDS OR
>LESS
> > WITHIN ENHANCED CLASS B AIRSPACE AREAS, EXCEPT THE BOSTON ENHANCED CLASS
>B
> > AIRSPACE AREA AND EXCEPT FOR OPERTATIONS WITHIN THE TEMPORARY FLIGHT
> > PURSUANT TO FDC NOTICE 1/9953.
> >
> > I am a manufacturer of (an) aircraft, right? And there are some aspects
>of
> > my flight testing I have not completed; further "G"
> > testing, for example. And fuel consumption, weight-related rate of
>climb.
> > The list goes on. Would I be legal?
> >
> > Michael
> > Trying to figure out a way out..................
> >
> >
>
>
________________________________________________________________________________
| From: | "Mike Robertson" <mrobert569(at)hotmail.com> |
| Subject: | Re: pin or bolts? |
Scott,
You could use a bolt and self locking nut here but a couple of precautions.
Make sure that there is smooth shank most of the way through the clevis as
the bolt must always be somewhat loose and over time the threads will act
like a mini file. Make sure the bolt is able to rotate in the clevis hole
but is not sloppy. Being too sloppy leaves open the chance that if
something came loose it could catch the bolt. Also you may want to add the
bolts to your yearly condition inspection as they are not designed for shear
load and may wear faster than a clevis pin. For this application they
probably never will but one never knows.
What I would suggest is go ahead and use bolts until you get a chance to
replace them with clevis pins.
Mike Robertson
RV-8A
>From: ABAYMAN(at)aol.com
>Reply-To: rv-list(at)matronics.com
>To: rv-list(at)matronics.com
>Subject: Re: RV-List: pin or bolts?
>Date: Sun, 23 Sep 2001 19:19:50 EDT
>
>
>dear listers,
>i'm assembling my center console throttle quadrant, and am using the cables
>from Vans with the screw on clevis. they came with a pin and cotter key,
>but
>i seem to have miss placed them. can i use a small bolt or screw with a
>nyloc
>nut? is these pins extra hardened?
>scott
>tampa
>back to work on the rv.
>
>
________________________________________________________________________________
| Subject: | Re: pin or bolts? |
ok
i'm convienced, i'll find the pins and use them.
thanks guys
scott
tampa
________________________________________________________________________________
| Subject: | Get out of Class B |
| From: | Larry Pardue <n5lp(at)carlsbad.net> |
Listers:
It seems many listers are interested in repositioning their airplanes out
of enhanced Class B airspace. I have not seen mentioned the simple
method of hiring an instructor. Why not?
FDC 1/0345 FDC PART 1 OF 2 ..SPECIAL NOTICE.. ATTENTION ALL OPERATORS
EFFECTIVE SEPTEMBER 22, 2001 0000 UTC UNTIL FURTHER NOTICE. PURSUANT TO
TITLE 14 CFR 91.139 EMERGENCY AIR TRAFFIC RULES:
1. IN ALL AIRSPACE OUTSIDE ENHANCED CLASS B AIRSPACE, VFR FLIGHT TRAINING
OPERATIONS ARE AUTHORIZED FOR SINGLE AND MULTI-ENGINE NON-TURBOJET
POWERED AND NON-POWERED (E.G., GLIDERS) AIRCRAFT WITH A MAXIMUM
CERTIFICATED GROSS TAKEOFF WEIGHT OF 12,500 POUNDS OR LESS.
2. FOR THOSE AIRPORTS WITHIN ENHANCED CLASS B AIRSPACE AREAS, EXCEPT THE
BOSTON ENHANCED CLASS B AIRSPACE AREA AND EXCEPT FOR OPERATIONS WITHIN
THE TEMPORARY FLIGHT RESTRICTIONS AREAS FOR THE NEW YORK AND WASHINGTON
OPERATIONS ARE AUTHORIZED FOR SINGLE AND MULTI-ENGINE PROPELLER AND ROTOR
DRIVEN PISTON POWERED AIRCRAFT WITH A MAXIMUM CERTIFICATED GROSS TAKE-OFF
WEIGHT OF 6,000 POUNDS OR LESS.]]
Larry Pardue
Carlsbad, NM
RV-6 N441LP Flying (And feeling a bit guilty about being able to go to
ABI when so many could not)
http://www.carlsbadnm.com/n5lp/index.htm
________________________________________________________________________________
| From: | "John Starn" <jhstarn(at)earthlink.net> |
\"Rocket List\"" ,
"Allen L. Mecum"
| Subject: | Re: Good thinking! |
When the cord holding the HRII canopy broke and the brand new canopy
tore loose and bounced across the floor it was crying time OR it was
time to say "well we know for sure that Van's design for emergancy
canopy removal works". The "pop" rivents did pop the second time and
release the canopy as planned. Did we say this right away, No. It took
about five minutes to check out the canopy, get over the shock and then
we did continue on and the quote above is what was said. KABONG
----- Original Message -----
From: SEERONFLY(at)aol.com
Subject: Good thinking!
READ THIS. LET IT REALLY SINK IN.
THEN CHOOSE HOW YOU START YOUR DAY TOMORROW.
Michael is the kind of guy you love to hate. He is always in a good
mood and always has something positive to say. When someone would ask
him how he was doing, he would reply, "If I were any better, I would be
twins!" He was a natural motivator.
If an employee was having a bad day, Michael was there telling the
employee how to look on the positive side of the situation. Seeing this
style really made me curious, so one day I went up to Michael and asked
him, "I don't get it! You can't be a positive person all of the time.
How do you do it?"
Michael replied, "Each morning I wake up and say to myself, you have
two choices today. You can choose to be in a good mood or ...you can
choose to be in a bad mood. I choose to be in a good mood.
Each time something bad happens, I can choose to be a victim or...I
can choose to learn from it. I choose to learn from it. Every time
someone comes to me complaining, I can choose to accept their
complaining... or I can point out the positive side of life. I choose
the positive side of life.
"Yeah, right, it's not that easy," I protested. Yes, it is," Michael
said. "Life is all about choices. When you cut away all the junk, every
situation is a choice. You choose how you react to situations. You
choose how people affect your mood. You choose to be in a good mood or
bad mood.
The bottom line: It's your choice how you live your life."
I reflected on what Michael said. Soon hereafter, I left the Tower
Industry to start my own business. We lost touch, but I often thought
about him when I made a choice about life instead of reacting to it.
Several years later, I heard that Michael was involved in a serious
accident, falling some 60 feet from a communications tower.
After 18 hours of surgery and weeks of intensive care, Michael was
released from the hospital with rods placed in his back. I saw Michael
about six months after the accident.
When I asked him how he was, he replied. "If I were any better, I'd be
twins. Wanna see my scars?"
I declined to see his wounds, but I did ask him what had gone through
his mind as the accident took place. "The first thing that went through
my mind was the well-being of my soon to be born daughter, "
Michael replied. "Then, as I lay on the ground, I remembered that I
had two choices: I could choose to live or ...I could choose to die. I
chose to live."
"Weren't you scared? Did you lose consciousness?" I asked.
Michael continued, "...the paramedics were great. They kept telling me
I was going to be fine. But when they wheeled me into the ER and I saw
the expressions on the faces of the doctors and nurses, I got really
scared. In their eyes, I read "he's a dead man. I knew I needed to take
action."
"What did you do?" I asked.
"Well, there was a big burly nurse shouting questions at me," said
Michael. "She asked if I was allergic to anything. "Yes, I replied." The
doctors and nurses stopped working as they waited for my reply. I took a
deep breath and yelled, "Gravity."
Over their laughter, I told them, "I am choosing to live. Operate on
me as if I am alive, not dead."
Michael lived, thanks to the skill of his doctors, but also because of
his amazing attitude. I learned from him that every day we have the
choice to live fully.
Attitude, after all, is everything. "Therefore do not worry about
tomorrow, for tomorrow will worry about itself. Each day has enough
trouble of its own." Matthew 6:34
After all today is the tomorrow you worried about yesterday.
You have two choices now:
1. Delete this.
2. Forward it to the people you care about.
You know the choice I made
________________________________________________________________________________
| From: | "Builder's Bookstore" <winterland(at)rkymtnhi.com> |
| Subject: | Re: Crossing Rockies Advise |
> PLEASE, PLEASE, PLEASE don't
> venture off into the Rocky Mountains without getting adequate training,
Yes. All true, but perhaps a bit too dramatic. I do want to add a couple
caveats.
1] The RV is fully capable of handling any altitude or density altitude you will
encounter in the Rockies with plenty of remaining performance and plenty of margin
for error. Of course, your climb rates will be lower and of course you'll use
more runway. But area airports have that extra runway to accomodate you.
2] The mountains do not "make their own weather" but they do accentuate it,
particularly in the case of winds. My rules of thumb (and I'm a big chicken
compared to others I fly with) if the winds at your cruising altitude are calm
to
under 10 kts then they are no factor. I'll just fly right over the tops, or
anywhere I want, including around the big 14ers.
10-20 kts and I'll limit my ridge crossings to the lower passes and/or pick
up
another 1-2000' of altitude. If flying cross wind on the downwind side of a high
ridge I'll also start paying attention to upslope and downslope wind conditions
by
staying on the upslope side.
If its much above 20kts I won't fly the high ridges or passes and will avoid
areas of downslope winds. Fortunately these days are not that common and when
they do happen it's mostly because a front is passing through or has just recently
past.
Just pay attention to winds aloft figures, the location of passing fronts and
be conservative in making a go no-go decision.
3] Landable terrain is more common than you think. There are very few areas from
where you couldn't easily glide to a landable location in an emergency from an
altitude of 3000' or so above the valley floors so long as you have a reasonable
awareness of where you are and the terrain around you. Unfortunatley I believe
the mountains east and northeast of Boise are such difficult areas making an
approach from the south perhaps more prudent.
Other than that, flying along the Colorado / Wyoming border does offer the lowest
passes, and although not the most interesting terrain will likely offer the best
chances of benign weather.
Andy
Winter Park, CO
________________________________________________________________________________
| Subject: | Re: Get out of Class B |
What I was told about planes getting out of the class B air space arround
Dallas and Ft Worth was to go out as a flight of 2 or 3 with only one filing
a IFR flight plan to a airport out of the class B. The flight could land at
an airport outside class B and close flight flan. Was informed that was how
to get airshow preformers out of DFW class B to make it to ABI Southwest
Regional fly-in. That was what I was told. Sounds good to me. Terry E. Cole
________________________________________________________________________________
| From: | "Doug Weiler" <doug.weiler(at)pressenter.com> |
| Subject: | Re: Crossing Rockies Advise |
Speaking of mountain fly, we are planning a flight from Minneapolis to
Jackson Hole in a week. Can any of you mountain guys suggest a nice VFR
route into there from the East for my RV-4?
Doug Weiler
Mn Wing
________________________________________________________________________________
| From: | "Robert Brown" <bkbrown(at)fiberpipe.net> |
| Subject: | Re: Crossing Rockies Advise |
Fort Bridger had no fuel when I flew over on my way back from OSH. Rock
Springs is a good place to land, but can be very windy at times. Evanston
and Kemmerer have fuel but are both a lot higher...so watch density
altitude.
We like to cross into the Salt Lake valley two canyons south of Logan.
There is a pretty good clearance and you don't have to be too high. You DO
need to be aware of the winds though. Logan is a nice airport to land at
and is outside SLC class B. From Logan it is a short hop up to KBOI.
Another way, the scenic route, is longer but does avoid the highest CO mtns,
would be to fly west through Farmington, NM and Page, AZ, then north through
Utah...pick your valley and stay in it northward.
Either way, plan your trip over highways and airports, and be aware of which
airports have fuel, because a lot of the small ones don't.
________________________________________________________________________________
| From: | Richard Bibb <rbibb(at)redback.com> |
| Subject: | Re: [Fwd: [Fwd: ]] |
It was..."never in the field of human conflict was so much owed, by so
many, to so few...."
>
>
> > > > Their names were: Mark Bingham, Jeremy Glick, and Thomas E. Burnett.
>
>I belive it was Winston Churchill ( correct me if I'm wrong) who said :
>
>" never was so much owed by so many to so few"
>
>
Richard E. Bibb
Sr. Vice President
Worldwide Sales and Customer Support
Redback Networks
10780 Parkridge Boulevard, Suite 155
Reston, Virginia 20191
Direct: 703-860-7012
Main: 703-860-7000
rbibb(at)redback.com
Mobile: 703-627-0348
________________________________________________________________________________
| From: | "LARRY RUSH" <K9HXT(at)msn.com> |
| Subject: | Fuel presure fluctuating |
Fellas,
I flew my RV-6A first flt on 27 July and only have 4.5 hrs to go to get the 40
I need, but I one "challenge" I can not seem to solve. The fuel presure fluctuates
from 3.8 to 6. lbs while running on the engine driven pump. When I start
the engine with elect pump running the pres. is 6+ lbs.
Turn off elect. and it is still 5+ lbs. Take-off and it "may " stay at 5+ lbs.
until maybe 15 mins or so into flight then it drops to 3.8 lbs. It
will probably stay there until I decend (say 5500 down to 2500) and it will raise
up to 5.+ lbs again. I have fire sleeve on all fuel lines, and tried putting
cool air on the gasolator and even sender unit which did not help. My engine
is a 0-360, oil cooler is on left rear baffle, and the fuel presure gage is a
Mitchel w/Mitchel electric sender. Oh yes, I do not have fire sleeve on the 1/8"
I.D. hose running from the carb to the sender.
Has anyone had similar problems???? What next?? HELP?????
Larry, N939LT at 3SY INDY.
________________________________________________________________________________
| From: | Paulbaird(at)aol.com |
| Subject: | Re: Airline Bailout/Rebate, Not RV related |
Brian,
Here here... well said !!!
________________________________________________________________________________
| From: | Tedd McHenry <tedd(at)vansairforce.org> |
| Subject: | Re: Crossing Rockies Advise |
I'm not very familiar with the area you're proposing to fly in, having
only flown low level there once. But I have some general advice about
mountain flying (former mountain SAR pilot).
Don't be too set on flying airways. It's amazing how many mountain crash
sites are right on an airway. Terrain, wind, and weather should dictate
your route, with airways being very much secondary.
If you stick to big valleys (i.e. wider than, say, 5 nm across the valley
floor) you will not find it hugely different from any other VFR flying.
Nevertheless, at least two things are still a greater risk than in
open-country flying: weather changes and winds.
The nightmare scenario is that you turn backack from deteriorating weather
only to find that the weather behind has deteriorated, too. To prevent
getting trapped that way, get a good met briefing from a local briefer,
and be sure you understand what the trends are. Then plan and fly your
route airport-by-airport, remaining confident at all times that you can
either reach the next airport or turn back to the last one. If you get a
nagging feeling about the weather at all, do something about it right
now. Be sure you understand what factors make the weather unstable and
likely to change (way too big a topic to go into here).
The big risk with winds in the mountains (beyond what any pilot should
already know) is downdrafts. It's possible to have a
thousand-foot-per-minute downdraft from a 10 kt wind, although that would
be fairly unusual. But if you take 100 times the wind speed (at
altitude), in knots, you will get an estimate of the worst-case downdraft
you can expect, in feet per minute. If that exceeds your climb rate (at
that density altitude and loading condition), avoid narrow valleys,
especially where the wind is across the valley, and be cautious even in
the wide valleys . (The convention is to fly valleys on the right for
traffic separation. But where winds are a factor fly on the downwind side
of the valley, because that's where the air is rising.)
Think about density altitue all the time. Here are two good rules of
thumb:
1. To estimate density altitude, add 1,000 feet to indicated altitude for
each 8 degrees C above standard temperature (14 degrees F).
2. Increase sea-level take-off distance by 10% for each 1,000 feet of density
altitude.
Enjoy yourself!
Tedd
________________________________________________________________________________
| From: | Larry Hawkins <lhawkins(at)giant.com> |
| Subject: | Crossing Rockies Advise |
And if you stop in Farmington (FMN) give me a call. Free food and shelter.
Larry Hawkins, RV-4 Farmington, NM, N-345SL, (reserved) finishing.
-----Original Message-----
From: Robert Brown [mailto:bkbrown(at)fiberpipe.net]
Sent: Monday, September 24, 2001 11:53 AM
Subject: Re: RV-List: Crossing Rockies Advise
Fort Bridger had no fuel when I flew over on my way back from OSH. Rock
Springs is a good place to land, but can be very windy at times. Evanston
and Kemmerer have fuel but are both a lot higher...so watch density
altitude.
We like to cross into the Salt Lake valley two canyons south of Logan.
There is a pretty good clearance and you don't have to be too high. You DO
need to be aware of the winds though. Logan is a nice airport to land at
and is outside SLC class B. From Logan it is a short hop up to KBOI.
Another way, the scenic route, is longer but does avoid the highest CO mtns,
would be to fly west through Farmington, NM and Page, AZ, then north through
Utah...pick your valley and stay in it northward.
Either way, plan your trip over highways and airports, and be aware of which
airports have fuel, because a lot of the small ones don't.
________________________________________________________________________________
| Subject: | Re: Fuel presure fluctuating |
Larry, most people using electronic fuel gauges have had this same issue,
including myself, what it appears to be is a sender issue. The senders are not
as good as they could be, my VDO sender is good to about 1.5 Lb. then it reads
anywhere between 2 and 0 Lb.. Tim Lewis did a lot of testing and has posted it
to the archives, plus he answered a post to me which I will attach. I wish the
lowest mine ever showed was 3.8 Lb.. I see 0 Lb. way to many times .
Garry "Casper" relishing every moment I fly
LARRY RUSH wrote:
>
> Fellas,
> I flew my RV-6A first flt on 27 July and only have 4.5 hrs to go to get t> he
40 I need, but I one "challenge" I can not seem to solve. The fuel pr> esure
fluctuates from 3.8 to 6. lbs while running on the engine driven pu> mp. When
I start the engine with elect pump running the pres. is 6+ lbs.
> Turn off elect. and it is still 5+ lbs. Take-off and it "may " stay at 5+> lbs.
until maybe 15 mins or so into flight then it drops to 3.8 lbs. It
> will probably stay there until I decend (say 5500 down to 2500) and it wi> ll
raise up to 5.+ lbs again. I have fire sleeve on all fuel lines, and t> ried
putting cool air on the gasolator and even sender unit which did not> help. My
engine is a 0-360, oil cooler is on left rear baffle, and the f> uel presure
gage is a Mitchel w/Mitchel electric sender. Oh yes, I do not> have fire sleeve
on the 1/8" I.D. hose running from the carb to the send> er.
>
> Has anyone had similar problems???? What next?? HELP?????
>
> Larry, N939LT at 3SY INDY.
>
>
________________________________________________________________________________
| Subject: | Re: Low Fuel Pressure - Lycoming's response] |
From: "Tim Lewis" <timrv6a(at)earthlink.net>
Date: Sat, 25 Aug 2001 20:26:25 -0400
Subject: (Fwd) Re: RV-List: Low Fuel Pressure - Lycoming's response
Here's my Dec 1999 email to the RV list
------- Forwarded message follows -------
From: Self <Single-user mode>
Subject: Re: RV-List: Low Fuel Pressure - Lycoming's response
Send reply to: timrv6a(at)earthlink.net
This morning I installed a "T" fitting after the Facet pump, and
hooked my auxiliary fuel tank (which includes and on/off valve) to the
"T". This allowed me to draw fuel from my normal system, or to
circumvent all the plumbing in my fuel system prior to the firewall.
When I turn "on" the auxiliary fuel tank valve, fuel can flow from the
aux tank into the fuel system in parallel with the output of the Facet
pump. From there, the fuel flows thru the gascolator and to the
engine driven pump.
Tests at various altitude revealed no significant change in fuel
pressure whether I was pulling fuel from the main tanks or from the
aux tank. Therefore, neither the Facet pump nor the plumbing in the
plane (inline fuel filters, stock Van's fuel selector) is having any
significant effect on fuel pressure.
I called Lycoming Tech support and spoke to Mike Caldera, who has
helped me throughout the engine installation process. Mike's reaction
to my flight test data (1 psi at altitude) was "go fly it, I don't
have a problem with it." Mike says decreasing fuel pressure with
altitude, and especially with cold temperatures, is normal. He said
it's a normal side effect of using diaphram fuel pumps. He also noted
that a reduction of fuel pressure during high flow (high power) isn't
unusual.
Mike noted that many Alaskan operators us the AN style pump rather
than the diaphram pump because of the effect of cold on the diaphram
pump. A different accessory housing is required to use the AN pump.
Mike was skeptical of Scott's observation that "All of the carb.
equipped airplanes at Van's that I fly run pressures between 4 - 6 PSI
at all times." He suggested a closer examination at altitude and when
cold. Scott, can you take some measurements from the factory bird(s)
at 10,000' or so when you get an opportunity?
My remaining challenge is to see if I can find a fuel pressure sender
that is accurate. The VDO 0-30 PSI sender I have is unsatisfactory
for low pressure measurement (0 - 1.5 psi all produce a "0" signal).
Thanks to all who have contributed to this thread. I'd love to see
more fuel pressure data from flying RV's. Please mention what type of
gauge you use.
Thanks,
Tim Lewis
------- End of forwarded message -------
******
Tim Lewis -- Fairfax, VA
RV-6A N47TD - First Flight 18 Dec 99
http://www.geocities.com/timrv6a
******
________________________________________________________________________________
| Subject: | [Fwd: RV6 Fuel Pressure] |
From: "Tim Lewis" <timrv6a(at)earthlink.net>
Date: Sat, 25 Aug 2001 20:24:19 -0400
Subject: Re: RV6 Fuel Pressure
Gary Van Remogel , Cy
Garry,
I did a lot of research, and found out that the VDO fuel pressure
transducer has very poor resolution below 2 PSI. I confirmed this with
Grand Rapids technology (manufacturer of the EIS), and thru carefully
calibrated (water column) tests of two brand new VDO transducers. I
then connected a mechanical fuel pressure gauge (temporarily) to the
plane and test flew, collecting lots of data. Bottom line is the VDO
transducer is not reliable at low fuel pressure.
Fuel pressure does go down with increasing altitude, and with low
temperature. I don't have my data here at hand, but I believe I saw
pressures down below 1 psi during steep climbs at altitude (cold out,
too). I called Lycoming Tech support, and they told me this is normal
with the diaphram type mechanical fuel pump that comes stock with
the O-360-A1A. Regarding low fuel pressure at high altitude,
Lycoming tech support said that if the engine runs, don't worry about
it. They mentioned that for sustained cold weather operation there is
a different fuel pump that can be purchased. I believe they said it is a
piston-type pump, and it is frequently used in Alaska.
I hope this helps.
Tim Lewis
On 24 Aug 2001, at 7:25, Garry LeGare wrote:
From: Garry LeGare <"versadek"@earthlink.net>
Copies to: Paul Bessing , "Owens, Laird" ,
Gary Van Remogel , Cy
Subject: RV6 Fuel Pressure
> Hi Tim,
> I seem to remember you had a problem with fuel pressure dropping as
> altitude increased. What did you do to resolve it? I would really
> appreciate a response, as the List and Archives are down.
>
> Thanks for your help.
> Garry LeGare,
> Caspers Dad
> 25.8 Hrs
>
******
Tim Lewis -- Fairfax, VA
RV-6A N47TD - First Flight 18 Dec 99
http://www.geocities.com/timrv6a
******
________________________________________________________________________________
| From: | joe wiza <jwiza1(at)yahoo.com> |
| Subject: | Re: Fuel presure fluctuating |
Larry
I have the 0360 carb. I have experienced the same
problem especially when climbing to a higher altitude.
I have 140hrs and still no change.
Joe
RV6A
--- LARRY RUSH wrote:
>
>
> Fellas,
> I flew my RV-6A first flt on 27 July and only have
> 4.5 hrs to go to get t> he 40 I need, but I one "challenge" I can not seem
> to solve. The fuel pr> esure fluctuates from 3.8 to 6. lbs while running on
> the engine driven pu> mp. When I start the engine with elect pump running
> the pres. is 6+ lbs.
> Turn off elect. and it is still 5+ lbs. Take-off and
> it "may " stay at 5+> lbs. until maybe 15 mins or so into flight then it
> drops to 3.8 lbs. It
> will probably stay there until I decend (say 5500
> down to 2500) and it wi> ll raise up to 5.+ lbs again. I have fire sleeve on
> all fuel lines, and t> ried putting cool air on the gasolator and even
> sender unit which did not> help. My engine is a 0-360, oil cooler is on left
> rear baffle, and the f> uel presure gage is a Mitchel w/Mitchel electric
> sender. Oh yes, I do not> have fire sleeve on the 1/8" I.D. hose running from
> the carb to the send> er.
>
> Has anyone had similar problems???? What next??
> HELP?????
>
> Larry, N939LT at 3SY INDY.
>
>
>
> http://www.matronics.com/unsubscribe
>
>
>
> through
>
> http://www.matronics.com/archives
> http://www.matronics.com/emaillists
>
> Matronics!
>
>
>
>
>
________________________________________________________________________________
| From: | "Clifford Begnaud" <shoeless(at)barefootpilot.com> |
| Subject: | Re: Crossing Rockies Advise |
Andy,
Ok, it was a bit dramatic, but the point remains that you can't teach
someone to fly in the mountains over the internet.
On the Kitfox list, several members gave many pointers to one of our members
planning a trip west, but continued to point out that there are many ways to
get into trouble and that every possibility couldn't be covered. During the
trip he went flying with an experienced mountain pilot (each in their own
plane) and despite the direct and timely warnings from the other pilot he
managed to get himself killed. I hope this explains why I was a bit dramatic
and why I don't think it's a good idea to give mountain flying advice over
the internet. It's all too easy for the person on the receiving end to
underestimate the hazards that exist.
Regards,
Cliff
>
> > PLEASE, PLEASE, PLEASE don't
> > venture off into the Rocky Mountains without getting adequate training,
>
> Yes. All true, but perhaps a bit too dramatic. I do want to add a couple
> caveats.
>
________________________________________________________________________________
Message-ID: <20010924200422.77454.qmail(at)web13408.mail.yahoo.com>
| From: | Larry Bowen <lcbowen(at)yahoo.com> |
| Subject: | Re: Crossing Rockies Advise |
So what exactly happened to the Kitfox guy? --So we can learn from his
particular mistake?
-Larry(at)BowenAero.com
--- Clifford Begnaud wrote:
>
>
> Andy,
> Ok, it was a bit dramatic, but the point remains that you can't teach
> someone to fly in the mountains over the internet.
> On the Kitfox list, several members gave many pointers to one of our members
> planning a trip west, but continued to point out that there are many ways to
> get into trouble and that every possibility couldn't be covered. During the
> trip he went flying with an experienced mountain pilot (each in their own
> plane) and despite the direct and timely warnings from the other pilot he
> managed to get himself killed. I hope this explains why I was a bit dramatic
> and why I don't think it's a good idea to give mountain flying advice over
> the internet. It's all too easy for the person on the receiving end to
> underestimate the hazards that exist.
> Regards,
> Cliff
________________________________________________________________________________
Message-ID: <3BAF9765.8299AA96(at)rkymtnhi.com>
| From: | A&P-IA Bookstore <winterland(at)rkymtnhi.com> |
| Subject: | Re: Crossing Rockies Advise |
Cliff
Agreed 100%!!! Also that I may have been a little too trite with my "just do
it" kind of comments.
But two facts are worth repeating.
1] In GOOD weather, mountain flying bears few additional dangers than low land
flying. In bad weather, it can surprise and kill you. To me, this is basically
a
matter of being considerably more selective when choosing fly or no-fly days.
Cross country pilots need be very aware and comfortable with the fact that your
chances of getting stuck at some remote airport while waiting for the weather to
clear in Colorado is far greater than it is in Kansas.
2] The RV is a far more capable aircraft than a Kitfox, at least in the realm
of
penetrating bad weather. Now don't get me wrong. I've got well over 1000 hours
in many types of ultralights and "fat" ultralights. They are FUN and capable
aircraft. I just wouldn't want to get caught in one in a 25 kt wind on the back
side of Hoosier Pass.
Now, just for a little bit of totally self serving spam; there is a really good
book on Mountain Flying on the Builder's Bookstore by a long term mountain flying
instructor named Sparky Imeson. (in the Sport Flying section). It's worth
getting. Its also worth spending a few hours with a mountain flying instructor
if
you can make the opportunity. As Cliff said, you can't learn mountain flying,
or
any other kind of flying, on the internet.
Andy
Builder's Bookstore
http://buildersbooks.com
.
________________________________________________________________________________
| From: | KBoatri144(at)aol.com |
Message-ID: <142.2138e7a.28e10856(at)aol.com>
| Subject: | Re: Fuel presure fluctuating |
In a message dated 9/24/01 3:02:56 PM Eastern Daylight Time, K9HXT(at)msn.com
writes:
<< Fellas,
I flew my RV-6A first flt on 27 July and only have 4.5 hrs to go to get t he 40
I need, but I one "challenge" I can not seem to solve. The fuel pr esure fluctuates
from 3.8 to 6. lbs while running on the engine driven pu mp. >>
I think many people see this, particularly in an extended climb. I believe it
is because the pressure sender uses a static pressure source that is slow to
compensate for altitude (maybe its equivalent to the human "eustation" tube
is too small). Assuming this is the case, you'd see artificially low
indications in a climb, and artificially high indications during a decent.
Kyle Boatright
0-320/Aymar Demuth RV-6 Slider
Kennesaw,
A
http://www.angelfire.com/my/rv6
________________________________________________________________________________
| From: | owner-rv-list-server(at)matronics.com |
Message-Id: <200109242337.f8ONb5509684(at)matronics.com>
K6XKT01.E84 for
Message-ID: <3BAFC367.7080806(at)netscape.com>
From: mitchf(at)netscape.com (Mitchell Faatz)
Subject: Re: RV-List: !!!New RV message board!!!
Thor -
I appreciate your effort, but I hope people DON'T use it instead of
these email lists. All the messages here are archived and can be
searched very quickly with Matt's search engine. I'd hate to lose good
information. Maybe we can use your messageboard for the RV/political
discussions! :)
P.S. I *really* wanted to name my son Thor, but my wife wouldn't let me.
owner-rv-list-server(at)matronics.com wrote:
>
>To the best of my knowledge the RV community has not untill now had a
>"real" messageboard.
>
>So I started one!
>
>you can access it here
>http://www.flugfelagid.com/ffmessageb/ubbcgi/ultimatebb.cgi
>
>or go through our web www.flugfelagid.com (on the menu click
>messageboard and it opens in a separate window)
>
>I hope in time it will be frequented and thus become highly useful and
>entertaining for everyone.
>
>To post you will need to register.
>
>Thor Hardarson
>Iceland
>
>Building a RV-9 empennage
>
>
________________________________________________________________________________
Message-ID: <000c01c14552$68ed46e0$0200a8c0@jayeandscott>
| From: | "Jaye and Scott Jackson" <jayeandscott(at)home.com> |
| Subject: | Re: Fuel presure fluctuating |
Don't know if this applies to avgas the way it applies to jetfuel but there
is a problem-especially in the DC-8- wherein a fast climb to a cold altitude
with a load of warm fuel led to fuel flow fluctuations and the occasional
flameout. Also, the maximum suction-feeding altitude tables for some
airliners(when the tank pumps fail and the engine has to draw the fuel out
using the vacuum created at the lowpressure, engine-driven pump inlet
augmented by gravity) have two columns. The column used to determine the
maximum altitude is dependent upon tank temperature and time at altitude
before pump failure. This would decide whether or not the fuel has had time
to de-aerate. If it hasn't, the altitude can be quite low-down to 15,000'
for the A340. With the RV's outstanding climb rate, it is conceivable that-
if avgas also has this characteristic-the fuel could be fizzing away like a
soft drink at high altitudes and this may be detectable in the resulatant
fuel flow fluctuations.
Scott in Vancouver
----- Original Message -----
From: <KBoatri144(at)aol.com>
Sent: Monday, September 24, 2001 3:06 PM
Subject: Re: RV-List: Fuel presure fluctuating
>
> In a message dated 9/24/01 3:02:56 PM Eastern Daylight Time, K9HXT(at)msn.com
> writes:
>
> << Fellas,
> I flew my RV-6A first flt on 27 July and only have 4.5 hrs to go to get
t> he 40 I need, but I one "challenge" I can not seem to solve. The fuel
pr> esure fluctuates from 3.8 to 6. lbs while running on the engine driven
pu> mp. >>
>
> I think many people see this, particularly in an extended climb. I believe
it
> is because the pressure sender uses a static pressure source that is slow
to
> compensate for altitude (maybe its equivalent to the human "eustation"
tube
> is too small). Assuming this is the case, you'd see artificially low
> indications in a climb, and artificially high indications during a decent.
>
> Kyle Boatright
> 0-320/Aymar Demuth RV-6 Slider
> Kennesaw,
> A
> http://www.angelfire.com/my/rv6
>
>
________________________________________________________________________________
| From: | owner-rv-list-server(at)matronics.com |
Message-Id: <200109242348.f8ONmkN15383(at)matronics.com>
arry Le
are <"versadek"@earthlink.net>
| Subject: | Re: Fuel presure fluctuating |
Message-Id:
Kyle,
Tim Lewis spent many hours researching this issue with his supplier,
rand Rapids
Technology. I did the same with RMI my supplier and we both found the vent is not
the problem, at least on our systems. The VDO sender has a large relief area, its
so large in fact, it is equipped with a filter. I have also had this happen on
the ground when I shut off the electric fuel pump after start up. I believe Tim's
findings are the most logical as it is not unusual for Lycoming's fuel pressure
to fall below 2 Lb. and I'll bet your fuel pressure is falling below the 3.8 that
you are seeing, but your sender isn't deciphering it correctly. Lycoming states
.5 to 8 Psi is except able fuel pressure. When mine drops to "0", I turn on the
pump for a while, the pressure comes up and I stop worrying about it. If your
RV's engine hasn't hiccuped, then just enjoy flying and don't worry about it. By
the way has the grin mellowed yet? With over 40 Hr. on "Casper" Dianne and I are
like a couple of kids, planning our next trip.
arry
KBoatri144(at)aol.com wrote:
> I think many people see this, particularly in an extended climb. I believe it
> is because the pressure sender uses a static pressure source that is slow to
> compensate for altitude (maybe its equivalent to the human "eustation" tube
> is too small). Assuming this is the case, you'd see artificially low
> indications in a climb, and artificially high indications during a decent.
>
> Kyle Boatright
> 0-320/Aymar Demuth RV-6 Slider
> Kennesaw,
> A
> http://www.angelfire.com/my/rv6
>
>
________________________________________________________________________________
Message-ID: <008b01c1455b$f88068b0$6401a8c0@micron>
| From: | "Clifford Begnaud" <shoeless(at)barefootpilot.com> |
| Subject: | Re: Crossing Rockies Advise |
Here's the ntsb prelim report:
http://www.ntsb.gov/ntsb/brief.asp?ev_id 010901X01850&key=1
Also, see this accident report.
http://www.ntsb.gov/ntsb/brief.asp?ev_id 010807X01625&key=1
>
> So what exactly happened to the Kitfox guy? --So we can learn from his
> particular mistake?
>
>
________________________________________________________________________________
| From: | owner-rv-list-server(at)matronics.com |
Message-Id: <200109250135.f8P1ZVg13223(at)matronics.com>
E2JIXPbve0ytzJdcg==">
by m4.jersey.juno.com (queuemail) id
Subject: RV-List: EL Cockpit Lighting
Message-ID: <20010924.203755.-263081.1.czechsix(at)juno.com>
From: czechsix(at)juno.com
uys, I posted this to the Aeroelectric list but thought I'd copy it to
the RV list also. If anyone has used EL lighting in their airplane I'd
be interested in your comments....
----------------------------
Bob (or anyone else who wants to jump in),
I am considering using electroluminescent lighting in my RV-8A cockpit.
Specifically, there's a brand-name called "Flatlite" that can be obtained
in almost any shape or size, and all the colors of the rainbow. The
distributor I've been talking to is at
http://beingseentechnologies.goemerchant2.com. My intent is to get a 2"
x 24" strip (blue, green, or white.....haven't decided which color yet)
and stick it to the underside of my glareshield. It won't be directly
visible when seated in the cockpit, but it will cast a soft glow down on
the panel. This seems to be an ideal way to light the panel with a
minimum of glare on the panel or canopy. The product is dimmable by
varying the input voltage from 12 VDC down to 7 VDC (after which it shuts
off).
Now for my question: the Flatlite kit uses an inverter which takes in
the aformentioned DC and converts it to 280 VAC at 850 Hz. Do you think
that this could cause noise or interference problems with the audio, or
any other system? The tech rep I talked to did not think it would be an
issue if grounded correctly at the firewall, based on experience with
cars and boats.
Any other input on this subject.....anyone who's tried it....any problems
or gotchas.....speak up before I send my $65.
Thanks,
--Mark Navratil
Cedar Rapids, IA
RV-8A fuselage...
________________________________________________________________________________
22229
| From: | owner-rv-list-server(at)matronics.com |
Message-Id: <200109250200.f8P20J
22229(at)matronics.com>
K700LBC46S6U(at)mta2.snfc21.pbi.net> for rv-list(at)matronics.com;
From: Matthew
elber
Subject: RV-List: Anyone with an 8A IO-360 exhaust?
Message-id:
I'm having a little trouble getting my Vetterman (Van's) exhaust on my
engine. The engine is an IO-360-A1B6, and the plane is an 8A. I think I
might have the 8 exhaust- the clearances around the nose gear seem very
small. If anyone out there has this setup it would be swell if I could
email you some pictures and have you tell me if I've got the right one.
(The box said 8, not 8A, so I'm suspicious)
Matthew
8A N48PP reserved
feeling like a king with that engine on there
________________________________________________________________________________
| Subject: | Re: Airline Bailout, Not RV related |
Message-ID: <20010924.210809.-133843.0.rvsixer(at)juno.com>
| From: | Michael D Hilger <rvsixer(at)juno.com> |
>
> Eric,
> I am all for buying American products. I drive two
> American cars.
> I fly an Aribus for a major airline and I thought I would just let
> you know
> that 65 to 70% of the Airbus consists of American made components.
> The
> engines are
eneral Electric. The onboard computers (more than 70
> of them)
> are Honeywell. The list of American components on the airbus is a
> long and
> distinguished one.
Well, I fix Airbuses for a major airline and if you go down the
"basement" where all those computers reside, you won't see very many
familiar names. Same thing in the wheelwells. All those pumps, valves,
actuators, etc, that make that Airbus such a delight to fly are virtually
all made in England,
ermany, or France. Still a good airplane (our
dispatch rate proves it) but let's not portray it as mostly U.S. made...
Mike Hilger
RV-6 N207AM, 130 hours
________________________________________________________________________________
Message-ID: <00cb01c14568$2d839d00$27c159d8@comfort-home>
ordon or Marge Comfort"
| Subject: | Re: Crossing Rockies Advise |
Date: Mon, 24 Sep 2001 20:56:13 -0400
-From: Eric Newton <enewton57(at)cableone.net>
Subject: RV-List: Crossing Rockies Advise
>A navigation question for all of you experienced flyers. What is the
>best route (without oxygen) to get across the Rocky Mountains if you
>departing from Oklahoma or Kansas with Boise, Idaho as your destination.
Eric: Suggest you look at going to Cheyenne,Wy, then west toward Rawlins,
staying a bit north to skirt the highest points and from there look at going
toward Bear Lake. West of Bear Lake there is a series of ridges to cross,
the highest of which are around 9000', I believe. If it is windy the ride
would be kind of rough. Once you reach the Snake River Plain, the route to
Boise is comfortable. An alternative might be Rawlins, Rock Springs, Ogden
UT and then northwest to the Snake River Plain. Or you could go Cheyenne,
Riverton WY, DuBois, Jackson Lake to JAC Wy. The Tetons are very pretty.
From Jackson, fly a bit south and either go west through the Teton Pass or
over the ridge just north of the pass and that puts you into the Snake River
Plain, past Idaho Falls and then you can skirt the high ground and just
follow the north edge of the Plain as it curves around toward Boise. The
routes I've described are not difficult if the weather is good. If the
weather is bad, stay put. Some clouds have rocks in them.
ordon Comfort
N363
C
________________________________________________________________________________
Message-ID: <00ca01c14568$2c1b8180$27c159d8@comfort-home>
ordon or Marge Comfort"
| Subject: | Re: Crossing Rockies Advise |
Date: Mon, 24 Sep 2001 20:28:51 -0400
From: Doug Weiler <doug.weiler(at)pressenter.com>
Subject: Re: RV-List: Crossing Rockies Advise
>Speaking of mountain fly, we are planning a flight from Minneapolis to
>Jackson Hole in a week. Can any of you mountain guys suggest a nice VFR
>route into there from the East for my RV-4?
>Doug Weiler
Doug: A good first stop en route to Jackson Hole is Rapid City, SD. From
there I usually fly to Jackson direct but that does take you over some
rugged, albeit not terribly high terrain. If you prefer to stay over lower
country, you can head from Rap City toward Riverton WY and thence up the
valley past DuBois and out over Jackson Lake at the dam. From there the
airport is a bit south and if you are landing to the south the only terrain
feature of note is Black Tail Butte just off the airport to the northeast.
ordon Comfort
N363
C
________________________________________________________________________________
Message-ID: <006701c1456c$895f6740$7d537418@EricMichelle>
| From: | "Eric Newton" <enewton57(at)cableone.net> |
Listers,
While waiting patiently for the FAA to contact me to schedule the final
inspection, I took some pictures of my nearly complete RV-6A (N57ME) and
posted one to the front page of my website. Anyone interested can go
there. I have chosen to hold off on installing the wheel pants and gear
leg fairings and painting until my first few fights and any "tweaking".
Just had to share . . .to everyone on the list who put up with and
patiently answered my seemingly endless beginner's questions - a big
THANKS to you all ! ! !
I'll let you know how the inspection goes. Then its off to Florida for
a little transition training with John Henley before my first flight.
Blue Skies,
Eric Newton - Long Beach, MS
RV-6A N57ME (waiting for FAA inspection)
www.ericsrv6a.com
________________________________________________________________________________
Message-ID: <001f01c1456d$658ee560$dda12b04@vz.dsl.genuity.net>
ene"
Date: Mon, 24 Sep 2001 19:54:28 -0700
What are your thoughts on insulating the belly and firewall of the rv's.
I will defiantly insulate the firewall but I am unsure on the benefits
of doing the area under the seats and the baggage area.
Any comments?
ene 90296
________________________________________________________________________________
| From: | Vanremog(at)aol.com |
Message-ID: <35.1b550569.28e14cf5(at)aol.com>
| Subject: | Re: Crossing Rockies Advise |
In a message dated 9/24/01 7:25:53 AM Pacific Daylight Time,
enewton57(at)cableone.net writes:
<< A navigation question for all of you experienced flyers. What is the
best route (without oxygen) to get across the Rocky Mountains if you
departing from Oklahoma or Kansas with Boise, Idaho as your destination.
I am still waiting for my FAA inspection but I'm already planning cross
country trips ;>) >>
I'd head for Cheyenne, up over Bear Lake, then into the Snake River Plain for
the downhill run. Lots of relatively flat country along the way, but likely
cross and head winds from the west on the Wyoming leg.
-
V (RV-6A N1
V)
vanremog(at)aol.com
________________________________________________________________________________
Message-ID: <002201c14572$3e5f3620$71cdbb3f@smokin>
| From: | "Ross" <rmickey(at)ix.netcom.com> |
| Subject: | Approach Plate Holder |
When I was at Van's Homecoming, I saw a plane with an approach plate holder
attached to the left side of the fuselage. Any idea who it is and if there
are pictues available? Because the canopy was closed, i couldn't see how it
was attached.
Ross Mickey
________________________________________________________________________________
| From: | owner-rv-list-server(at)matronics.com |
Message-Id: <200109250521.f8P5LkU12704(at)matronics.com>
K7005F7DK0KW(at)mta7.pltn13.pbi.net> for rv-list(at)matronics.com;
From: Ken Cantrell <kcflyrv(at)pacbell.net>
Subject: RV-List: Canopy cracks
Message-id: <00ef01c14582$166d2040$0400a8c0@pacbell.net>
Hello fellow listers,
I'm well along the home stretch of finishing my RV6 QB. I just finished
bonding my wind screen to the foward top skin and roll bar. I'm happy
with the results. What I just discovered has made me soooo depressed.
I took my canopy down from the loft in my shop and noticed that one of
the rivets along the front bow did not hold. It appeared that the rivet
was not long enough to go through the needed spacers and the canopy
frame. I should have simply ordered some longer rivets but for whatever
reason I decided to tap the hole and install a flathead #6 screw. So far
so good. I thought it would be a good idea to put some lock-tight to
keep it tight. WRON
! A few days later I was sickened to see a star of
cracks surrounding the screw. I was careful not to over tighten the
screw so I knew this was not the cause. When I called Van's this morning
to ask for a miracle, I was told that the lock-tight can cause a
reaction to the plexiglass and this was likely what happened. I was told
that sometimes the cracks don't grow too far but I somehow don't think
I'll be that lucky. I'm really not looking forward to another canopy job
but if I must, it will be done.
I know there is some one out there who has been down this road before. I
would really appreciate any advice or suggestions. At this point the
cracks go out from the edge of the hole about 3/8 to 1/2 inch.
Is it time to order a new one?
Ken Cantrell
N34KC reserved
________________________________________________________________________________
| From: | owner-rv-list-server(at)matronics.com |
Message-Id: <200109250600.f8P60oq17902(at)matronics.com>
X6918.femail44.sdc1.sfba.home.com@c59282a>
Message-ID: <01c301c14585$5da8e040$44310018@c59282a>
| From: | "Randall Henderson" <randallh(at)home.com> |
Subject: Re: RV-List: Approach Plate Holder
Date: Mon, 24 Sep 2001 22:46:04 -0700
> When I was at Van's Homecoming, I saw a plane with an approach plate
holder
> attached to the left side of the fuselage. Any idea who it is and if there
> are pictues available? Because the canopy was closed, i couldn't see how
it
> was attached.
>
> Ross Mickey
That might have been me (red/white RV-6) , or possibly my buddy Dan Benua
(Blue/Beige RV-6A). He's not on the list. I stole the idea from him although
I attached mine a little differently than he did. Easier to explain with
pictures -- If you're not in a hurry I'll try to get some pictures of both
installations next chance I get.
Randall Henderson, RV-6 N6R (~280 hrs)
Portland, OR
www.vanshomewing.org
________________________________________________________________________________
Message-ID: <01d001c14586$8735d1b0$44310018@c59282a>
| From: | "Randall Henderson" <randallh(at)home.com> |
Rr07073(at)matronics.com>
et out of Class B
Date: Mon, 24 Sep 2001 22:54:23 -0700
> What I was told about planes getting out of the class B air space arround
> Dallas and Ft Worth was to go out as a flight of 2 or 3 with only one
filing
> a IFR flight plan to a airport out of the class B.
[snip]
I've heard a lot of "I was told this" and "I was told that" about getting
out of class B, from tower controllers to FSDOs, often conflicting with each
other. However, the FARs, as I read them, say you need to be an IFR rated
pilot, with an IFR equipped bird, to fly IFR. Perhaps there's some loophole
or regulatory change that I don't know about, but if I were in the
unfortunate position, particularly in these sensitive times, I'd want to be
REALLY careful to either a) do it by the book, or b) get a written
clarification from the FAA. In the end, the only *opinion* that's going to
matter is the administrative law judge's....
Randall Henderson, RV-6 N6R (~280 hrs)
Portland, OR
www.vanshomewing.org
________________________________________________________________________________
| From: | owner-rv-list-server(at)matronics.com |
Message-Id: <200109250626.f8P6QVM24799(at)matronics.com>
X ([64.171.12.97])
by mta5.snfc21.pbi.net (iPlanet Messaging Server 5.1 (built May 7 2001))
with SMTP id <0
K7005YU
K2
7(at)mta5.snfc21.pbi.net> for rv-list(at)matronics.com;
From: "F. Parker Thomas" <me(at)parkerthomas.com>
Subject: RV-List: prop questions
Message-id:
Hi to all listers -
A few questions for you:
* Has anyone installed a constant speed prop that was ground down from 72 to
70 inches? The prop had minor damage and has been overhauled by a
supposedly reputable prop shop and stamped experimental. I find myself a
little hesitant. I examined the airplane on which it was damaged - damage
to the plane was indeed minor.
* Does anyone have a wiring diagram for a Terra (now Trimble) TRT 250D
transponder?
* Are there any manuals for Lycoming engines written by third parties such
as the Chilton series of books for cars? Looking for hookup information for
an IO-360 A1B6. is the Lycoming manual the best?
* Does anyone have a recommendation of an inexpensive CAD program to layout
a panel? I've not heard good things about panel planner, want something a
little more detailed than Bill VonDane's site (looks great though) and find
myself incredulous that the best way is a big sheet of paper. Are there
panel engravers that can do the cutting from a computer file?
Thanks for all of your help.
Parker Thomas
F. Parker Thomas
PO Box 190894
San Francisco, CA 94119
parker(at)iname.com
________________________________________________________________________________
| From: | "F. Parker Thomas" <me(at)parkerthomas.com> |
| Subject: | RE: prop questions |
Greetings to all listers -
I noticed van's guide mentioned bending the edge of overlapping pieces of
metal on the fuselage and wings. Has anyone done this where the wing skins
meet at the main spar? I'm worried about the skins flexing up on the
outside of the rivet lines.
Thanks,
Parker
F. Parker Thomas
PO Box 190894
San Francisco, CA 94119
parker(at)iname.com
________________________________________________________________________________
25-09-2001 11:02:20
Jag r borta frn kontoret frn 2001-09-24 till 2001-09-28.
________________________________________________________________________________
| From: | Mike Thompson <grobdriver(at)yahoo.com> |
| Subject: | Re: Insulation, was: nothing |
--- wrote:
> Gene"
> What are your thoughts on insulating the belly and firewall of the
> rv's.
> I will defiantly insulate the firewall but I am unsure on the
> benefits
> of doing the area under the seats and the baggage area.
> Any comments?
>
>
> Gene 90296
Gene,
Opinions vary (No!) but FWIW you will find that enough insulation to
help will add a lot of weight to your aircraft.
1) Insulate the firewall for sure against heat and a start against
noise.
2) Attach (glue) 2"x6" pieces of the firewall insulation to the large
open unsupported skin areas inside your fuselage to dampen oil
drumming.
3) Lay down some insulation in the floor and cover with a light carpet
or thin sheet aluminum against heat and noise from the exhaust.
4) Buy ANR headsets to do the rest!
Mike Thompson
Austin, TX
-6 N140RV (Reserved)
Firewall Forward
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)qcbc.org> |
Good idea for the Flight training. Now find an EAA flight Advisor and set
up a flight test team and test procedures.
Cy Galley, TC - Chair, Emergency Aircraft Repair, Oshkosh
Editor, EAA Safety Programs
cgalley(at)qcbc.org or experimenter(at)eaa.org
http://www.eaa.org for latest flying rules
----- Original Message -----
From: "Eric Newton" <enewton57(at)cableone.net>
Subject: RV-List: Proud Papa
Listers,
While waiting patiently for the FAA to contact me to schedule the final
inspection, I took some pictures of my nearly complete RV-6A (N57ME) and
posted one to the front page of my website. Anyone interested can go
there. I have chosen to hold off on installing the wheel pants and gear
leg fairings and painting until my first few fights and any "tweaking".
Just had to share . . .to everyone on the list who put up with and
patiently answered my seemingly endless beginner's questions - a big
THANKS to you all ! ! !
I'll let you know how the inspection goes. Then its off to Florida for
a little transition training with John Henley before my first flight.
Blue Skies,
Eric Newton - Long Beach, MS
RV-6A N57ME (waiting for FAA inspection)
www.ericsrv6a.com
________________________________________________________________________________
| From: | "Stucklen, Frederic IFC" <stuckle(at)ifc.utc.com> |
| Subject: | EL Cockpit Lighting |
Mark,
I tried this type of product in my IFR RV-6A, after seeing it at Sun 'N
Fun a couple of years ago. I found that, even with additional power supply
filtering, the AC noise effected my radios. I didn't investigate any
further, but felt that the IFR operation warranted the more common lighting
solutions......
Fred Stucklen
N925RV (1840 hrs/8 Yrs)
E. Windsor, CT 06088
WK Email: stuckle(at)ifc.utc.com
Hm/Travel Email: wstucklen1(at)juno.com
Subject: AeroElectric-List: EL Cockpit Lighting
Message-ID: <20010924.203755.-263081.0.czechsix(at)juno.com>
From: czechsix(at)juno.com
--> AeroElectric-List message posted by: czechsix(at)juno.com
Bob (or anyone else who wants to jump in),
I am considering using electroluminescent lighting in my RV-8A
cockpit.
Specifically, there's a brand-name called "Flatlite" that can be
obtained
in almost any shape or size, and all the colors of the rainbow. The
distributor I've been talking to is at
http://beingseentechnologies.goemerchant2.com. My intent is to get
a 2"
x 24" strip (blue, green, or white.....haven't decided which color
yet)
and stick it to the underside of my glareshield. It won't be
directly
visible when seated in the cockpit, but it will cast a soft glow
down on
the panel. This seems to be an ideal way to light the panel with a
minimum of glare on the panel or canopy. The product is dimmable by
varying the input voltage from 12 VDC down to 7 VDC (after which it
shuts
off).
Now for my question: the Flatlite kit uses an inverter which takes
in
the aformentioned DC and converts it to 280 VAC at 850 Hz. Do you
think
that this could cause noise or interference problems with the audio,
or
any other system? The tech rep I talked to did not think it would
be an
issue if grounded correctly at the firewall, based on experience
with
cars and boats.
Any other input on this subject.....anyone who's tried it....any
problems
or gotchas.....speak up before I send my $65.
Thanks,
--Mark Navratil
Cedar Rapids, IA
RV-8A fuselage...
________________________________________________________________________________
| From: | "Eric Newton" <enewton57(at)cableone.net> |
| Subject: | Re: RE: overlapping pieces |
I used a neat tool called an edge former tool. I got it from Cleveland
tools. Check out Sam Buchanan's review of it by going to this page:
http://home.hiwaay.net/~sbuc/journal/formtool.html
Happy Building,
Eric Newton - Long Beach, MS
RV-6A - N57ME (waiting for FAA inspection)
www.ericsrv6a.com
<>
________________________________________________________________________________
| From: | Ed Wischmeyer <edwisch(at)isomedia.com> |
| Subject: | RV-8 project with engine |
This isn't a great time to be a contract employee at Boeing, so I'm now
*really* looking to sell the RV-8 project and the IO-360. The sheet
metal work was beautifully done by Martin Sutter, and the wiring,
plumbing, engine installation, and canopy are yet to be done. The engine
is a first runout from a Mooney. I figure it's worth over 30, but I'll
take less.
Ed Wischmeyer
425 898-9856
edwisch(at)alum.mit.edu
________________________________________________________________________________
| From: | "rickjory" <rickjory(at)msn.com> |
| Subject: | Re: EL Cockpit Lighting |
FWIW, you might look at the Fiberlite system . . . www.fiberlite.com or
Aircraft Spruce. I haven't powered mine up yet, but installation has been
quite easy and one bulb lights the entire panel.
Rick Jory RV8A
----- Original Message -----
From: Stucklen, Frederic IFC <stuckle(at)ifc.utc.com>
Subject: RV-List: EL Cockpit Lighting
>
> Mark,
>
> I tried this type of product in my IFR RV-6A, after seeing it at Sun 'N
> Fun a couple of years ago. I found that, even with additional power supply
> filtering, the AC noise effected my radios. I didn't investigate any
> further, but felt that the IFR operation warranted the more common
lighting
> solutions......
>
> Fred Stucklen
> N925RV (1840 hrs/8 Yrs)
> E. Windsor, CT 06088
> WK Email: stuckle(at)ifc.utc.com
> Hm/Travel Email: wstucklen1(at)juno.com
>
> Subject: AeroElectric-List: EL Cockpit Lighting
> Message-ID: <20010924.203755.-263081.0.czechsix(at)juno.com>
> From: czechsix(at)juno.com
>
> --> AeroElectric-List message posted by: czechsix(at)juno.com
>
> Bob (or anyone else who wants to jump in),
>
> I am considering using electroluminescent lighting in my RV-8A
> cockpit.
> Specifically, there's a brand-name called "Flatlite" that can be
> obtained
> in almost any shape or size, and all the colors of the rainbow.
The
> distributor I've been talking to is at
> http://beingseentechnologies.goemerchant2.com. My intent is to
get
> a 2"
> x 24" strip (blue, green, or white.....haven't decided which color
> yet)
> and stick it to the underside of my glareshield. It won't be
> directly
> visible when seated in the cockpit, but it will cast a soft glow
> down on
> the panel. This seems to be an ideal way to light the panel with
a
> minimum of glare on the panel or canopy. The product is dimmable
by
> varying the input voltage from 12 VDC down to 7 VDC (after which
it
> shuts
> off).
>
> Now for my question: the Flatlite kit uses an inverter which
takes
> in
> the aformentioned DC and converts it to 280 VAC at 850 Hz. Do you
> think
> that this could cause noise or interference problems with the
audio,
> or
> any other system? The tech rep I talked to did not think it would
> be an
> issue if grounded correctly at the firewall, based on experience
> with
> cars and boats.
>
> Any other input on this subject.....anyone who's tried it....any
> problems
> or gotchas.....speak up before I send my $65.
>
> Thanks,
>
> --Mark Navratil
> Cedar Rapids, IA
> RV-8A fuselage...
>
>
________________________________________________________________________________
| From: | Ken Balch <kbalch1(at)mediaone.net> |
It looks like I'm going to need to move my project from MA to TX at the
end of next month. I'd like to get some input on how best to do this.
I'm figuring on something like a 24' Ryder truck, but would like to hear
from anyone who has actually done a project move like this. Assuming
that I can't screw braces into the truck's floor, how should I secure my
RV in place for the move?
Any ideas?
--
Regards,
Ken Balch
Ashland, MA
RV-8 #81125 (N118KB)
installing engine stuff
groups.yahoo.com/group/BostonRVBuilders/files/
________________________________________________________________________________
| From: | "Paul Besing" <azpilot(at)extremezone.com> |
| Subject: | Re: Moving project |
Ratchet straps on the engine mount, gear legs and tail wheel tube, all
pulling in opposite directions, meaning for every ratchet strap you install,
install another one pulling opposite.
Paul Besing
RV-6A N197AB Arizona
http://www.lacodeworks.com/besing
Flying
Kitlog Pro Builder's Log Software
http://www.kitlog.com
----- Original Message -----
From: "Ken Balch" <kbalch1(at)mediaone.net>
Subject: RV-List: Moving project
It looks like I'm going to need to move my project from MA to TX at the
end of next month. I'd like to get some input on how best to do this.
I'm figuring on something like a 24' Ryder truck, but would like to hear
from anyone who has actually done a project move like this. Assuming
that I can't screw braces into the truck's floor, how should I secure my
RV in place for the move?
Any ideas?
--
Regards,
Ken Balch
Ashland, MA
RV-8 #81125 (N118KB)
installing engine stuff
groups.yahoo.com/group/BostonRVBuilders/files/
________________________________________________________________________________
| From: | "EXT-Richard, Emmanuelle J" <emmanuelle.j.richard(at)boeing.com> |
My RV4 was moved (FL to WA) using the same truck you are mentioning without any
damage whatsoever. The wings were on a craddle. Wheels where secured by 2x4
nailed to the floor of the truck and straps tied to the engine mounts and tailwheel.
Screw braces in the floor truck if you wish.
From experience, I won't use Ryder again. If you do, make sure you inspect the
truck they give you!!! Don't accept one due for it's 100 000 mile service, that
has bald tires and is going to do 35mph foot-to-the-floor in the hills at
7 miles to the gallon. I wasn't the one who had to drive and it was all the more
embarassing to have my friends go through this.
Emmanuelle J. Richard
> ----------
> From: Ken Balch[SMTP:kbalch1(at)mediaone.net]
> Reply To: rv-list(at)matronics.com
> Sent: Tuesday, September 25, 2001 6:19 AM
> To: rv-list(at)matronics.com
> Subject: RV-List: Moving project
>
>
> It looks like I'm going to need to move my project from MA to TX at the
> end of next month. I'd like to get some input on how best to do this.
>
> I'm figuring on something like a 24' Ryder truck, but would like to hear
> from anyone who has actually done a project move like this. Assuming
> that I can't screw braces into the truck's floor, how should I secure my
> RV in place for the move?
>
> Any ideas?
>
> --
> Regards,
> Ken Balch
> Ashland, MA
> RV-8 #81125 (N118KB)
> installing engine stuff
> groups.yahoo.com/group/BostonRVBuilders/files/
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Insulation, was: nothing |
| From: | Denis Walsh <deniswalsh(at)earthlink.net> |
on 9/25/01 04:41, Mike Thompson at grobdriver(at)yahoo.com wrote:
>
> --- wrote:
>> Gene"
>
>> What are your thoughts on insulating the belly and firewall of the
>> rv's.
>> I will defiantly insulate the firewall but I am unsure on the
>> benefits
>> of doing the area under the seats and the baggage area.
>> Any comments?
>>
>>
>> Gene 90296
>
>
> Gene,
>
> Opinions vary (No!) but FWIW you will find that enough insulation to
> help will add a lot of weight to your aircraft.
>
> 1) Insulate the firewall for sure against heat and a start against
> noise.
> 2) Attach (glue) 2"x6" pieces of the firewall insulation to the large
> open unsupported skin areas inside your fuselage to dampen oil
> drumming.
> 3) Lay down some insulation in the floor and cover with a light carpet
> or thin sheet aluminum against heat and noise from the exhaust.
> 4) Buy ANR headsets to do the rest!
>
> Mike Thompson
> Austin, TX
> -6 N140RV (Reserved)
> Firewall Forward
>
This sounds like (pun) an excellent approach, one I've followed to the
letter and am happy.
I got this same advice from George Orndorff a few years ago. George is
selling some lightweight insulating material and carpet now which have
templates for installing and instructions. I recently got some and am very
happy with the product and service.
D Walsh
900 hours in 4.4 years, zero in the last two weeks.
________________________________________________________________________________
| Subject: | Re: Moving project |
| From: | Eric.J.Henson(at)chase.com |
11:12:00 AM
Ken, one thing I learned from moving my wings from CA to FL. Don't put
padding under your leading edges. Keep them flat on a very smooth surface.
All the bounces will work the metal around the leading edge ribs and make
little bumps where the ribs are. You can imagine how thrilled I was to
learn this.
Eric Henson
Ken Balch (at)matronics.com on 09/25/2001 09:19:13 AM
Please respond to rv-list(at)matronics.com
Sent by: owner-rv-list-server(at)matronics.com
cc:
Subject: RV-List: Moving project
It looks like I'm going to need to move my project from MA to TX at the
end of next month. I'd like to get some input on how best to do this.
I'm figuring on something like a 24' Ryder truck, but would like to hear
from anyone who has actually done a project move like this. Assuming
that I can't screw braces into the truck's floor, how should I secure my
RV in place for the move?
Any ideas?
--
Regards,
Ken Balch
Ashland, MA
RV-8 #81125 (N118KB)
installing engine stuff
groups.yahoo.com/group/BostonRVBuilders/files/
________________________________________________________________________________
| From: | Eric Newton <ENewton(at)beaurivageresort.com> |
Already done - Thanks Cy
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Cy Galley
Subject: Re: RV-List: Proud Papa
Good idea for the Flight training. Now find an EAA flight Advisor and set
up a flight test team and test procedures.
Cy Galley, TC - Chair, Emergency Aircraft Repair, Oshkosh
Editor, EAA Safety Programs
cgalley(at)qcbc.org or experimenter(at)eaa.org
http://www.eaa.org for latest flying rules
----- Original Message -----
From: "Eric Newton" <enewton57(at)cableone.net>
Subject: RV-List: Proud Papa
Listers,
While waiting patiently for the FAA to contact me to schedule the final
inspection, I took some pictures of my nearly complete RV-6A (N57ME) and
posted one to the front page of my website. Anyone interested can go
there. I have chosen to hold off on installing the wheel pants and gear
leg fairings and painting until my first few fights and any "tweaking".
Just had to share . . .to everyone on the list who put up with and
patiently answered my seemingly endless beginner's questions - a big
THANKS to you all ! ! !
I'll let you know how the inspection goes. Then its off to Florida for
a little transition training with John Henley before my first flight.
Blue Skies,
Eric Newton - Long Beach, MS
RV-6A N57ME (waiting for FAA inspection)
www.ericsrv6a.com
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)qcbc.org> |
| Subject: | Re: Moving project |
When we "box them up" at Oshkosh, we nail and screw into most any wood we
find in the U-Haul. One neat thing for wings is to make a sling out of
those cheap plastic traps and hang from the truck sides nose down. I think
you will find nail and screw holes in the floor. If not wedge a 2 by across
the bed and fasten into that.
Cy Galley, TC - Chair, Emergency Aircraft Repair, Oshkosh
Call me 309-788-3238 if you have a question. We've shipped clear to England
without a problem, to California by U-Haul.
----- Original Message -----
From: "Ken Balch" <kbalch1(at)mediaone.net>
Subject: RV-List: Moving project
It looks like I'm going to need to move my project from MA to TX at the
end of next month. I'd like to get some input on how best to do this.
I'm figuring on something like a 24' Ryder truck, but would like to hear
from anyone who has actually done a project move like this. Assuming
that I can't screw braces into the truck's floor, how should I secure my
RV in place for the move?
Any ideas?
--
Regards,
Ken Balch
Ashland, MA
RV-8 #81125 (N118KB)
installing engine stuff
groups.yahoo.com/group/BostonRVBuilders/files/
________________________________________________________________________________
| From: | ripsteel(at)edge.net (Mark Phillips) |
| Subject: | Re: Edge Forming(was prop questions) |
Hi Parker-
Some listers have reported good results not doing this, but I wimped out and
bought a Vosburgh edge former from Cleaveland (www.cleavelandtool.com) and am
satisfied with the results. When used properly, it will put a very slight bend
on the outside 3/16 (approx.) of the skin. I do recommend that you experiment
with the gap between the rollers on scrap of the same thickness and coating
(vinyl still on or not) to get the setting correct. If you get the rollers too
close you will get a very pronounced crease where the angle on the rollers
starts. Get just enough of a bend so it is detectable with a straightedge laid
perpendicular to the edge, perhaps 1/32" gap showing. You can do this with the
vinyl still on or off, but I seem to get a nicer bend with the vinyl on
although it is more difficult to examine the results until the metal is bare.
Just be darn sure you bend the edges before you dimple! (consider yourself
warned- but even if you forget, you can still bend between the dimples, not
quite as pretty but it still does the job...B.T.D.T.!!)
From the PossumWorks in TN
Mark Phillips
"F. Parker Thomas" wrote:
>
> Greetings to all listers -
>
> I noticed van's guide mentioned bending the edge of overlapping pieces of
> metal on the fuselage and wings. Has anyone done this where the wing skins
> meet at the main spar? I'm worried about the skins flexing up on the
> outside of the rivet lines.
>
>
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)qcbc.org> |
Great! Let me know the details when the day comes. I like to publish good
stories about safe test flying.
Cy Galley, TC - Chair, Emergency Aircraft Repair, Oshkosh
Editor, EAA Safety Programs
cgalley(at)qcbc.org or experimenter(at)eaa.org
http://www.eaa.org for latest flying rules
----- Original Message -----
From: "Eric Newton" <ENewton(at)beaurivageresort.com>
Subject: RE: RV-List: Proud Papa
Already done - Thanks Cy
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Cy Galley
Subject: Re: RV-List: Proud Papa
Good idea for the Flight training. Now find an EAA flight Advisor and set
up a flight test team and test procedures.
Cy Galley, TC - Chair, Emergency Aircraft Repair, Oshkosh
Editor, EAA Safety Programs
cgalley(at)qcbc.org or experimenter(at)eaa.org
http://www.eaa.org for latest flying rules
----- Original Message -----
From: "Eric Newton" <enewton57(at)cableone.net>
Subject: RV-List: Proud Papa
Listers,
While waiting patiently for the FAA to contact me to schedule the final
inspection, I took some pictures of my nearly complete RV-6A (N57ME) and
posted one to the front page of my website. Anyone interested can go
there. I have chosen to hold off on installing the wheel pants and gear
leg fairings and painting until my first few fights and any "tweaking".
Just had to share . . .to everyone on the list who put up with and
patiently answered my seemingly endless beginner's questions - a big
THANKS to you all ! ! !
I'll let you know how the inspection goes. Then its off to Florida for
a little transition training with John Henley before my first flight.
Blue Skies,
Eric Newton - Long Beach, MS
RV-6A N57ME (waiting for FAA inspection)
www.ericsrv6a.com
________________________________________________________________________________
| From: | "Ed Bundy" <ebundy(at)velocitus.net> |
| Subject: | Re: Approach Plate Holder |
It may have been mine - it's pretty simple, but I use it all the time. I
didn't want to tear up a kneeboard, so I bought a suitable approach plate
clip that just happened to be a attached to a $1.00 Walmart clipboard. It
was held on with two rivets which were drilled out. It was then a simple
matter of using the two existing holes to drill through the formed channel
(the one that rests on the main longerons) at a suitable location and
securing it with a couple of pop rivets.
I can get a picture of it if you want, but there really isn't much else to
it.
Ed Bundy - RV6A N427EM 400+ hours
160hp 0320 w/Sensenich 70x78
Eagle, ID
ebundy(at)velocitus.net
> When I was at Van's Homecoming, I saw a plane with an approach plate
holder
> attached to the left side of the fuselage. Any idea who it is and if there
> are pictues available? Because the canopy was closed, i couldn't see how
it
> was attached.
________________________________________________________________________________
| From: | "Michael Pilla" <mpilla(at)maine.rr.com> |
| Subject: | Re: Moving project |
I moved my project from NJ to MA and used a 24' U-Haul truck. My engine
was mounted, but I unmounted the horiz and vert stabs.
I used a piece of scrap TemperFoam in front of the engine's prop flange
and secured the engine mount to the front of the truck with nylon
webbing straps that had a ratchet adjustment to take up the slack
(useful after driving 15 - 20 miles and 100 miles)..
I secured the tail wheel to the side of the truck with another elastic
strap.
I used the Tony Bingelis wing cradle (scrap carpet) to cradle both wings
vertically and secured the cradle to the side of the track with more of
the adjustable nylon straps.
I wrapped the tail feathers in blankets and foam (obtained scrap foam
from a furniture upholsterer - they had tons of scrap for free).
As indicated above, after a few miles, stop and retighten the straps -
you sure don't want anything loose around there. I checked them about
every 75 - 100 miles (about the maximum distance I could handle with the
truck ride :-). After the first couple of adjustments, there wasn't any
further need, but I still checked.
The biggest problem was getting access to, e.g., toll booth lanes. No
one wants to let in a 24' truck. Fortunately, my adult daughter was
riding shotgun and, on one occasion, she jumped out, stopped traffic,
and I got in. She has more guts than I do. :-)
The project survived in excellent shape - not a mark on it at all. I
strongly recommend a few helpers to get the project into the truck.
Since my -4 was on the gear, I used a couple of 2x10 planks as ramps for
the main wheel with a helper holding the tailwheel. I used a
"Come-Along" (sp?) - a ratcheting cable device. It was most helpful
both getting the project into the truck as well as getting it off the
truck. Once before, I moved the project to an airport hangar and did
not use the ComeAlong and my helper couldn't prevent the fuse from
rolling down the ramp. I blocked it with my body and got a gash on my
leg from the wheelpant mounting bracket. Used a ComeAlong ever since
and zero problems. You have a lot of control with that baby.
Good luck. The truck ride is exactly that: a *truck*.
Michael Pilla
----- Original Message -----
From: Ken Balch <kbalch1(at)mediaone.net>
Subject: RV-List: Moving project
>
> It looks like I'm going to need to move my project from MA to TX at
the
> end of next month. I'd like to get some input on how best to do this.
>
> I'm figuring on something like a 24' Ryder truck, but would like to
hear
> from anyone who has actually done a project move like this. Assuming
> that I can't screw braces into the truck's floor, how should I secure
my
> RV in place for the move?
>
> Any ideas?
>
> --
> Regards,
> Ken Balch
> Ashland, MA
> RV-8 #81125 (N118KB)
> installing engine stuff
> groups.yahoo.com/group/BostonRVBuilders/files/
>
>
________________________________________________________________________________
| Subject: | First Flight of 24294 |
| From: | "Donald Nowakowski" <nowakod(at)us.ibm.com> |
09/25/2001 02:26:58 PM
RV-6 Serial number 24294 is an 0-320 powered machine with a Sensinich fixed
pitch prop. It finally took to the air this weekend after a six year
struggle (most of it very rewarding). I can't tell you how much information
I have gotten from this list along the way...Thanks!!.
The plane is AWESOME. Keep up the building if you are not done yet.. it's
worth it, big time!! If you are already done and flying, you already know
what I mean......don
Don Nowakowski , Equipment Engineering Tech
Telephone (802)288-3359,
"The Laws of Aerodynamics are unforgiving and the ground is hard."
Michael Collins (1987)
________________________________________________________________________________
| From: | SportAV8R(at)aol.com |
| Subject: | 6A nose gear fairing installation |
Having just completed the successful match-drilling and installation of a
new, improved nose gear leg, I now face the job of mounting van's new
pre-molded leg fairing. All I have to go on is the new drawing (not the new
pages in the builder's manual). Two questions arise right off, as I consider
what I am about to do.
First, the plans mention two plys of fiberglass cloth wetted with epoxy to
secure the fairing to the leg. I cannot tell from the drawing; is this done
just in one area ahead of the down-bend of the leg (where the arrow points on
the plans) or along the entire inside of the fairing? Second, won't that
make the hinge in the trailing edge a moot point, as it would tend to epoxy
yhe fairing permanently in place? Just how necessary or desirable is it to
have the fairing removeable? I am accustomed to the older, molded in place,
spiral-wrapped fairing/stiffener combo, there the bond was quite permanent.
Never saw the need to remove it once in service. Lastly, the plans are vague
about the mold-in-place leg/cowl intersection fairing. I've done one of
those before! This one is supposed to be bonded to the fairing and float
free of the cowl while filling the hole in the bottom of the cowl, correct?
Does it need to be flimsy enough to allow the leg fairing to be spread open
to get it on and off the gear leg? What keeps the whole thing from rotating
besides the clamp and epoxy at the bottom end of the fairing - anything?
Thanks for clarification. Archives not very helpful on this as far as I
could tell.
-Bill B
RV-6A 200 hours
________________________________________________________________________________
| Subject: | Memoral patch for leather jacket (not specifically RV related) |
| From: | <racker(at)rmci.net> |
Wow. This is awesome.
I suggest we make stickers up right away too. My RV canopy would welcome wearing
it.
Rob Acker (RV-6)
-----Original Message-----
FROM: Reeves, Doug
DATE: Tue 9/25/01 12:35
SUBJECT: RV-List: Memoral patch for leather jacket (not specifically RV related)
=09
I have an acquaintence through work who created an unbelievable image
that I would like to have made into a patch so that I can sew it on
my leather jacket. It is a 'Remember 9.11.01' type image and it can
be seen online at http://www.paranteau.com.
________________________________________________________________________________
| From: | "pat_hatch" <pat_hatch(at)email.msn.com> |
| Subject: | Re: Moving project |
Ken,
I moved my RV-6 project from NC to FL last year, wings and tail kit and all
my shop stuff.
First I built two real good stands for the wings which will later serve as
jigs for paint. Trailing edge down and suspended from the main spar and the
stub that sticks out on the tip rib that you later have to cut off. I
drilled holes through this flange and lag bolted directly into the stand to
keep the wing from sliding off. I used a 26' Budget, the biggest one they
have. Still barely got everything in. The walls have tie-down rings so
you'll need a lot of rope, I screwed some 4 X 8 sheets of plywood between
and around the wings for extra protection. I positioned the wings against
the forward and right-side walls for bracing and tied everything down.
It helps to have someone follow in a car. I got a set of walkie talkies
from Radio Shack so we were able to communicate and clear for traffic. No
emergency stops allowed. Got here without a scratch.
Went back and got the RV-4 and flew it down, a lot less stressful.
Pat Hatch
RV-4, N17PH @ VRB, 700 hours TT
O-320, Hartzell C/S
RV-6, Finish Kit
O-360, Hartzell C/S
----- Original Message -----
From: "Ken Balch" <kbalch1(at)mediaone.net>
Subject: RV-List: Moving project
>
> It looks like I'm going to need to move my project from MA to TX at the
> end of next month. I'd like to get some input on how best to do this.
>
> I'm figuring on something like a 24' Ryder truck, but would like to hear
> from anyone who has actually done a project move like this. Assuming
> that I can't screw braces into the truck's floor, how should I secure my
> RV in place for the move?
>
> Any ideas?
>
> --
> Regards,
> Ken Balch
> Ashland, MA
> RV-8 #81125 (N118KB)
> installing engine stuff
> groups.yahoo.com/group/BostonRVBuilders/files/
>
>
________________________________________________________________________________
Dear listers
lost the e-mail address for the guy who engraves fuel caps. please help. do
you know if he has them pre made and all i have to do is send mine in?
scott
tampa
________________________________________________________________________________
| From: | "Tim Lewis" <timrv6a(at)earthlink.net> |
| Subject: | Re: Moving project |
A picture of my TX to DC (DCA - The new Southern No Fly Zone)
move is at my web site, www.geocities.com/timrv6a. I mounted my
fuselage to a wooden cradle, and screwed the cradle to the floor of the
truck (they can't say "no" if you don't ask).
Tim
********************************
The DCA Infinite TCA...
"America's Southern No Fly Zone"
********************************
Tim Lewis -- Fairfax, VA
RV-6A N47TD - First Flight 18 Dec 99
http://www.geocities.com/timrv6a
******
________________________________________________________________________________
| From: | "Ross Mickey" <rmickey(at)ix.netcom.com> |
| Subject: | Re: Approach Plate Holder |
Thanks, Ed. The one I saw was a metal clipboard about the size of an
approach plate that was riveted to a approximately 12 inch long by 2 inch
wide piece of what looked like heavy aluminum sheet metal that was slightly
twisted so the clip board was at a 45 degree angle at the far left of the
instrument panel. I couldn't see how the end of the sheet metal "post" was
attached to the fuse. If I can't find out whose it is, I may just rivet a
small "pocket" to the side of the fuse that I could insert the end of the
sheet metal "post."
Ross
----- Original Message -----
From: "Ed Bundy" <ebundy(at)velocitus.net>
Subject: Re: RV-List: Approach Plate Holder
>
> It may have been mine - it's pretty simple, but I use it all the time. I
> didn't want to tear up a kneeboard, so I bought a suitable approach plate
> clip that just happened to be a attached to a $1.00 Walmart clipboard. It
> was held on with two rivets which were drilled out. It was then a simple
> matter of using the two existing holes to drill through the formed channel
> (the one that rests on the main longerons) at a suitable location and
> securing it with a couple of pop rivets.
>
> I can get a picture of it if you want, but there really isn't much else to
> it.
>
> Ed Bundy - RV6A N427EM 400+ hours
> 160hp 0320 w/Sensenich 70x78
> Eagle, ID
> ebundy(at)velocitus.net
>
> > When I was at Van's Homecoming, I saw a plane with an approach plate
> holder
> > attached to the left side of the fuselage. Any idea who it is and if
there
> > are pictues available? Because the canopy was closed, i couldn't see
how
> it
> > was attached.
>
________________________________________________________________________________
| Subject: | source of dessicant |
All,
I am building here in Houston on the Gulf Coast and my tools are
rusting, or more accurately, dissolving. I came up with the idea of
placing all the steel tools in an air tight container with some
dessicant, but I can't find a source for the dessicant.
Any ideas where to get the stuff?
Thanks,
Kelly
--8QB fuselage
________________________________________________________________________________
| Subject: | Re: source of dessicant |
silica gel can be bought in granular or solid form at any refrigeration
supply house.
scott
tampa
________________________________________________________________________________
| Subject: | Re: source of dessicant |
Scott,
Thanks for the tip - I'll try to get some tomorrow.
Kelly
----- Original Message -----
From: <ABAYMAN(at)aol.com>
Subject: Re: RV-List: source of dessicant
>
> silica gel can be bought in granular or solid form at any refrigeration
> supply house.
> scott
> tampa
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "dave ford" <dford(at)michweb.net> |
I was wondering if the Vans adjustable air vent could be used for heated
cockpit air coming from the inlet air box. I wasn't sure what the
actual temperatures are that would reach the ducting and air control.
Dave Ford
RV6
________________________________________________________________________________
| From: | "Martin Hone" <martin.hone(at)tradergroup.com.au> |
Question from a newbie with RV6.
I intend to place my Facet pump and gascolator outboard of the fuselage,
in the wing root, as some others have done. However, I am thinking of
placing the gascolator before the pump i.e. upstream, so that it's at
the very lowest point, and to provide an element of filtering before the
fuel gets to the pump. Any thoughts either way welcome.
Cheers
Martin in Oz
________________________________________________________________________________
| Subject: | Re: source of dessicant |
A solution also used is to put a 100Watt or 75Watt light bulb in with the
tools you are protecting. The advantage of the light bulb is the fact that
the bulb will not become saturated with moisture.
Good Luck
Rollie & Rod RV6A glassing the canopy.
________________________________________________________________________________
| From: | "David Burton" <dburton(at)nwlink.com> |
| Subject: | Re: source of dessicant |
You can find large tubs of it at craft shops, it is used to dry flowers.
The desiccant has blue indicator crystals in it which go away indicating
that the desiccant needs to be dried in the oven before it will be able to
absorb more water.
You'll probably get tired of having to keep drying out the desiccant
every day or so. I laugh every time I see a tub of that stuff in a trailer
or the bilge of somebody's boat. I've got a good friend who got really rich
developing and selling those things. They work just as advertised, but only
for about 24 hours or so before needing to be dried out. Usually the ones
you see people using have not been dried out in years and are doing nothing.
If you try it, use half of the desiccant at a time. That way you can be
drying the other half in the oven, instructions on how to do this are on the
tub of desiccant. (Your wife is going to love this :-)
Rollie's suggestion of the light bulb might be a good way to go. We use
a lightbulb burning inside of a dead refrigerator to store arc welding rods.
They are notorious for soaking up moisture and being ruined by it, but keep
indefinitely in the frig.
Good luck
Dave,
RV6, wings
________________________________________________________________________________
| From: | Don R Jordan <dons6a(at)juno.com> |
I just reamed the holes for the rear spar tonight & going to start the
flap mounting.
Looks like I have to cut a taper in the top skin to match the fuselage &
there is no room for error.
any help on procedures would be appreciated. Do I get it all mounted &
swinging & then start hacking on the hole in the bottom skin so the link
can hang out. Does the link just go out the bottom or do I cut some of
the side skin.
Don Jordan - 6A - N6DJ
Arlington, Tx
*******************************
________________________________________________________________________________
| From: | "Eric Newton" <enewton57(at)cableone.net> |
| Subject: | Re: gas tank covers |
Scott,
I had mine done by Steve Davis. He has a website at:
http://members.aol.com/panelcut
I sent mine to him and he had them back to me in about 3 weeks. Really
nice work. You can see a picture of mine at:
http://enewton.addr.com/wings/final.html
Happy building,
Eric Newton - Long Beach, MS
RV-6A N57ME (waiting for FAA Inspection)
www.ericsrv6a.com
----- Original Message -----
From: <ABAYMAN(at)aol.com>
Subject: RV-List: gas tank covers
>
> Dear listers
> lost the e-mail address for the guy who engraves fuel caps. please help.
do
> you know if he has them pre made and all i have to do is send mine in?
> scott
> tampa
________________________________________________________________________________
| From: | "Ross" <rmickey(at)ix.netcom.com> |
| Subject: | Re: RE:Gascolators |
That is how I did it. From the fuel selector to the gasolator to the facet
pump to the fuel flow meter to the firewall. The gasolator is in the wing
root at the lowest point in the system but I couldn't get the facet pump to
fit there and still be at a 45 degree angle and be above the gasolator.
Ross
RV-6A...one of the last of a very good breed.....
----- Original Message -----
From: "Martin Hone" <martin.hone(at)tradergroup.com.au>
> Question from a newbie with RV6.
> I intend to place my Facet pump and gascolator outboard of the fuselage,
> in the wing root, as some others have done. However, I am thinking of
> placing the gascolator before the pump i.e. upstream, so that it's at
> the very lowest point, and to provide an element of filtering before the
> fuel gets to the pump. Any thoughts either way welcome.
> Cheers
> Martin in Oz
________________________________________________________________________________
| From: | "Steven DiNieri" <capsteve(at)adelphia.net> |
| Subject: | 6A nose gear fairing installation |
Bill, I just used the clamp at the bottom and then used some latex
expanding foam to fill in the top few inches of the fairing. Leaves
plenty of room to flex, wont rotate and is easy to remove. (Using the
hinge). Be sure to leave at least 3/8" between wheel pant and leg
fairing, because the pant will be flexed up enough to hit the leg
fairing on landing. I didn't notice it until my first grass strip
excursion.
Steve DiNieri
Rv-6a N221RV
First, the plans mention two plys of fiberglass cloth wetted with epoxy
to
secure the fairing to the leg. I cannot tell from the drawing; is this
done
just in one area ahead of the down-bend of the leg (where the arrow
points on
the plans) or along the entire inside of the fairing? Second, won't
that
make the hinge in the trailing edge a moot point, as it would tend to
epoxy
yhe fairing permanently in place? Just how necessary or desirable is it
to
have the fairing removeable? I am accustomed to the older, molded in
place,
spiral-wrapped fairing/stiffener combo, there the bond was quite
permanent.
Never saw the need to remove it once in service. Lastly, the plans are
vague
about the mold-in-place leg/cowl intersection fairing. I've done one of
those before! This one is supposed to be bonded to the fairing and
float
free of the cowl while filling the hole in the bottom of the cowl,
correct?
Does it need to be flimsy enough to allow the leg fairing to be spread
open
to get it on and off the gear leg? What keeps the whole thing from
rotating
besides the clamp and epoxy at the bottom end of the fairing - anything?
-Bill B
RV-6A 200 hours
________________________________________________________________________________
| From: | "Steven DiNieri" <capsteve(at)adelphia.net> |
| Subject: | source of desiccant |
Check with your local safe and lock company, they have bags about 12-16
oz full of silica gel for keeping safes moisture free. They can be
recharged in the oven. Ask me how I know, I'm the one with the stinky
money ;}
Steve DiNieri
Rv-6a N221RV
All,
I am building here in Houston on the Gulf Coast and my tools are
rusting, or more accurately, dissolving. I came up with the idea of
placing all the steel tools in an air tight container with some
dessicant, but I can't find a source for the dessicant.
Any ideas where to get the stuff?
Thanks,
Kelly
--8QB fuselage
________________________________________________________________________________
| From: | "Randall Henderson" <randallh(at)home.com> |
| Subject: | Re: Approach Plate Holder |
Sounds like mine. I started with a basic kneeboard from sporty's, and cut it
down a bit so it was just the size of the approach plates. Tapered the top
too so it didn't stick up as much. The mounting "post", I riveted to the
back is more like 7" long by 1.5" wide, .063 AL. Took some trial and error
to bend it for the desired angle but I got it eventually. To attach to the
plane, I made a U shaped piece out of .032 that fit over the wing
bulkhead -- drilled out a couple of pop rivets each side and put it on there
with enough of a gap for the tongue of the "post" to slip into. Works great.
I'll try to get pictures.
Randall Henderson, RV-6 N6R (~280 hrs)
Portland, OR
www.vanshomewing.org
----- Original Message -----
From: "Ross Mickey" <rmickey(at)ix.netcom.com>
Subject: Re: RV-List: Approach Plate Holder
>
> Thanks, Ed. The one I saw was a metal clipboard about the size of an
> approach plate that was riveted to a approximately 12 inch long by 2 inch
> wide piece of what looked like heavy aluminum sheet metal that was
slightly
> twisted so the clip board was at a 45 degree angle at the far left of the
> instrument panel. I couldn't see how the end of the sheet metal "post"
was
> attached to the fuse. If I can't find out whose it is, I may just rivet a
> small "pocket" to the side of the fuse that I could insert the end of the
> sheet metal "post."
>
> Ross
>
>
> ----- Original Message -----
> From: "Ed Bundy" <ebundy(at)velocitus.net>
> To:
> Subject: Re: RV-List: Approach Plate Holder
>
>
> >
> > It may have been mine - it's pretty simple, but I use it all the time.
I
> > didn't want to tear up a kneeboard, so I bought a suitable approach
plate
> > clip that just happened to be a attached to a $1.00 Walmart clipboard.
It
> > was held on with two rivets which were drilled out. It was then a
simple
> > matter of using the two existing holes to drill through the formed
channel
> > (the one that rests on the main longerons) at a suitable location and
> > securing it with a couple of pop rivets.
> >
> > I can get a picture of it if you want, but there really isn't much else
to
> > it.
> >
> > Ed Bundy - RV6A N427EM 400+ hours
> > 160hp 0320 w/Sensenich 70x78
> > Eagle, ID
> > ebundy(at)velocitus.net
> >
> > > When I was at Van's Homecoming, I saw a plane with an approach plate
> > holder
> > > attached to the left side of the fuselage. Any idea who it is and if
> there
> > > are pictues available? Because the canopy was closed, i couldn't see
> how
> > it
> > > was attached.
> >
>
>
________________________________________________________________________________
| From: | John Lawson <jwlawson(at)hargray.com> |
| Subject: | EL Cockpit Lighting |
Rick: I tried the fiberlite.com web site, and got...ladders. Tried www.fiberlight.com and got "Your request is missing the following information: No Search Domain Name." ?
Semper Fi
John
RV-6 (left wing in jig, temporarily orphaned because of work...)
>
> From: "rickjory" <rickjory(at)msn.com>
> Subject: Re: RV-List: EL Cockpit Lighting
>
>
> FWIW, you might look at the Fiberlite system . . . www.fiberlite.com or
> Aircraft Spruce. I haven't powered mine up yet, but installation has been
> quite easy and one bulb lights the entire panel.
> Rick Jory RV8A
>
> ----- Original Message -----
> From: Stucklen, Frederic IFC <stuckle(at)ifc.utc.com>
> Subject: RV-List: EL Cockpit Lighting
>
>
> >
> > Mark,
> >
> > I tried this type of product in my IFR RV-6A, after seeing it at Sun 'N
> > Fun a couple of years ago. I found that, even with additional power supply
> > filtering, the AC noise effected my radios. I didn't investigate any
> > further, but felt that the IFR operation warranted the more common
> lighting
> > solutions......
> >
> > Fred Stucklen
> > N925RV (1840 hrs/8 Yrs)
> > E. Windsor, CT 06088
> > WK Email: stuckle(at)ifc.utc.com
> > Hm/Travel Email: wstucklen1(at)juno.com
> >
> > Subject: AeroElectric-List: EL Cockpit Lighting
> > Message-ID: <20010924.203755.-263081.0.czechsix(at)juno.com>
> > From: czechsix(at)juno.com
> >
> > --> AeroElectric-List message posted by: czechsix(at)juno.com
> >
> > Bob (or anyone else who wants to jump in),
> >
> > I am considering using electroluminescent lighting in my RV-8A
> > cockpit.
> > Specifically, there's a brand-name called "Flatlite" that can be
> > obtained
> > in almost any shape or size, and all the colors of the rainbow.
> The
> > distributor I've been talking to is at
> > http://beingseentechnologies.goemerchant2.com. My intent is to
> get
> > a 2"
> > x 24" strip (blue, green, or white.....haven't decided which color
> > yet)
> > and stick it to the underside of my glareshield. It won't be
> > directly
> > visible when seated in the cockpit, but it will cast a soft glow
> > down on
> > the panel. This seems to be an ideal way to light the panel with
> a
> > minimum of glare on the panel or canopy. The product is dimmable
> by
> > varying the input voltage from 12 VDC down to 7 VDC (after which
> it
> > shuts
> > off).
> >
> > Now for my question: the Flatlite kit uses an inverter which
> takes
> > in
> > the aformentioned DC and converts it to 280 VAC at 850 Hz. Do you
> > think
> > that this could cause noise or interference problems with the
> audio,
> > or
> > any other system? The tech rep I talked to did not think it would
> > be an
> > issue if grounded correctly at the firewall, based on experience
> > with
> > cars and boats.
> >
> > Any other input on this subject.....anyone who's tried it....any
> > problems
> > or gotchas.....speak up before I send my $65.
> >
> > Thanks,
> >
> > --Mark Navratil
> > Cedar Rapids, IA
> > RV-8A fuselage...
> >
> >
>
________________________________________________________________________________
| From: | "Stephen J. Soule" <SSoule(at)pfclaw.com> |
| Subject: | proseal on canopies |
I put masking tape on the aluminum fairing and on the canopy plexi, leaving
a 1/8 to 1/16 strip un-taped right at the place I wanted to seal. Then I
squeezed a small bead of Proseal into this gap. I used a sandwich baggie
with the corner cut off as a squeezer. The Proseal sagged into the space
between the Plexi and the aluminum. After 24 hours, I removed the masking
tape (use the highest quality blue 3M tape so that it doesn't become a
permanent part of your plane). This left a tiny, smooth bead of Proseal
right where I wanted it. Surprisingly, about 12 inches or so did not stick
the Plexi in one location. I will have to do it a second time. Proseal stuck
to everything else.
Steve Soule
Huntington, Vermont
-----Original Message-----
I would love to use Proseal to seal up the edges left between the canopy and
the fairing but I don't have the slightest idea how to get a bead of it
small enough to insert between these two. I need a bead about 1/8 to 1/16
inch in diameter. How did others do this and are there cake decorating
tools involved :-)
________________________________________________________________________________
| From: | "Stucklen, Frederic IFC" <stuckle(at)ifc.utc.com> |
| Subject: | RV-6 Fuselage jig - metal |
Listers,
Anybody in the New England area interested in borrowing a metal jig
(rectangular aluminum tubing) should contact me. Currently, it's assembled,
but, since it's only pop riveted together, it can be easily disassembled so
that it can be transported.
Working on #2 RV6-A Fuselage
Fred Stucklen
N925RV (1840 hrs/8 Yrs)
E. Windsor, CT 06088
WK Email: stuckle(at)ifc.utc.com
Wk (860)-727-2393
Hm (860)-623-1094
________________________________________________________________________________
| From: | "Thomas Mosher" <tmosher(at)gbronline.com> |
| Subject: | Re: EL Cockpit Lighting |
http://www.fiberlites.com
This is a good URL.
Tom
N787RV (reserved)
----- Original Message -----
From: "John Lawson" <jwlawson(at)hargray.com>
Subject: RV-List: EL Cockpit Lighting
>
> Rick: I tried the fiberlite.com web site, and got...ladders. Tried
www.fiberlight.com and got "Your request is missing the following
information: No Search Domain Name." ?
>
> Semper Fi
> John
> RV-6 (left wing in jig, temporarily orphaned because of work...)
>
>
> >
> > From: "rickjory" <rickjory(at)msn.com>
> > Subject: Re: RV-List: EL Cockpit Lighting
> >
> >
> > FWIW, you might look at the Fiberlite system . . . www.fiberlite.com or
> > Aircraft Spruce. I haven't powered mine up yet, but installation has
been
> > quite easy and one bulb lights the entire panel.
> > Rick Jory RV8A
> >
> > ----- Original Message -----
> > From: Stucklen, Frederic IFC <stuckle(at)ifc.utc.com>
> > Subject: RV-List: EL Cockpit Lighting
> >
> >
> > >
> > > Mark,
> > >
> > > I tried this type of product in my IFR RV-6A, after seeing it at
Sun 'N
> > > Fun a couple of years ago. I found that, even with additional power
supply
> > > filtering, the AC noise effected my radios. I didn't investigate any
> > > further, but felt that the IFR operation warranted the more common
> > lighting
> > > solutions......
> > >
> > > Fred Stucklen
> > > N925RV (1840 hrs/8 Yrs)
> > > E. Windsor, CT 06088
> > > WK Email: stuckle(at)ifc.utc.com
> > > Hm/Travel Email: wstucklen1(at)juno.com
> > >
> > > Subject: AeroElectric-List: EL Cockpit Lighting
> > > Message-ID: <20010924.203755.-263081.0.czechsix(at)juno.com>
> > > From: czechsix(at)juno.com
> > >
> > > --> AeroElectric-List message posted by: czechsix(at)juno.com
> > >
> > > Bob (or anyone else who wants to jump in),
> > >
> > > I am considering using electroluminescent lighting in my RV-8A
> > > cockpit.
> > > Specifically, there's a brand-name called "Flatlite" that can
be
> > > obtained
> > > in almost any shape or size, and all the colors of the
rainbow.
> > The
> > > distributor I've been talking to is at
> > > http://beingseentechnologies.goemerchant2.com. My intent is
to
> > get
> > > a 2"
> > > x 24" strip (blue, green, or white.....haven't decided which
color
> > > yet)
> > > and stick it to the underside of my glareshield. It won't be
> > > directly
> > > visible when seated in the cockpit, but it will cast a soft
glow
> > > down on
> > > the panel. This seems to be an ideal way to light the panel
with
> > a
> > > minimum of glare on the panel or canopy. The product is
dimmable
> > by
> > > varying the input voltage from 12 VDC down to 7 VDC (after
which
> > it
> > > shuts
> > > off).
> > >
> > > Now for my question: the Flatlite kit uses an inverter which
> > takes
> > > in
> > > the aformentioned DC and converts it to 280 VAC at 850 Hz. Do
you
> > > think
> > > that this could cause noise or interference problems with the
> > audio,
> > > or
> > > any other system? The tech rep I talked to did not think it
would
> > > be an
> > > issue if grounded correctly at the firewall, based on
experience
> > > with
> > > cars and boats.
> > >
> > > Any other input on this subject.....anyone who's tried
it....any
> > > problems
> > > or gotchas.....speak up before I send my $65.
> > >
> > > Thanks,
> > >
> > > --Mark Navratil
> > > Cedar Rapids, IA
> > > RV-8A fuselage...
> > >
> > >
> >
>
>
________________________________________________________________________________
| From: | "Eric Newton" <enewton57(at)cableone.net> |
Hi Don,
Here's how I did it. If you have already mounted the aileron, take it off.
Now place the flap in place, in its up position but not in the hinge yet.
Just place it so the top skin is just touching (or close to touching the
fuselage side) and the flap is outboard of its final location on the wing.
Temporarily slide in a hinge pin in a few of the hinge eyelet's just to hold
the flap in place so you can mark it. Now draw the outline of the fuselage
side onto the top of the flap skin using a compass or edge marker block like
Avery's sells. You now have a perfect representation of your fuselage side.
Take off the flap and trim it to the line. I trimmed mine and then filed it
and fitted until I had a 1/8 gap even along the seam of the flap fuselage
intersection.
To make the hole for the flap pushrod, I made a couple of measurements to
give me a starting point. With the flap actuator in the fuselage in its
most down position, reach inside the fuselage and measure from the nearest
rivet to the center of hole in the actuator arm. While your inside, also
measure the distance from the fuselage side skin to the center of the
actuator arm. Go on the outside of the fuselage and using the measurements
you just got (the distance from that same rivet and in from the fuselage
side) and make a mark on the bottom of the fuselage. You now know where the
actuator rod will come out of the fuselage when the flap is down. Using a
unibit, drill a hole there a little larger the rod.
Now you just have to keep cutting and filing and test fitting the hole until
the rod will clear through the entire flap travel. You will end up having
to make the hole travel up the fuselage side about 3/4" or so to allow the
flap actuator rod end bearing to clear with the flap in it's most up
position.
Hope this makes sense. I have some pictures on my web site in the "Finish"
section under "mounting flaps and ailerons" if want to take a look.
www.ericsrv6a.com
Happy building,
Eric Newton - Long Beach, MS
RV-6A N57ME (waiting for FAA inspection)
www.ericsrv6a.com
----- Original Message -----
From: Don R Jordan <dons6a(at)juno.com>
Subject: RV-List: flaps
>
> I just reamed the holes for the rear spar tonight & going to start the
> flap mounting.
>
> Looks like I have to cut a taper in the top skin to match the fuselage &
> there is no room for error.
>
> any help on procedures would be appreciated. Do I get it all mounted &
> swinging & then start hacking on the hole in the bottom skin so the link
> can hang out. Does the link just go out the bottom or do I cut some of
> the side skin.
>
>
> Don Jordan - 6A - N6DJ
> Arlington, Tx
> *******************************
________________________________________________________________________________
| From: | "Paul Besing" <azpilot(at)extremezone.com> |
| Subject: | Re: EL Cockpit Lighting |
It's actually http://www.fiberlites.com I have seen both systems, and once
you see the quality of the electroluminescent stuff, you will see that they
do not compare. The EL stuff does not have a bulb that gets warm, or burns
out. They have about a 10,000 hour life. The color is more evenly
distributed than the fiberlites, as well.
Just my $.02.
Paul Besing
RV-6A N197AB Arizona
http://www.lacodeworks.com/besing
Flying
Kitlog Pro Builder's Log Software
http://www.kitlog.com
----- Original Message -----
From: "John Lawson" <jwlawson(at)hargray.com>
Subject: RV-List: EL Cockpit Lighting
Rick: I tried the fiberlite.com web site, and got...ladders. Tried
www.fiberlight.com and got "Your request is missing the following
information: No Search Domain Name." ?
Semper Fi
John
RV-6 (left wing in jig, temporarily orphaned because of work...)
>
> From: "rickjory" <rickjory(at)msn.com>
> Subject: Re: RV-List: EL Cockpit Lighting
>
>
> FWIW, you might look at the Fiberlite system . . . www.fiberlite.com or
> Aircraft Spruce. I haven't powered mine up yet, but installation has been
> quite easy and one bulb lights the entire panel.
> Rick Jory RV8A
>
> ----- Original Message -----
> From: Stucklen, Frederic IFC <stuckle(at)ifc.utc.com>
> Subject: RV-List: EL Cockpit Lighting
>
>
> >
> > Mark,
> >
> > I tried this type of product in my IFR RV-6A, after seeing it at Sun
'N
> > Fun a couple of years ago. I found that, even with additional power
supply
> > filtering, the AC noise effected my radios. I didn't investigate any
> > further, but felt that the IFR operation warranted the more common
> lighting
> > solutions......
> >
> > Fred Stucklen
> > N925RV (1840 hrs/8 Yrs)
> > E. Windsor, CT 06088
> > WK Email: stuckle(at)ifc.utc.com
> > Hm/Travel Email: wstucklen1(at)juno.com
> >
> > Subject: AeroElectric-List: EL Cockpit Lighting
> > Message-ID: <20010924.203755.-263081.0.czechsix(at)juno.com>
> > From: czechsix(at)juno.com
> >
> > --> AeroElectric-List message posted by: czechsix(at)juno.com
> >
> > Bob (or anyone else who wants to jump in),
> >
> > I am considering using electroluminescent lighting in my RV-8A
> > cockpit.
> > Specifically, there's a brand-name called "Flatlite" that can be
> > obtained
> > in almost any shape or size, and all the colors of the rainbow.
> The
> > distributor I've been talking to is at
> > http://beingseentechnologies.goemerchant2.com. My intent is to
> get
> > a 2"
> > x 24" strip (blue, green, or white.....haven't decided which
color
> > yet)
> > and stick it to the underside of my glareshield. It won't be
> > directly
> > visible when seated in the cockpit, but it will cast a soft glow
> > down on
> > the panel. This seems to be an ideal way to light the panel
with
> a
> > minimum of glare on the panel or canopy. The product is
dimmable
> by
> > varying the input voltage from 12 VDC down to 7 VDC (after which
> it
> > shuts
> > off).
> >
> > Now for my question: the Flatlite kit uses an inverter which
> takes
> > in
> > the aformentioned DC and converts it to 280 VAC at 850 Hz. Do
you
> > think
> > that this could cause noise or interference problems with the
> audio,
> > or
> > any other system? The tech rep I talked to did not think it
would
> > be an
> > issue if grounded correctly at the firewall, based on experience
> > with
> > cars and boats.
> >
> > Any other input on this subject.....anyone who's tried it....any
> > problems
> > or gotchas.....speak up before I send my $65.
> >
> > Thanks,
> >
> > --Mark Navratil
> > Cedar Rapids, IA
> > RV-8A fuselage...
> >
> >
>
________________________________________________________________________________
| Subject: | Photo taken from top of WTC just before. Not RV related. |
| From: | cecilth(at)juno.com |
This picture was taken by a tourist atop the World Trade Center. His
camera
was found in the rubble,
he has not yet been found.
________________________________________________________________________________
| Subject: | Re: Photo taken from top of WTC just before. Not RV related. |
Come on guys! This picture has been proven to be a fake and has no place
here!
Let's be a little more sensitive.
Mark
________________________________________________________________________________
| From: | Brian Armstrong <armstrbc(at)ucsub.colorado.edu> |
| Subject: | Re: Photo taken from top of WTC just before. Not RV related. |
That picture (although not attached and no link visible) is a hoax.
Brian Armstrong
Boulder, CO
--
On Wed, 26 Sep 2001 cecilth(at)juno.com wrote:
>
>
> This picture was taken by a tourist atop the World Trade Center. His
> camera
> was found in the rubble,
> he has not yet been found.
>
>
________________________________________________________________________________
| Subject: | Re: EL Cockpit Lighting |
| From: | <racker(at)rmci.net> |
Paul,
I'm currently looking for a lighting solution (seven 3 1/8" and one 2
1/4").
Do you know a discounted source for the UMA EL products? Pricing for the
fiberlites solution is $222, the EL stuff would be $386 (one could buy a
bunch of 2000 hour light bulbs for the price difference ).
Rob Acker (RV-6)
>
> It's actually http://www.fiberlites.com I have seen both systems, and
> once you see the quality of the electroluminescent stuff, you will see
> that they do not compare. The EL stuff does not have a bulb that gets
> warm, or burns out. They have about a 10,000 hour life. The color is
> more evenly distributed than the fiberlites, as well.
________________________________________________________________________________
| From: | joe wiza <jwiza1(at)yahoo.com> |
| Subject: | Re: EL Cockpit Lighting |
I bought a couple of led Honda motorcycle brake lights
about 4"long 1/2 wide by 1/2" deep, installed under
the glare shield about 2 foot apart Does a fine job.
Joe
RV6A
--- John Lawson wrote:
>
>
> Rick: I tried the fiberlite.com web site, and
> got...ladders. Tried www.fiberlight.com and got
> "Your request is missing the following information:
> No Search Domain Name." ?
>
> Semper Fi
> John
> RV-6 (left wing in jig, temporarily orphaned because
> of work...)
>
>
> >
> > From: "rickjory" <rickjory(at)msn.com>
> > Subject: Re: RV-List: EL Cockpit Lighting
> >
>
> >
> > FWIW, you might look at the Fiberlite system . . .
> www.fiberlite.com or
> > Aircraft Spruce. I haven't powered mine up yet,
> but installation has been
> > quite easy and one bulb lights the entire panel.
> > Rick Jory RV8A
> >
> > ----- Original Message -----
> > From: Stucklen, Frederic IFC <stuckle(at)ifc.utc.com>
> > Subject: RV-List: EL Cockpit Lighting
> >
> Frederic IFC"
> >
> > >
> > > Mark,
> > >
> > > I tried this type of product in my IFR RV-6A,
> after seeing it at Sun 'N
> > > Fun a couple of years ago. I found that, even
> with additional power supply
> > > filtering, the AC noise effected my radios. I
> didn't investigate any
> > > further, but felt that the IFR operation
> warranted the more common
> > lighting
> > > solutions......
> > >
> > > Fred Stucklen
> > > N925RV (1840 hrs/8 Yrs)
> > > E. Windsor, CT 06088
> > > WK Email: stuckle(at)ifc.utc.com
> > > Hm/Travel Email: wstucklen1(at)juno.com
> > >
> > > Subject: AeroElectric-List: EL Cockpit
> Lighting
> > > Message-ID:
> <20010924.203755.-263081.0.czechsix(at)juno.com>
> > > From: czechsix(at)juno.com
> > >
> > > --> AeroElectric-List message posted by:
> czechsix(at)juno.com
> > >
> > > Bob (or anyone else who wants to jump
> in),
> > >
> > > I am considering using
> electroluminescent lighting in my RV-8A
> > > cockpit.
> > > Specifically, there's a brand-name
> called "Flatlite" that can be
> > > obtained
> > > in almost any shape or size, and all the
> colors of the rainbow.
> > The
> > > distributor I've been talking to is at
> > >
> http://beingseentechnologies.goemerchant2.com. My
> intent is to
> > get
> > > a 2"
> > > x 24" strip (blue, green, or
> white.....haven't decided which color
> > > yet)
> > > and stick it to the underside of my
> glareshield. It won't be
> > > directly
> > > visible when seated in the cockpit, but
> it will cast a soft glow
> > > down on
> > > the panel. This seems to be an ideal
> way to light the panel with
> > a
> > > minimum of glare on the panel or canopy.
> The product is dimmable
> > by
> > > varying the input voltage from 12 VDC
> down to 7 VDC (after which
> > it
> > > shuts
> > > off).
> > >
> > > Now for my question: the Flatlite kit
> uses an inverter which
> > takes
> > > in
> > > the aformentioned DC and converts it to
> 280 VAC at 850 Hz. Do you
> > > think
> > > that this could cause noise or
> interference problems with the
> > audio,
> > > or
> > > any other system? The tech rep I talked
> to did not think it would
> > > be an
> > > issue if grounded correctly at the
> firewall, based on experience
> > > with
> > > cars and boats.
> > >
> > > Any other input on this
> subject.....anyone who's tried it....any
> > > problems
> > > or gotchas.....speak up before I send my
> $65.
> > >
> > > Thanks,
> > >
> > > --Mark Navratil
> > > Cedar Rapids, IA
> > > RV-8A fuselage...
> > >
> > >
> >
>
>
>
> http://www.matronics.com/unsubscribe
>
>
>
> through
>
> http://www.matronics.com/archives
> http://www.matronics.com/emaillists
>
> Matronics!
>
>
>
>
>
________________________________________________________________________________
| From: | "F. Parker Thomas" <me(at)parkerthomas.com> |
| Subject: | prop questions, panel, wiring diagram |
Hi to all listers -
A few questions for you:
* Has anyone installed a constant speed prop that was ground down from 72 to
70 inches? The prop had minor damage and has been overhauled by a
supposedly reputable prop shop and stamped experimental. I find myself a
little hesitant. I examined the airplane on which it was damaged - damage
to the plane was indeed minor.
* Does anyone have a wiring diagram for a Terra (now Trimble) TRT 250D
transponder?
* Are there any manuals for Lycoming engines written by third parties such
as the Chilton series of books for cars? Looking for hookup information for
an IO-360 A1B6. is the Lycoming manual the best?
Thanks for all of your help.
Parker Thomas
Rv-8 wings - just closed the first tank (fingers are seriously crossed)
________________________________________________________________________________
| From: | "Norman" <nhunger(at)sprint.ca> |
| Subject: | Re: Moving project |
> It looks like I'm going to need to move my project from MA to TX at the
> end of next month. I'd like to get some input on how best to do this.
>
> I'm figuring on something like a 24' Ryder truck, but would like to hear
> from anyone who has actually done a project move like this. Assuming
> that I can't screw braces into the truck's floor, how should I secure my
> RV in place for the move?
You seem to be going a distance that is far enough to warrent the fuel cost
savings of a diesel motor. Gas will cost double.
Almost all cube vans and 5 ton vans have thick wood floors that you can
screw into. Most have thin plywood sheeting on the walls that can also be
screwed into but don't plan on each screw being able to hold too much.
If you can arrange to move in the third week of the month you will be able
to find a better truck. End of the month every rental truck out there is
doing house moves while most are sitting around a week earlier. Stay away
from the "lowest bid" as they run their trucks till they are worn out. Look
for an outfit that flips their trucks when they are one year old. Ask if
they have air ride suspensions. (quite rare) Book something that has under
20,000 miles on it. Don't go over 5 tons as it will have a very rough ride.
Ideally, you would use a one ton with a big box. The suspension will be
softer.
For security when on the road: locate the fuel pump fuse and pull it when
parking overnight. It is real hard to steal a truck that you can't get fired
up.
I am about to move myself, we have bought a new house over by Austin (it's
his fault I became a builder anyway). I am planning a brand new one ton cube
van for my airplane and a 5 ton for the contents of my house. My wings are
hanging vertically in jigs that have frame all around them. They are very
easy to attach to the walls of the van. My fuselage is not on the gear yet,
it will sit on it's cradle at the front and wad of moving blankets at the
rear. The steps are on so it will not sit on it's belly. I will use many str
aps to hold it in the middle of the box. Each strap will be only just snug,
no big pressures. I'm really not looking forward to the whole affair but
wifey gets her dream house so I can get on with blowing huge cash on a new
motor, CS prop and a bunch of panel peices.
Regards,
Norman Hunger
RV6A Delta BC
________________________________________________________________________________
| From: | "Paul Besing" <azpilot(at)extremezone.com> |
| Subject: | Re: EL Cockpit Lighting |
No, because UMA makes the light wedges. It all comes down to which light
you prefer. I liked the EL lights, so I bought them. I figured, hey this
is a $60,000 airplane. What's a hundred bucks or so to put in the EL
lighting, and get what I really wanted. I only had 3 1/8" instruments, so
the cost was obviously much less.
Paul Besing
RV-6A N197AB Arizona
http://www.lacodeworks.com/besing
Flying
Kitlog Pro Builder's Log Software
http://www.kitlog.com
----- Original Message -----
From: <racker(at)rmci.net>
Subject: Re: RV-List: EL Cockpit Lighting
Paul,
I'm currently looking for a lighting solution (seven 3 1/8" and one 2
1/4").
Do you know a discounted source for the UMA EL products? Pricing for the
fiberlites solution is $222, the EL stuff would be $386 (one could buy a
bunch of 2000 hour light bulbs for the price difference ).
Rob Acker (RV-6)
>
> It's actually http://www.fiberlites.com I have seen both systems, and
> once you see the quality of the electroluminescent stuff, you will see
> that they do not compare. The EL stuff does not have a bulb that gets
> warm, or burns out. They have about a 10,000 hour life. The color is
> more evenly distributed than the fiberlites, as well.
________________________________________________________________________________
| From: | joe wiza <jwiza1(at)yahoo.com> |
I hate to beat this thing to death but... In placing
the servo motor I would like to know if I'm on the
right track. Should I pin the aileron and elevator to
a neutral position then position the servo such that
the servo rod will be parallel with the aileron torque
tube both fore and aft and up and down (lateral and
vertical) in order to keep from having elevator
intervention. (Under passenger seat instulation)
Thanks ahead.
Joe
RV6A
________________________________________________________________________________
| Subject: | Re: prop questions, panel, wiring diagram |
| From: | Denis Walsh <deniswalsh(at)earthlink.net> |
on 9/26/01 10:25, F. Parker Thomas at me(at)parkerthomas.com wrote:
>
> Hi to all listers -
>
> A few questions for you:
> * Has anyone installed a constant speed prop that was ground down from 72 to
> 70 inches? The prop had minor damage and has been overhauled by a
> supposedly reputable prop shop and stamped experimental. I find myself a
> little hesitant. I examined the airplane on which it was damaged - damage
> to the plane was indeed minor.
> * Does anyone have a wiring diagram for a Terra (now Trimble) TRT 250D
> transponder?
> * Are there any manuals for Lycoming engines written by third parties such
> as the Chilton series of books for cars? Looking for hookup information for
> an IO-360 A1B6. is the Lycoming manual the best?
>
>
> Thanks for all of your help.
>
> Parker Thomas
> Rv-8 wings - just closed the first tank (fingers are seriously crossed)
>
I don't see anyone else answering this so let me offer an opinion. It is my
opinion that the "cut down " limit on the constant speed used on RVs is 72
inches. When you buy one new from Vans, it is labeled as a 76 cut down
already to 72, hence no further shortening is allowed. This is definitely
something I would not be interested in experimenting with. I would keep on
hesitating.
Denis
________________________________________________________________________________
| From: | "Mark Navratil" <czechsix(at)juno.com> |
| Subject: | Gascolators and Fuel Pumps in Wing Root |
Hi Martin,
A number of builders have reported that they were unable to get both the gascolator
and fuel pump that Vans sell in the wing root. In fact I'm not aware of
anyone who has been able to do this. It has to do with the way the fuel pump
fittings are located, and that the pump is supposed to be at a 45 deg angle, etc
etc. I believe I have found the solution to this problem. I am using a Facet
#40007E fuel pump, which is similar to the "beer can" type used on all Piper
Warriors and Archers. In case you are not familiar with it, this pump is a
cylindrical-shaped unit that mounts vertically, but the inlet and outlet are
both on the same side of the cylinder, not opposite sides like the pump Van uses.
My plan is to mount the pump just forward of the spar in my left wingroot.
The fuel line coming out of the selector valve will go out to the wingroot,
turn 90 deg aft and go directly into the bottom inlet of the fuel pump. The
outlet then comes out the top of the fuel pump, facing straight forward....it
will go to the gascolator in the forward part of the wingroot (remember to put
some sort of bend in the line between the pump and gascolator to relieve any
tension...in my case, the gascolator entry is below the pump outlet, so this is
taken care of automatically by a gentle "S" curve). Sorry if this is hard to
visualize. I haven't actually done the installation yet (so no pictures) but
I've figured out the details of the mounting and fittings I need, and can't
see any reason why it won't work.
Also FWIW, the Facet 40007E pump is virtually identical to Van's Facet pump functionally....that
is the operating pressure and flow rate are the same. Also,
the 40007E has one significant difference from the pumps used on the Piper series....that
is that the fittings for the inlet and outlet are for 1/4" pipe thread
(which is compatible with the 3/8" AN -6 fuel system used in the RV) whereas
the Piper series use the Facet 478360 which has 1/8" pipe threads compatible
with it's smaller fuel lines (either 1/4" AN -4 or 5/16" AN -5, not sure which
it is but it's smaller than the RV). So DON'T get a "Piper" fuel pump.
Other than the inlet/outlet thread size, they are functionally and physically
identical.
Hope this helps,
--Mark Navratil
Cedar Rapids, IA
RV-8A fuselage....hoping I'm not one of the layoffs my company announced yesterday....anyone
want an RV-8A completed to QB stage?? Really cheap????
Subject: RV-List: RE:Gascolators
From: "Martin Hone" <martin.hone(at)tradergroup.com.au>
Question from a newbie with RV6.
I intend to place my Facet pump and gascolator outboard of the fuselage,
in the wing root, as some others have done. However, I am thinking of
placing the gascolator before the pump i.e. upstream, so that it's at
the very lowest point, and to provide an element of filtering before the
fuel gets to the pump. Any thoughts either way welcome.
Cheers
Martin in Oz
--
________________________________________________________________________________
| From: | Larry Pardue <n5lp(at)carlsbad.net> |
>
>
>I hate to beat this thing to death but... In placing
>the servo motor I would like to know if I'm on the
>right track. Should I pin the aileron and elevator to
>a neutral position then position the servo such that
>the servo rod will be parallel with the aileron torque
>tube both fore and aft and up and down (lateral and
>vertical) in order to keep from having elevator
>intervention. (Under passenger seat instulation)
>Thanks ahead.
>
When I installed my Navaid Devices servo under the passenger seat, I
found the limiting factor was getting full control movements without any
of the pushrods hitting each other. That was just barely possible and
there was probably just one way to do things and make it work. I used
the instructions provided by Navaid, as much as possible.
Larry Pardue
Carlsbad, NM
RV-6 N441LP Flying
http://www.carlsbadnm.com/n5lp/index.htm
________________________________________________________________________________
| Subject: | Re: RE:Gascolators |
Martin: My set up is Andair gascolator on the outboard side of the left
wing root just ahead of the spar and as low and far aft as I could get it.
The Facet is after the gascolator on the inside of the wing root area a
little ahead but pretty close to the plans location because I did not like
the very tight bends it would have taken to plumb it on the outside at the
manufacturer's recommended 45 degree angle. I am a long way from flying but
I did build a dimensionally similar mockup of the system including an Andair
fuel valve and all the fuel lines and ran a series of flow tests. Without
getting into details of the tests I satisfied myself that the pump would draw
fuel through a dry system with no increase in time to reach full flow with
the initial fuel level as far below the pump inlet as I tested which was 12
inches. This is just my personal experience and I recommend that you do some
similar testing of your planned system if you are deviating from the plan's.
Harry Crosby
Pleasanton, California
RV-6, finish kit stuff (forever)
________________________________________________________________________________
| Subject: | Re: Gascolators and Fuel Pumps in Wing Root |
Listers go to the link below for a picture of how the gascolator and fuel
pump is installed in the wing root. don hughs, a friend and great builder of
1 mighty fine looking rv6 has an e-mail address on the page if you need to
ask him some questions about it.
http://bmnellis.com/BuilderIdeas/DonHughes.htm
good luck
scott
tampa
doing mine like his
________________________________________________________________________________
| Subject: | Re: panel wiring Gulf Coast Avionics |
Dear Listers,
just wanted to give you guys a heads up. i brought my panel into Gulf Coast
Avionics, so they could hook up the 4 wires from the intercom to the audio
panel. although i had all the rest of the wiring done myself, they didn't
want to do just that connection, unless i let them rewire all my harness
relating to the avionics stack. to the tune of $1400.00 . i though i was
going to pay a couple hundred dollars as many listers advised. i promptly
told them not to touch it, i would be back today to pick it up. i was mislead
by the service manager there when he said they would do anything i wanted
them to do. i could understand if my workmanship was off, but i spent alot of
time doing the harness right, and it is a work of art. to just rip it out and
throw it away, was beyond my comprehension.
thought i would let you know.
scott
tampa
looking for another avioncs shop
________________________________________________________________________________
| Subject: | 'Remember' memorial patches for your jackets (and decals). |
| From: | "Reeves, Doug" <Douglas.Reeves(at)archongroup.com> |
Hi gang,
With the generous help of Austin, TX RV-6 builder Mike Thompson the ball
is now rolling for the creation and distribution of David Paranteau's
'Remember' patch. I've set up a page on my site where you can sign a
guest book if you intend to purchase one/both/several. We're trying to
gauge how many to have made in the initial run (we get a substantial
price break if we order 500 as opposed to 200). Again, ALL proceeds go
to the American Red Cross.
We're thinking the cost of the patch will be between $10 and $15
(depending on how many we order). That should give us a $7-$10 donation
on each patch (still gathering info on sticker prices - will get back on
that). The page also includes a larger version of the patch for you to
inspect. It's at:
http://www.metronet.com/~dreeves/david_paranteaus_remember_patch.htm
Best as always,
Doug Reeves
http://www.vansaircraft.net
________________________________________________________________________________
| From: | "Jim and Carol Hughes" <jcdevitt(at)home.com> |
I am looking for a flying RV4 to replace my RV6 that was damaged during
a forced landing in a field do to a power failure. I have since sold the
RV6 to a guy who is going to rebuild it. If anyone knows of a flying RV4
that is fairly priced, please let me know. Thanks for your help.
jcdevitt(at)home.com
or call (563) 263-0684 Thanks JIM HUGHES
________________________________________________________________________________
| From: | Mike Thompson <grobdriver(at)yahoo.com> |
| Subject: | Re: panel wiring Gulf Coast Avionics |
--- ABAYMAN(at)aol.com wrote:
>
> Dear Listers,
> just wanted to give you guys a heads up. i brought my panel into Gulf
> Coast
> Avionics, so they could hook up the 4 wires from the intercom to the
> audio
> panel. although i had all the rest of the wiring done myself,
Hi Scott,
Your post just begs the question be asked... so I'll ask it:
You've wired the whole panel and now you want to pay someone to do the
last four wires?
:)
Mike Thompson
Austin, TX
-6 N140RV (Reserved)
Firewall Forward
________________________________________________________________________________
| Subject: | Re: panel wiring Gulf Coast Avionics |
Mike,
yes thats correct. the reason being, my radio stack is all Terra, and the
schematics that came with the units match terminology and is pin to pin. the
4 wires i couldn't fiqure out was the Flight Com Intercom hooking to a Terra
Audio Panel. the terminology is differant, and i don't know what pin goes to
what pin on the other componet. i also wanted them to smoke test the radios
for me, and a do any ajustments necessary. i would have paid 2-3 hundred for
piece of mind, but 14 is outta hand.
scott
tampa
anyone know how to wire these items together?
________________________________________________________________________________
| From: | "Jim Sears" <sears(at)searnet.com> |
| Subject: | Re: Gascolators and Fuel Pumps in Wing Root |
I'm reading some methods of installing gascolators and pumps that simply
scare me. I know you guys think you have safe systems, and may have; but, I
sure do see places for problems. Have you ever thought of just following
Van's plans and going with something that already works? Sorry; but, Pat
Patterson and I have already seen one glorified system that didn't work and
spent a lot of time rebuilding the results of that system. Yeah, it worked
for a while; but, it had many places to invite trouble. It eventually did
have trouble and suffered for it. It took us quite a while to rebuild that
airplane. When finished, it had a much simpler fuel system that both of us
trust.
My own RV doesn't even have a gascolator because my Cheetah didn't have one.
I had one in my C172 and hated it. It leaked. My IA friends don't
recommend them, either. The Cheetah didn't and didn't have the problems you
fellas worry so much about, such as dirt and water in the fuel. I flew that
airplane for well over nine years without fuel system problems, other than
some vapor locking caused by auto gas. I expected that and just lived with
it. BTW, when was the last time you replaced a fuel filter in a car? If
you're the average driver, maybe never? That means gas is pretty clean.
Anyway, here's how I did mine. I have fuel flowing from both tanks directly
into the fuel selector. The fuel line goes from there up the center along
the floor and to the right side of the battery box. It runs along the
firewall to the right side where it comes out into the engine compartment.
All bends to that point are nice and graceful. Nothing tight. Just inside
the engine area is the fuel pump. It's one of the round ones that has no
anti-syphon. You don't want anti-syphon because the pump will shut off the
fuel flow when it's turned off. Not good. From there, the fuel goes
through a T fitting so that I can feed the primer valve from the T. On to
the machanical fuel pump from there.
In my system, there is a drain on each tank, which is the low point for each
tank. I rarely find more than a few drops of water. If there are, I
suspect bad O rings and fix them. The round Facet pump has a screen for
catching small stuff, as well as the screens on the tank pickups. There is
also a finger screen at the carb. I rarely find anything in either. I have
found a drop, or two, of water in the small catch basin in the fuel pump;
but, that was rare. I've had the carb open on the Cheetah and found nothing
but gas. So far, I've had no problems with the fuel system of the RV. I do
still get the vapor locks; but, I'm still using auto gas. Oh, yeah. The
vapor locks are only on the ground at fast turn arounds.
Pat Patterson may be using a gascolator in his RV; but, I'm not sure. I
haven't seen one; but, I could have overlooked it. I know he doesn't try to
put things in small places like you guys are doing. He does use a check
valve at the pump in case the small filter on the little square Facet fills
up. Wise move, there. Even though he and I don't agree on some things, we
do agree on the KISS method. He uses Van's method that works. I use the
Grumman method that works. Both are simple.
Jim Sears in KY
RV-6A N198JS
________________________________________________________________________________
| From: | Mike Thompson <grobdriver(at)yahoo.com> |
| Subject: | Color Sky MapIIIC Users? |
List,
I need a little one-on-one with someone who has installed and flown a
color Sky MapIIIC in conjunction with a Navaid wing leveler.
A recent (but working) installation would be best so that wiring
details are fresh in the mind...
Thanks.
Mike Thompson
Austin, TX
-6 N140RV (Reserved)
Firewall Forward
________________________________________________________________________________
| From: | Ski2001a(at)aol.com |
| Subject: | Tarra Radio needed |
List,
I am looking for a used Terra 720 Comm radio to replace the one in my plane that
is dying. The company is no longer in business and I would like not have to
install a new radio in this plane. Anybody have one sitting on the shelf they
would like to sell??
Tom
________________________________________________________________________________
| From: | Chris Good <chrisjgood(at)yahoo.com> |
| Subject: | Re: Color Sky MapIIIC Users? |
Mike,
I have that combination on my flying 6A. Here are the wiring connections on
the Navaid side, assuming you have the built in Porcine Smart Coupler:
1 Ground
2 Servo Control (green)
3 Jumper to pin 11 (GPS +right)
4 Servo Ground (black)
5 Servo +12V (red)
6 Jumper to pin 12 (GPS +right)
7 -- n/c (Comm PTT switch)
8 GPS data in
9 +12V
10 -- n/c (Gyro test point)
11 Jumper to pin 3 (GPS Coupler +right)
12 Jumper to pin 6 (GPS Coupler +left)
Note that I only have the Navaid connected to the Skymap. There's further
switching involved if you want to connect to a Nav CDI.
From memory, I'm pretty sure that I only used three connections on the Skymap
DB9. Ground, power & RS232 out (going to pin 8 on the Navaid).
Hope this helps.
Regards,
Chris Good, http://www.rv.supermatrix.com
West Bend, WI
RV-6A N86CG, 285 hrs
--- Mike Thompson wrote:
>
> List,
>
> I need a little one-on-one with someone who has installed and flown a
> color Sky MapIIIC in conjunction with a Navaid wing leveler.
>
> A recent (but working) installation would be best so that wiring
> details are fresh in the mind...
>
> Thanks.
>
> Mike Thompson
> Austin, TX
> -6 N140RV (Reserved)
> Firewall Forward
________________________________________________________________________________
| Subject: | Re: Tarra Radio needed |
tom
after the expereince i just had with Gulf Coast Avionics, i hate to throw
business their way, but they have about 4 of them on the shelf ready to go
with or without the racks, i think he quoted me 850 for the com. if you do
call down there, they were having problems with their phone earlier. ask to
speak to Todd. he is a real nice guy and sold me almost all of my
avionics.tell him scott reviere from tampa sent ya, and for him to give you a
break on the price :-)
=C2=A9 2000 Gulf Coast Avionics Corp. All rights reserved.
Phone: 863-709-9714 =E2=80=94 Fax: 863-709-1414 =E2=80=94 Toll Free: 800-474-9714
Email: info@gulf-coast-avionics.com">info@gulf-coast-avionics.com
3650 Drane Field Road, Lakeland Linder Regional Airport
Lakeland, Florida 33811 USA
863-709-9714
good luck
scott
tampa
________________________________________________________________________________
| From: | Dan DeNeal <rv6apilot(at)yahoo.com> |
| Subject: | Garman 295 Color GPS Hard To See |
I had a chance to use my Garman 295 for the first time
flying to Lebanon, TN this past weekend with my
friend.
It worked great!!! Except for the fact I could not see
the screen with my sunglasses on. The only way I could
really see the screen in the bright daylight and
cockpit was to put the GPS down in the shadows, not up
where I really would like to have had it. I played
with the bright and dim feature but to no avail. I
even changed the batteries to see if that would make a
difference.
Anybody else had any experience with the 295 color
map?
Dan DeNeal
Trying to finish this 6A
________________________________________________________________________________
| From: | Charlie Kuss <chaskuss(at)bellsouth.net> |
| Subject: | Re: RE:Gascolators |
Martin
You can find better photos of Don Hughes setup of both the gascolator and Facet
fuel pump in the wing root at the link below. We also have photos of Rob Ackers
version of this setup as well.
http://groups.yahoo.com/group/SEFlaRVbuilders/files/Fuel%20System%20Photos%20%26%20Drawings/
Charlie Kuss
RV-8A fuselage on hiatus till the heat dies down next month
Boca Raton, Fl.
>
> Question from a newbie with RV6.
> I intend to place my Facet pump and gascolator outboard of the fuselage,
> in the wing root, as some others have done. However, I am thinking of
> placing the gascolator before the pump i.e. upstream, so that it's at
> the very lowest point, and to provide an element of filtering before the
> fuel gets to the pump. Any thoughts either way welcome.
> Cheers
> Martin in Oz
________________________________________________________________________________
| From: | "Vince" <vwelch(at)knownet.net> |
I have a question for you RV-8A builders. I was testing the fit of
my main gear legs into the weldments last night. It seems that they
will need the persuasion of a large heavy object to go where they
belong. Is this what the rest of you found?
I am not ready to install them yet but I was just testing before I
bolted my weldments in. Just trying to see how much trouble I'm
going to have when I turn the ole girl upside down again and try to
put her legs on her.
Vince Welch
RV-8A Fuselage
Roaming Shores, Ohio
________________________________________________________________________________
| From: | "Mike Robertson" <mrobert569(at)hotmail.com> |
| Subject: | Re: Garman 295 Color GPS Hard To See |
Dan,
Are your sunglasses Polarized? If they are then that is the problem. You
can't see LED type screens through polarized sunglass lenses.
Mike Robertson
RV-8A
>From: Dan DeNeal <rv6apilot(at)yahoo.com>
>Reply-To: rv-list(at)matronics.com
>To: rv-list(at)matronics.com
>Subject: RV-List: Garman 295 Color GPS Hard To See
>Date: Wed, 26 Sep 2001 15:11:18 -0700 (PDT)
>
>
>I had a chance to use my Garman 295 for the first time
>flying to Lebanon, TN this past weekend with my
>friend.
>
>It worked great!!! Except for the fact I could not see
>the screen with my sunglasses on. The only way I could
>really see the screen in the bright daylight and
>cockpit was to put the GPS down in the shadows, not up
>where I really would like to have had it. I played
>with the bright and dim feature but to no avail. I
>even changed the batteries to see if that would make a
>difference.
>
>Anybody else had any experience with the 295 color
>map?
>
>Dan DeNeal
>Trying to finish this 6A
>
>
________________________________________________________________________________
| From: | "Mike Robertson" <mrobert569(at)hotmail.com> |
| Subject: | Re: Landing Gear |
Vince,
You will need to take emery cloth and sand down the landing gear legs and
the inside of the weldments to get a good fit.
Mike Robertson
RV-8A
>From: "Vince" <vwelch(at)knownet.net>
>Reply-To: rv-list(at)matronics.com
>To: "RV8list" , "RV List"
>Subject: RV-List: Landing Gear
>Date: Wed, 26 Sep 2001 19:02:46 -0400
>
>
>I have a question for you RV-8A builders. I was testing the fit of
>my main gear legs into the weldments last night. It seems that they
>will need the persuasion of a large heavy object to go where they
>belong. Is this what the rest of you found?
>
>I am not ready to install them yet but I was just testing before I
>bolted my weldments in. Just trying to see how much trouble I'm
>going to have when I turn the ole girl upside down again and try to
>put her legs on her.
>
>
>Vince Welch
>RV-8A Fuselage
>Roaming Shores, Ohio
>
>
________________________________________________________________________________
| From: | Kevin Horton <khorton(at)cyberus.ca> |
| Subject: | Re: prop questions, panel, wiring diagram |
>
>Hi to all listers -
>
>A few questions for you:
>* Has anyone installed a constant speed prop that was ground down from 72 to
>70 inches? The prop had minor damage and has been overhauled by a
>supposedly reputable prop shop and stamped experimental. I find myself a
>little hesitant. I examined the airplane on which it was damaged - damage
>to the plane was indeed minor.
>* Does anyone have a wiring diagram for a Terra (now Trimble) TRT 250D
>transponder?
>* Are there any manuals for Lycoming engines written by third parties such
>as the Chilton series of books for cars? Looking for hookup information for
>an IO-360 A1B6. is the Lycoming manual the best?
>
>
>Thanks for all of your help.
>
>Parker Thomas
>Rv-8 wings - just closed the first tank (fingers are seriously crossed)
The prop diameter is a critical parametre that helps determine
whether a particular prop model/engine model combination will have
undamped vibrations or not. These vibrations, if they occur, will be
at too high a frequency to be noticeable to the pilot, but they could
lead to blade failure very quickly. Once the blade comes off, the
severe out of balance often causes the engine mount to fail. Bad
news.
The allowable range of diameters for any given prop model/engine
model combination can be found on the FAA Type Certificate Data Sheet
(TCDS) for the propeller. If you are talking about one of the
Hartzell models that Van sells, I have a copy of the TCDS that I
could e-mail to you. Some of the relevant prop/engine combinations
can go down to 70 inch diameter, but most are limited to 72 inches
(I'm pretty sure the limit is 72 inches for the IO-360-A1B6
engine/Van's Hartzell).
Take care,
--
Kevin Horton RV-8 (installing engine)
Ottawa, Canada
http://eccentrix.com/misc/rv8/rv8.html
________________________________________________________________________________
| From: | Rich <houndsfour(at)home.com> |
| Subject: | Re: Compaq iPaq's! |
Hi all, A short time ago someone was asking about the
Compaq Ipaq hand held PC.
I have a brand new (2 months old ) iPAQ 3635 for sale.
I was planing to use it in my "6" but decided to stay with
my tried and true GPS. If your interested, please e-mail off list
Thanks
Rich
________________________________________________________________________________
| From: | "Bill VonDane" <n8vd(at)earthlink.net> |
"Rv-List(at)Matronics.Com"
| Subject: | New RV-10 Page on the Van's Aircraft web site... |
I just saw this tonight...
http://www.vansaircraft.com/
-Bill
________________________________________________________________________________
| From: | "Bill VonDane" <n8vd(at)earthlink.net> |
Vince...
Although the tolerance is very close, after putting some general purpose
grease on the legs, they slid in fairly easily... When I moved to the
airport I had to remove them, and the grease allowed them to slide right
out...
I have posted new pix of the -8A out in the hanger & yesterday's mounting of
the engine!
-Bill VonDane
Colorado Springs, CO
RV-8A - N8VD - Finish
http://vondane.com/rv8a/
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Vince
Subject: RV-List: Landing Gear
I have a question for you RV-8A builders. I was testing the fit of
my main gear legs into the weldments last night. It seems that they
will need the persuasion of a large heavy object to go where they
belong. Is this what the rest of you found?
I am not ready to install them yet but I was just testing before I
bolted my weldments in. Just trying to see how much trouble I'm
going to have when I turn the ole girl upside down again and try to
put her legs on her.
Vince Welch
RV-8A Fuselage
Roaming Shores, Ohio
________________________________________________________________________________
| From: | "Tom Norman" <tnorman(at)ktc.com> |
I did this about 3 months ago. It takes a 26 ft truck. The limitation is
length of the flat area. Measure the fuselage, it must fit into the flat
area in the center of the bed. I rented a U-haul Truck. It was much less
expensive than Ryder and they have blankets and other packing materials at
nominal cost. There were tie points at three levels at the side of the van.
None were in the floor. Insist on a new vehicle. Mine was a GM and ran
beautifully. Also the U-Hauls have a lower floor height than the Ryder and
a lower center of gravity. They also come with a long ramp which made the
loading easy enough. I had the use of a friend for the day. He, my wife
and I loaded the project on the truck. Only needed the wife to help load
the fuselage. I had stands which I used for building which cradled the
fuselage. I tied these together with some 1X10's and screws to form a
shipping cradle. We sat the fuselage on foam cushions on the floor of the
garage. Carried the cradle into the truck, then carried the fuselage into
the truck and placed it in cradle. I tied the fuselage into the cradle and
then tied the cradle to the truck. The other parts were not that difficult.
Just use a lot of packing material. The common straps with the tightners
you can get at the hardware store worked well tying the wings to the truck.
The tail parts, flaps etc fitted well on the raised platform. The engine
went in on its shop stand. I had no damage. Cushion well as these trucks,
lightly loaded, ride rough. And take it easy. Sixty will get you there.
Good luck!
Tom Norman
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Ken Balch
Subject: RV-List: Moving project
It looks like I'm going to need to move my project from MA to TX at the
end of next month. I'd like to get some input on how best to do this.
I'm figuring on something like a 24' Ryder truck, but would like to hear
from anyone who has actually done a project move like this. Assuming
that I can't screw braces into the truck's floor, how should I secure my
RV in place for the move?
Any ideas?
--
Regards,
Ken Balch
Ashland, MA
RV-8 #81125 (N118KB)
installing engine stuff
groups.yahoo.com/group/BostonRVBuilders/files/
________________________________________________________________________________
| From: | "Vince" <vwelch(at)knownet.net> |
| Subject: | Re: Landing Gear |
Thanks Mike.
----- Original Message -----
From: "Mike Robertson" <mrobert569(at)hotmail.com>
Subject: Re: RV-List: Landing Gear
>
> Vince,
>
> You will need to take emery cloth and sand down the landing gear
legs and
> the inside of the weldments to get a good fit.
>
> Mike Robertson
> RV-8A
>
>
> >From: "Vince" <vwelch(at)knownet.net>
> >Reply-To: rv-list(at)matronics.com
> >To: "RV8list" , "RV List"
> >Subject: RV-List: Landing Gear
> >Date: Wed, 26 Sep 2001 19:02:46 -0400
> >
> >
> >I have a question for you RV-8A builders. I was testing the fit
of
> >my main gear legs into the weldments last night. It seems that
they
> >will need the persuasion of a large heavy object to go where they
> >belong. Is this what the rest of you found?
> >
> >I am not ready to install them yet but I was just testing before I
> >bolted my weldments in. Just trying to see how much trouble I'm
> >going to have when I turn the ole girl upside down again and try
to
> >put her legs on her.
> >
> >
> >Vince Welch
> >RV-8A Fuselage
> >Roaming Shores, Ohio
> >
> >
>
>
________________________________________________________________________________
| From: | "Tim Lewis" <timrv6a(at)earthlink.net> |
> I hate to beat this thing to death but... In placing
> the servo motor I would like to know if I'm on the
> right track. Should I pin the aileron and elevator to
> a neutral position then position the servo such that
> the servo rod will be parallel with the aileron torque
> tube both fore and aft and up and down (lateral and
> vertical) in order to keep from having elevator
> intervention. (Under passenger seat instulation)
To minimize the chance of coupling to the elevator, I put the servo as
far forward as possible, just barely avoiding having the base of the
stick and/or aileron push rods interfere with the servo arm. That
minimizes the angle between the servo and the control stick,
minimizing any tendancy to couple in pitch.
My servo sits in a small metal tray that is attached to some 3/4 x 3/4
angle riveted to the sides of the seat ribs. The angle pieces touch the
floor, and form a small "shelf" for the tray. I attached the servo to the
tray, and slid the tray forward and backward until I found the best
location, then attached the tray to the angles.
I've been very happy with the results. No discernable pitch coupling.
Tim Lewis
********************************
The DCA Infinite TCA...
"America's Southern No Fly Zone"
********************************
Tim Lewis -- Fairfax, VA
RV-6A N47TD - First Flight 18 Dec 99
http://www.geocities.com/timrv6a
******
________________________________________________________________________________
| From: | "Thomas Mosher" <tmosher(at)gbronline.com> |
| Subject: | Re: New RV-10 Page on the Van's Aircraft web site... |
Trust Van's to come up with a worthwhile design. I can understand having
doors instead of a sliding or tip-up canopy - probably easier to run the
shoulder harness mounts to the overhead structure.
Tom
N787RV (reserved)
----- Original Message -----
From: "Bill VonDane" <n8vd(at)earthlink.net>
Subject: RV-List: New RV-10 Page on the Van's Aircraft web site...
>
> I just saw this tonight...
>
> http://www.vansaircraft.com/
>
> -Bill
>
>
________________________________________________________________________________
| From: | Vanremog(at)aol.com |
| Subject: | Re: Airline bailout - not RV related |
In a message dated 9/26/01 7:15:54 AM Pacific Daylight Time,
billshook(at)earthlink.net writes:
<< Makes me believe
that one day I'll be able to buy an American car that closely resembles the
imports in quality, engineering and value WITHOUT the government needed to
artificially inflate the imports prices by taxing them to death. >>
Frankly, I've bought several new American cars since the '80s and the biggest
problem I see with them (and most of the imports) isn't assembly or design
related, it's the bean counters that force the absolute crappiest stuff to be
bought at rock bottom dollar to the minimum requirements of the Engineering
Drawings and Engineering/Quality requirements traded off to "value
engineering" the life out of everything. It's an extension on the old
something for nothing principle. Sell them beautiful junk.
Astronauts have repeatedly made similar observations regarding their
confidence (or lack thereof) in a spacecraft built entirely by the lowest
bidder. For just a little more money quality parts can be had.
My airplane, on the other hand, was constructed of the highest quality
parts/systems and crafted with loving hands. It exceeds in every way the
requirements of the designer. With good maintenance and care it should last
a lifetime. That's quality and value.
-GV (RV-6A N1GV)
vanremog(at)aol.com
________________________________________________________________________________
| From: | "Eric Newton" <enewton57(at)cableone.net> |
| Subject: | Re: flap actuator rods 6 |
Hi Don,
I just went through this. My kit is a year 2000 and what came was one piece
of aluminum tube labeled as part number F-459. It must be cut in two and
then drilled and tapped for the 1/4-28 threads. Its junk in my opinion and
I called Van's and ordered the flap rods for the RV-9. These are the
hexagon ones that are pre-drilled and tapped for the rod ends. They must be
cut to length but there is plenty of threaded area. I put a picture on my
website of the two rods side by side. Check it out on this page:
http://enewton.addr.com/finish/controls.html
Scroll down to the third picture. The flap rods are a little pricy (around
$14 a piece I think) but worth it in my opinion.
Happy building,
Eric Newton - Long Beach, MS
RV-6A N57ME (FAA inspection tentatively scheduled for October 5th)
www.ericsrv6a.com
----- Original Message -----
From: Don Jordan <dons6a(at)juno.com>
Subject: RV-List: flap actuator rods 6
>
> I have lost my flap actuator rods that goes with the weird rod ends.
> Deb managed to loose my interior for 6 months.
>
> The B/P shows an F-659. Are they actually parts or do I build them from
> round or hex tubes?
>
> Seams like I had 2 pcs at one time that were hex shaped & already
> threaded.
>
>
> Don Jordan - N6DJ - 6A
> Arlington, Tx
> ******************************
________________________________________________________________________________
| From: | "Eric Newton" <enewton57(at)cableone.net> |
| Subject: | FAA Inspection Scheduled |
To all who answered my question regarding advise on calling the FAA
about my paperwork, thanks for your responses. I took everyone's advise
and called to see if it had arrived and within a couple of hours an
inspector called me back and scheduled an inspection "tentatively" for
October 5th If not then it will be October 19th as he goes on vacation
after the 5th. That's fine with me I can wait either way as I have lots
of prep work for painting to do. He sounds like a nice guy. I'll keep
you all posted as to how it goes.
Blue Skies and happy building,
Eric Newton - Long Beach, MS
RV-6A N57ME (FAA inspection scheduled for the 5th of Oct or the 19th
maybe?)
www.ericsrv6a.com
________________________________________________________________________________
| Subject: | source of dessicant |
All,
Thanks to all who provided suggestions for finding dessicant. I made
many calls but didn't come up with anything. However, I did stumble
across a website advertising a cat litter made only of silica gel. I
went to Wal-mart and they have a very good selection, so I picked some
up.
Now all I have to worry about is something crapping in my toolbox. ;-)
Kelly
-8QB fuselage
________________________________________________________________________________
| From: | "Duane Bentley" <dbentley(at)fuse.net> |
| Subject: | Static Pressure Head |
In Van's static pressure kit, he provides a rivet to be installed, drilled
out, and plastic tubing attached for installation of the aircraft static
pressure system. The S-Tec A/P pitch transducer kit provides an alternate
head, and recommends that the Van's head be drilled out and replaced with
the S-Tec fitting. I read in a message some months ago, but can't find in
the archives that someone with an S-Tec autopilot indicated they had servo
control problems until they separated the aircraft static pressure system
from the S-Tec system. I assume they put in two sets of static heads. Can
anyone who has the S-Tec system comment please.
Duane Bentley
West Chester, OH
RV-6 (Finishing kit)
________________________________________________________________________________
| From: | "Charles Rowbotham" <crowbotham(at)hotmail.com> |
| Subject: | Re: Garman 295 Color GPS Hard To See |
Dan,
Try using the external power plug. It significantly increases brightness.
Chuck & Dave Rowbotham
RV-8A (18 hours)
Niantic, CT (Westerly airport)
________________________________________________________________________________
| Subject: | Metal Working Site |
| From: | Eric.J.Henson(at)chase.com |
08:35:06 AM
Heres a fun site for metal working toys. Wish I could do half of what they
are talking about.
Eric
http://www.tinmantech.com/index.html
________________________________________________________________________________
| From: | "William G. MacIntyre" <macintyr(at)vims.edu> |
| Subject: | False spar for RV-8 QB |
Vans suggests that the RV8 fuselage be supported (after removal from the
fuselage jig) from a false spar (rather than resting on a saw horse) . I
presume this support from a false spar should also apply to the Quick Build
fuselage as delivered. The RV8 manual provides a thickness dimension for
a false spar, but I have not found other dimensions in the manual. Questions:
1. Is support from a false spar necessary during work on the RV8 fuselage
(till the landing gear is installed), or is support by saw horse adequate?
2. Is a dimensioned plan for construction of the false spar available?
I would appreciate any suggestions on how best to support the fuselage, and
thank you in advance for your comments.
Bill MacIntyre
________________________________________________________________________________
| From: | "Bryan Jones" <rv_8pilot(at)hotmail.com> |
| Subject: | Clamp Down on General Aviation |
Here's a link to an article written about general aviation, published in the
Washington Post. I can't remember if this link was posted on the RV list or
not (I read several BB's and lists). I found it on the AOPA's site.
http://www.washingtonpost.com/wp-dyn/articles/A19877-2001Sep24.html
Here's the moron's email address that wrote it...
jakinney(at)earthlink.net
please let him know what you think of his most uninformed and inflamatory
article.
Mr. Kinney's best quote... "small, private aircraft that clog our skies"
enjoy!
Bryan Jones
________________________________________________________________________________
| From: | "rickjory" <rickjory(at)msn.com> |
| Subject: | Re: False spar for RV-8 QB |
I left the fuselage on the Styrofoam that came as part of the shipping crate
(this might have been in the wings crate) and worked on it with the fuse on
the ground and not propped up on saw horses. This made it easy to get in
and out of, and to crawl into the tail section without worrying about
tipping the fuselage one way or the other. Just my two cents.
Rick Jory
----- Original Message -----
From: William G. MacIntyre <macintyr(at)vims.edu>
Subject: RV-List: False spar for RV-8 QB
>
> Vans suggests that the RV8 fuselage be supported (after removal from the
> fuselage jig) from a false spar (rather than resting on a saw horse) . I
> presume this support from a false spar should also apply to the Quick
Build
> fuselage as delivered. The RV8 manual provides a thickness dimension for
> a false spar, but I have not found other dimensions in the manual.
Questions:
> 1. Is support from a false spar necessary during work on the RV8 fuselage
> (till the landing gear is installed), or is support by saw horse
adequate?
>
> 2. Is a dimensioned plan for construction of the false spar available?
>
> I would appreciate any suggestions on how best to support the fuselage,
and
> thank you in advance for your comments.
>
> Bill MacIntyre
>
>
________________________________________________________________________________
| From: | efortner <efortner(at)vnet.net> |
| Subject: | Re: 'Remember' memorial patches for your jackets (and decals). |
Dave I will take 2. Just let us know where and when to send money.
Earl RV4
"Reeves, Doug" wrote:
>
> Hi gang,
>
> With the generous help of Austin, TX RV-6 builder Mike Thompson the ball
> is now rolling for the creation and distribution of David Paranteau's
> 'Remember' patch. I've set up a page on my site where you can sign a
> guest book if you intend to purchase one/both/several. We're trying to
> gauge how many to have made in the initial run (we get a substantial
> price break if we order 500 as opposed to 200). Again, ALL proceeds go
> to the American Red Cross.
>
> We're thinking the cost of the patch will be between $10 and $15
> (depending on how many we order). That should give us a $7-$10 donation
> on each patch (still gathering info on sticker prices - will get back on
> that). The page also includes a larger version of the patch for you to
> inspect. It's at:
> http://www.metronet.com/~dreeves/david_paranteaus_remember_patch.htm
>
> Best as always,
>
> Doug Reeves
> http://www.vansaircraft.net
>
>
________________________________________________________________________________
| From: | efortner <efortner(at)vnet.net> |
| Subject: | CAP handheld radio |
I have a ladyfriend machanic at US Air in Charlotte who just got her
pink slip from
U.S. Air. She is trying to raise some money to move. She has a Motorola
FM
handheld radio on Civil Air Patrol Freqs. If anyone is interested she
want's
$275.00. Let me know if interested and I put you in touch with her.
________________________________________________________________________________
| From: | "Bryan Jones" <rv_8pilot(at)hotmail.com> |
| Subject: | Re: False spar for RV-8 QB |
Bill -
you need the false spar to safely support the fuse. If you use saw horses,
you might dent the underside of the fuselage. Also, without bolted on legs
(attached to the false spar) it might fall off the saw horses.
I don't recall any drawings for this item - you have to use your
imagination! Just mic your spar tongue(?) and make your false spar to this
thickness (~+ 0.020", -0.000"). have adequate length to project out either
side of the fuselage to allow legs or other to be bolted on. Use a hard
wood that is fairly rigid (so it won't squeeze or distort in the spar center
section).
Bryan Jones -8
Pearland, Texas
________________________________________________________________________________
| From: | "Dan Checkoway" <dan(at)rvproject.com> |
I'm using Avery's swivel flush rivet set on my empennage skins, but somehow
the skin is getting "scuffed" a bit around the rivet. It's purely cosmetic,
but it's annoying and I'm wondering if there's a way to avoid it.
I remember hearing about people shaving off a little rubber from the swivel
set...was the purpose to avoid the scuffing? Or does it have to do with my
wife's nails getting in the way and not letting her hold the set firmly in
place (she's shooting, I'm bucking)? Or is it something completely
different?
Any advice is much appreciated.
)_( Dan
RV-7 N747DC
dan(at)rvproject.com
http://www.rvproject.com
________________________________________________________________________________
| Subject: | Re: Garman 295 Color GPS Hard To See |
I have been using mine for almost a year and have had no problems. I wear
________________________________________________________________________________
| Subject: | Re: Garman 295 Color GPS Hard To See |
Sorry, didn't finish. I wear polaried shades and have had no trouble.
Len Leggette RV-8A
N901LL (res)
Greensboro, N.C.
Plumbing & Wiring
________________________________________________________________________________
| From: | Brian Armstrong <armstrbc(at)ucsub.colorado.edu> |
| Subject: | Re: Clamp Down on General Aviation |
Make sure you go to AOPA's website and read Phil Boyer's excellent
response.
http://www.aopa.org/whatsnew/newsitems/2001/010926letter.html
--
On Thu, 27 Sep 2001, Bryan Jones wrote:
>
> Here's a link to an article written about general aviation, published in the
> Washington Post. I can't remember if this link was posted on the RV list or
> not (I read several BB's and lists). I found it on the AOPA's site.
>
> http://www.washingtonpost.com/wp-dyn/articles/A19877-2001Sep24.html
>
> Here's the moron's email address that wrote it...
>
> jakinney(at)earthlink.net
>
> please let him know what you think of his most uninformed and inflamatory
> article.
>
> Mr. Kinney's best quote... "small, private aircraft that clog our skies"
>
> enjoy!
>
> Bryan Jones
>
>
________________________________________________________________________________
| From: | "Carl Froehlich" <carlfro(at)erols.com> |
Use some clear packaging tape on the flush rivet set. It will last for 10
rivets or so before it needs replacement. This eliminated all "scuffing"
problems on my project.
I also use this tape on my round rivet set. I never had a smiley again!
Other types of tape work on these sets as well, like cloth tape (not duct
tape).
Carl Froehlich
RV-8A (moving project to the hanger next month)
Vienna, VA
----- Original Message -----
From: "Dan Checkoway" <dan(at)rvproject.com>
Subject: RV-List: Scuffing
>
> I'm using Avery's swivel flush rivet set on my empennage skins, but
somehow
> the skin is getting "scuffed" a bit around the rivet. It's purely
cosmetic,
> but it's annoying and I'm wondering if there's a way to avoid it.
>
> I remember hearing about people shaving off a little rubber from the
swivel
> set...was the purpose to avoid the scuffing? Or does it have to do with
my
> wife's nails getting in the way and not letting her hold the set firmly in
> place (she's shooting, I'm bucking)? Or is it something completely
> different?
>
> Any advice is much appreciated.
>
> )_( Dan
> RV-7 N747DC
> dan(at)rvproject.com
> http://www.rvproject.com
>
>
________________________________________________________________________________
| From: | "Jim Bower" <rvbuilder(at)hotmail.com> |
Ditto on the packaging tape, but it also helps if you leave most of the
plastic on your skins. I use a hot soldering iron to melt a line down both
sides of a row of holes, then peel off the strip of plastic. This exposes
the rivet holes so you won't trap plastic under them, but protects the rest
of the skin until you are ready to paint. This helps prevent shop rash
during storage, too.
Jim Bower
St. Louis, MO
RV-6A N143DJ
Wings (Fuselage parts inventoried and waiting)
>From: "Dan Checkoway" <dan(at)rvproject.com>
>Reply-To: rv-list(at)matronics.com
>To: , ,
>
>Subject: RV-List: Scuffing
>Date: Thu, 27 Sep 2001 07:22:48 -0700
>
>
>I'm using Avery's swivel flush rivet set on my empennage skins, but somehow
>the skin is getting "scuffed" a bit around the rivet. It's purely
>cosmetic,
>but it's annoying and I'm wondering if there's a way to avoid it.
>
>I remember hearing about people shaving off a little rubber from the swivel
>set...was the purpose to avoid the scuffing? Or does it have to do with my
>wife's nails getting in the way and not letting her hold the set firmly in
>place (she's shooting, I'm bucking)? Or is it something completely
>different?
>
>Any advice is much appreciated.
>
>)_( Dan
>RV-7 N747DC
>dan(at)rvproject.com
>http://www.rvproject.com
>
>
________________________________________________________________________________
| From: | Lkyswede(at)aol.com |
________________________________________________________________________________
| From: | "Mike Robertson" <mrobert569(at)hotmail.com> |
| Subject: | Re: False spar for RV-8 QB |
I used two saw horses, each with a different leg length, to support our QB
fuselage. I just made sure the cross piece was a 2X6 with the larger flat
side against the fuselage skin to spread the load as much as possible. It
worked great. And it made leveling the fuselage easy also as I just used a
long thread eye bolt in the tail tie-down point. Once the fuelage was level
I tightened a jam nut I had pre-installed on the eye bolt. This arrangement
worked well for the installation of the empenage and wings.
Mike Robertson
RV-8A
>From: "William G. MacIntyre" <macintyr(at)vims.edu>
>Reply-To: rv-list(at)matronics.com
>To: rv-list(at)matronics.com
>Subject: RV-List: False spar for RV-8 QB
>Date: Thu, 27 Sep 2001 09:32:33 -0400
>
>
>Vans suggests that the RV8 fuselage be supported (after removal from the
>fuselage jig) from a false spar (rather than resting on a saw horse) . I
>presume this support from a false spar should also apply to the Quick Build
>fuselage as delivered. The RV8 manual provides a thickness dimension for
>a false spar, but I have not found other dimensions in the manual.
>Questions:
>1. Is support from a false spar necessary during work on the RV8 fuselage
>(till the landing gear is installed), or is support by saw horse adequate?
>
>2. Is a dimensioned plan for construction of the false spar available?
>
>I would appreciate any suggestions on how best to support the fuselage, and
>thank you in advance for your comments.
>
>Bill MacIntyre
>
>
________________________________________________________________________________
| Subject: | Re: False spar for RV-8 QB |
| From: | "Michael Stephan" <mstephan(at)shr.net> |
When I uncrated my QB-8 it had a "false spar" already bolted on and attached
to the crate. After careful removal of the false spar from the crate, I
used it to support the fuselage on my roll around fuselage stand. I can get
pictures of it if you want.
--
Michael Stephan
QB-8
----------
>From: "William G. MacIntyre" <macintyr(at)vims.edu>
>To: rv-list(at)matronics.com
>Subject: RV-List: False spar for RV-8 QB
>Date: Thu, Sep 27, 2001, 8:32 AM
>
>
> Vans suggests that the RV8 fuselage be supported (after removal from the
> fuselage jig) from a false spar (rather than resting on a saw horse) . I
> presume this support from a false spar should also apply to the Quick Build
> fuselage as delivered. The RV8 manual provides a thickness dimension for
> a false spar, but I have not found other dimensions in the manual.
________________________________________________________________________________
| From: | Dan DeNeal <rv6apilot(at)yahoo.com> |
| Subject: | Re: Garman 295 Color GPS Hard To See |
Len,
What plane are you using it in since you say your
plumbing & Wiring. I have a feeling this great view
from an all clear canopy doesn't give the shade like a
Cessna etc.
Dan DeNeal
RV6a (trying to finish)
--- Lenleg(at)aol.com wrote:
>
> Sorry, didn't finish. I wear polaried shades and
> have had no trouble.
>
> Len Leggette RV-8A
> N901LL (res)
> Greensboro, N.C.
> Plumbing & Wiring
>
>
>
> http://www.matronics.com/unsubscribe
>
>
>
> through
>
> http://www.matronics.com/archives
> http://www.matronics.com/emaillists
>
> Matronics!
>
>
>
>
>
http://phone.yahoo.com
________________________________________________________________________________
| From: | "Mike Robertson" <mrobert569(at)hotmail.com> |
Dan,
Two quick things. One, which you have already heard I'm sure, is to not
worry about it as that will alll be hidden once you paint it. That being
said, you may want to try putting a piece of duct tape on the flush tip. It
helps to reduce the scuffing and helps keep the tip from moving around much.
Good luck.
Mike Robertson
RV-8A
>From: "Dan Checkoway" <dan(at)rvproject.com>
>Reply-To: rv-list(at)matronics.com
>To: , ,
>
>Subject: RV-List: Scuffing
>Date: Thu, 27 Sep 2001 07:22:48 -0700
>
>
>I'm using Avery's swivel flush rivet set on my empennage skins, but somehow
>the skin is getting "scuffed" a bit around the rivet. It's purely
>cosmetic,
>but it's annoying and I'm wondering if there's a way to avoid it.
>
>I remember hearing about people shaving off a little rubber from the swivel
>set...was the purpose to avoid the scuffing? Or does it have to do with my
>wife's nails getting in the way and not letting her hold the set firmly in
>place (she's shooting, I'm bucking)? Or is it something completely
>different?
>
>Any advice is much appreciated.
>
>)_( Dan
>RV-7 N747DC
>dan(at)rvproject.com
>http://www.rvproject.com
>
>
________________________________________________________________________________
| From: | "John Rott" <j_rott(at)hotmail.com> |
Are you using tape over your rivets? When I started doing this, all the
scuffing disappeared on my skins :-) Good luck,
John Rott (j_rott(at)hotmail.com) RV7A Rudder
>From: "Dan Checkoway" <dan(at)rvproject.com>
>Reply-To: rv-list(at)matronics.com
>To: , ,
>
>Subject: RV-List: Scuffing
>Date: Thu, 27 Sep 2001 07:22:48 -0700
>
>
>I'm using Avery's swivel flush rivet set on my empennage skins, but somehow
>the skin is getting "scuffed" a bit around the rivet. It's purely
>cosmetic,
>but it's annoying and I'm wondering if there's a way to avoid it.
>
>I remember hearing about people shaving off a little rubber from the swivel
>set...was the purpose to avoid the scuffing? Or does it have to do with my
>wife's nails getting in the way and not letting her hold the set firmly in
>place (she's shooting, I'm bucking)? Or is it something completely
>different?
>
>Any advice is much appreciated.
>
>)_( Dan
>RV-7 N747DC
>dan(at)rvproject.com
>http://www.rvproject.com
>
>
________________________________________________________________________________
| Subject: | Re: Garman 295 Color GPS Hard To See |
You are probably right. I am using it right now in an Archer. Danny King is
using one I think in his 8 on a mount off the roll over bar. Danny are you
having any trouble?
Len Leggette RV-8A
N901LL (res)
Greensboro, N.C.
Plumbing & Wiring
________________________________________________________________________________
| From: | "Ellis H Mcgaughy" <Ellis.H.Mcgaughy-1(at)usa.dupont.com> |
How long can one leave the plastic covering material on (during storage)
and not have difficulty removing it? Van's instructions indicate it's OK
to leave the plastic film on, as long as it is not left on "too long."
What is "too long?"
Just finished my RV7 HS
Deciding whether to peel the plastic off or not before storing.
Ellis McGaughy
________________________________________________________________________________
| From: | david.keck(at)amd.com.amdint2.amd.com.with.ESMTP.id.NAA18825.for (8.9.3/8.9.3/AMD) |
| Subject: | Clamp Down on General Aviation |
Here is an auto-reply I got from Kinney's email account when I sent my
response to his article:
==================================================================
Dear Friend:
The purpose of this communication is to respond to the many messages that I
have received concerning the article I wrote on general aviation security.
I regret this impersonal way of responding, but I simply do not have the
time to respond to every email in a detailed way.
Our world has changed since the Boeing airliners crashed in the World Trade
Center and Pentagon. We are fighting a clever and nearly invisible enemy
and this task will take our creative energy and hard-thinking if we are to
achieve success.
There are a number of things that I would like to say.
I apologize for the language "clog our skies." This was unfair and I am
sorry. I note that this characterization came from a USAF pilot but I am
responsible.
There are many threats to our national security. Our world was changed on
September 11. General aviation is just one potential area of concern. But
there are many valid scenarios that suggest that GA aircraft could be used
to inflict serious harm on the American public. As some of you know, a
16-year old boy flying with an instructor buzzed the Fayette, Georgia, fair,
nearly hitting a Ferris wheel and frightening fair goers. There are
numerous scenarios that could be proffered of small aircraft harming
hundreds of innocent people.
From a security professionals perspective, general aviation airfield
security in many locations is often very weak. There are 19,119 airports in
America with 219,464 planes. I suspect that larger GA facilities have some
security but many, probably a majority, have no security at all. Any one
can drive through open gates (if they exist at all) right up to a plane.
While many pilots lock and secure their planes, many do not.
There is technology available that could be developed to make it virtually
impossible for an unauthorized user to operate a plane. I think that this
technology is worth exploring.
The long-term response to our enemy will come through (1) better
intelligence and (2) pre-emptive strikes that will destroy those who oppose
us. In other words, we need to identify our enemy and destroy him before he
has the chance to harm us. I advocate a no-prisoners policy, which is a
departure from our historic practice. Americans who aid our enemy should
likewise be incarcerated as a threat to our security.
The general aviation is a valuable industry and it should be restored to
flying at the earliest possible time. I would like to see this industry
grow and prosper and would oppose any measures that would harm it.
I find it interesting that only a handful of correspondents have asked me to
identify ways that security professionals could help make this industry more
secure. Frankly, I do not have the time to provide the type of study that
can and should be done beyond what I have done here.
I would like to tell you about me personally. I have benefited from the
enormous contributions that general aviation provides. I think, for
example, of the mercy flights that corporations make for sick children. I
once had a child who was sick in a hospital for nearly two months 2,010
miles from home. He could not be stabilized and eventually died after 47
days in a hospital.
I grew up in the heart of the general aviation industry in Wichita, Kansas.
I had five brothers and at one time or another they worked for Beech,
Cessna, Lear Jet, and Boeing. One brother, now deceased, was an
aeronautical engineer and another brother is a GA pilot.
It saddens me to realize how many people have personalized what I have
written as a personal attack from me upon them. It is equally distressing
to realize that many individuals believe that I am writing about them and
their personal aircraft. Many GA pilots see flying as a cherished right,
not a privilege. I think that the events of September 11 may change that
once and for all.
Finally, I am a former Marine who has fought and nearly died for this
country. A number of people have made especially offensive comments to me
that make me wonder what motivates some of you. We need to place our
nations interests first, not those of our personal agenda.
In closing, we will require Gods grace and wisdom to handle this crisis.
Our President has said we are at war. Lets think about our nation, and
pray for Gods help.
Sincerely,
JOSEPH A. KINNEY
________________________________________________________________________________
| From: | MeangreenRV4(at)aol.com |
| Subject: | Re: Clamp Down on General Aviation |
Please read the reply JOSEPH A. KINNEY sent to me.
******************************************************************************
************************************************************
I am curious, Tim. =C2=A0Were commercial airliners a problem before 9/11? =C2=A0
Here is a general reply that I have been sending:
Dear Friend:
The purpose of this communication is to respond to the many messages that I
have received concerning the article I wrote on general aviation security. =C2=A0I
regret this impersonal way of responding, but I simply do not have the time
to respond to every email in a detailed way.
Our world has changed since the Boeing airliners crashed in the World Trade
Center and Pentagon. =C2=A0We are fighting a clever and nearly invisible enemy
and
this task will take our creative energy and hard-thinking if we are to
achieve success. =C2=A0
There are a number of things that I would like to say.
=CB=86=C2=A0I apologize for the language "clog our skies." =C2=A0This was unfair
and I am
sorry. =C2=A0I note that this characterization came from a USAF pilot but I am
responsible.
=CB=86=C2=A0There are many threats to our national security. =C2=A0Our world was
changed on
September 11. General aviation is just one potential area of concern. =C2=A0But
there are many valid scenarios that suggest that GA aircraft could be used to
inflict serious harm on the American public. =C2=A0As some of you know, a 16-year
old boy flying with an instructor buzzed the Fayette, Georgia, fair, nearly
hitting a Ferris wheel and frightening fair goers. =C2=A0There are numerous
scenarios that could be proffered of small aircraft harming hundreds of
innocent people. =C2=A0
=CB=86=C2=A0From a security professional=C2=B9s perspective, general aviation airfield
security in many locations is often very weak. =C2=A0There are 19,119 airports
in
America with 219,464 planes. =C2=A0I suspect that larger GA facilities have some
security but many, probably a majority, have no security at all. =C2=A0Any one
can
drive through open gates (if they exist at all) right up to a plane. =C2=A0While
many pilots lock and secure their planes, many do not.
=CB=86=C2=A0There is technology available that could be developed to make it virtually
impossible for an unauthorized user to operate a plane. =C2=A0I think that this
technology is worth exploring. =C2=A0
=CB=86=C2=A0The long-term response to our enemy will come through (1) better
intelligence and (2) pre-emptive strikes that will destroy those who oppose
us. =C2=A0In other words, we need to identify our enemy and destroy him before
he
has the chance to harm us. =C2=A0I advocate a no-prisoners policy, which is a
departure from our historic practice. =C2=A0Americans who aid our enemy should
likewise be incarcerated as a threat to our security.
=CB=86=C2=A0The general aviation is a valuable industry and it should be restored
to
flying at the earliest possible time. =C2=A0I would like to see this industry grow
and prosper and would oppose any measures that would harm it. =C2=A0
I find it interesting that only a handful of correspondents have asked me to
identify ways that security professionals could help make this industry more
secure. =C2=A0Frankly, I do not have the time to provide the type of study that
can and should be done beyond what I have done here.
I would like to tell you about me personally. =C2=A0I have benefited from the
enormous contributions that general aviation provides. =C2=A0I think, for example,
of the mercy flights that corporations make for sick children. =C2=A0I once had
a
child who was sick in a hospital for nearly two months 2,010 miles from home.
=C2=A0He could not be stabilized and eventually died after 47 days in a hospital.
=C2=A0
I grew up in the heart of the general aviation industry in Wichita, Kansas.
=C2=A0I had five brothers and at one time or another they worked for Beech,
Cessna, Lear Jet, and Boeing. =C2=A0One brother, now deceased, was an aeronautical
engineer and another brother is a GA pilot.
It saddens me to realize how many people have personalized what I have
written as a personal attack from me upon them. =C2=A0It is equally distressing
to
realize that many individuals believe that I am writing about them and their
personal aircraft. =C2=A0Many GA pilots see flying as a cherished right, not a
privilege. =C2=A0I think that the events of September 11 may change that once and
for all.
Finally, I am a former Marine who has fought and nearly died for this
country. =C2=A0A number of people have made especially offensive comments to me
that make me wonder what motivates some of you. =C2=A0We need to place our
nation=C2=B9s interests first, not those of our personal agenda. =C2=A0
In closing, we will require God=C2=B9s grace and wisdom to handle this crisis.
=C2=A0Our President has said we are at war. =C2=A0Let=C2=B9s think about our nation,
and
pray for God=C2=B9s help.
Sincerely,
JOSEPH A. KINNEY
________________________________________________________________________________
| From: | "John" <fasching(at)amigo.net> |
| Subject: | Re: Before you calm back down (Not RV Related) |
Archie Bunker had it figured out years ago: Give every passenger a gun as
they board .... maybe he was ahead of his time.
Also, a great quote from the Denver Post this morning...a commentator
related knowing a woman in Lebanon who said she always carried a bomb in her
luggage, because she thought it highly improbable there would ever the TWO
bombs on an airplane !!!
John at Salida, CO
________________________________________________________________________________
| Subject: | False spar for RV-8 QB |
| From: | "Todd Wenzel" <TWenzel(at)hsdinc.com> |
I would like to see pictures if you could Michael. I remember removing
the false spars from my QB, then promptly tossing them out - I guess I
should have thought about it a little first. Right now my Fuse is on
sturdy homemade saw horses with a wide top (about 12") with Styrofoam
between from the QB crating. I strapped the tail down to one saw horse
to keep it secure. I also put wheels on the saw horses so I could roll
the fuse around. The biggest problem I have is the fuse is a little too
high to easily work on the internals without standing on a small stool.
Todd Wenzel
twenzel(at)hsdinc.com
Delafield, Wisconsin
RV-8AQB, Fuse (on my tippy-toes)
-----Original Message-----
From: Michael Stephan [mailto:mstephan(at)shr.net]
Subject: Re: RV-List: False spar for RV-8 QB
When I uncrated my QB-8 it had a "false spar" already bolted on and
attached
to the crate. After careful removal of the false spar from the crate, I
used it to support the fuselage on my roll around fuselage stand. I can
get
pictures of it if you want.
--
Michael Stephan
QB-8
----------
>From: "William G. MacIntyre" <macintyr(at)vims.edu>
>To: rv-list(at)matronics.com
>Subject: RV-List: False spar for RV-8 QB
>Date: Thu, Sep 27, 2001, 8:32 AM
>
>
> Vans suggests that the RV8 fuselage be supported (after removal from
the
> fuselage jig) from a false spar (rather than resting on a saw horse) .
I
> presume this support from a false spar should also apply to the Quick
Build
> fuselage as delivered. The RV8 manual provides a thickness dimension
for
> a false spar, but I have not found other dimensions in the manual.
________________________________________________________________________________
| From: | "Jack Textor" <pincjt(at)ix.netcom.com> |
Ellis,
On my wing kit the plastic had been on for two years (purchased 2nd hand)
and was hard to remove. Leaving it on (in my opinion) also allowed moisture
to trap underneath the plastic. All my skins are free of plastic now.
Jack
RV8
DSM
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Ellis H Mcgaughy
Subject: Re: RV-List: Scuffing
How long can one leave the plastic covering material on (during storage)
and not have difficulty removing it? Van's instructions indicate it's OK
to leave the plastic film on, as long as it is not left on "too long."
What is "too long?"
Just finished my RV7 HS
Deciding whether to peel the plastic off or not before storing.
Ellis McGaughy
________________________________________________________________________________
| From: | Richard Dudley <rhdudley(at)att.net> |
Ellis,
I have left the plastic film on skins as long as a year before removing
them without any difficulty. I now use the rationale that I'll leave the
films on skins while I'm doing most of the cutting and fitting. It is
difficult to do good deburring of holes or edges with the films on.
While doing empennage and wings, I removed strips of the film over holes
so that I could deburr holes and dimple.
Richard Dudley
-6A fuselage
Ellis H Mcgaughy wrote:
>
>
> How long can one leave the plastic covering material on (during storage)
> and not have difficulty removing it? Van's instructions indicate it's OK
> to leave the plastic film on, as long as it is not left on "too long."
> What is "too long?"
>
> Just finished my RV7 HS
> Deciding whether to peel the plastic off or not before storing.
>
> Ellis McGaughy
>
>
________________________________________________________________________________
| From: | Don Hyde <DonH(at)axonn.com> |
| Subject: | Before you calm back down (Not RV Related) |
I wonder:
How fast can you intentionally depressurize a plane? Isn't that a normal
procedure for fighting an in-flight fire? That would seem to be a pretty
potent weapon the pilots could wield, which might hurt fewer passengers than
slamming them against the ceiling.
At altitude, it would seem that depressurization would slow down hijackers
who were trying to batter down the pilot's door, with pax and crew at their
stations equipped with oxygen, it would preferentially disable the hijackers
who were running around, probably using more oxygen than normal.
> Guns would only help if you had enough notice of a problem
> developing. If a
> problem was developing the flight crew would notify ATC and
> start toward an
> immediate landing with the police waiting. The new and
> improved cockpit
> door should provide the protection for the cockpit. If the new and
> improved cockpit door was being breached, then possibly use
> erratic flying
> to knock down the would be hijacker, thus allowing the PAX to
> pummel the guy
> / guys. If surprise access to the cockpit was achieved, then
> it would be to
> late for the crew to draw down on the intruder.
>
>
________________________________________________________________________________
| Subject: | Re: False spar for RV-8 QB |
| From: | "Michael Stephan" <mstephan(at)shr.net> |
Todd,
I threw together a webpage with my fuselage cart and pictures of the false
spars. If you remember from the crate the false spars are just multiple
plywood layers about a 1.25" thick. They are fastened to the spar carry
though with two bolts on each side. Use also used the bolts that came in
the crate. They had a plastic protective sleeve. I guess to protect the
holes drilled in the spar. I did not tighten the nuts. The nuts just keep
them captured so they don't slip out. The only difficulty in making a new
pair is getting the holes drilled accurately enough without damaging the
holes in the spar attach point. But they do not have to be perfect. They
just have to support the fuselage. So elongated or oversize holes may not
hurt. I would just mark the blank, take it out and drill it on a drill
press.
http://www.shrc.com/rv8/fuselagecart.html
hope it helps.
--
Michael Stephan
----------
>From: "Todd Wenzel" <TWenzel(at)hsdinc.com>
>To:
>Subject: RE: RV-List: False spar for RV-8 QB
>Date: Thu, Sep 27, 2001, 2:29 PM
>
> I would like to see pictures if you could Michael. I remember removing
> the false spars from my QB, then promptly tossing them out - I guess I
> should have thought about it a little first. Right now my Fuse is on
> sturdy homemade saw horses with a wide top (about 12") with Styrofoam
> between from the QB crating. I strapped the tail down to one saw horse
> to keep it secure. I also put wheels on the saw horses so I could roll
> the fuse around. The biggest problem I have is the fuse is a little too
> high to easily work on the internals without standing on a small stool.
>
> Todd Wenzel
> twenzel(at)hsdinc.com
> Delafield, Wisconsin
> RV-8AQB, Fuse (on my tippy-toes)
________________________________________________________________________________
| From: | "Alex Peterson" <alexpeterson(at)usjet.net> |
> How long can one leave the plastic covering material on (during storage)
> and not have difficulty removing it? Van's instructions indicate it's OK
> to leave the plastic film on, as long as it is not left on "too long."
> What is "too long?"
Just peel it off immediately, unless you are going to not paint your plane.
Scratches that look terrible on the aluminum don't show up under paint.
Scotch brite the scratches until no high spots remain, paint and fly.
Alex Peterson
Maple Grove, MN
6A N66AP flying, oh scratch that, flyable.
________________________________________________________________________________
| From: | "Jim Jewell" <jjewell(at)telus.net> |
Hello,
Mine has been on more than four years and it still peels off the same now as
it did on day one.
Jim in Kelowna
----- Original Message -----
From: "Ellis H Mcgaughy" <Ellis.H.Mcgaughy-1(at)usa.dupont.com>
Subject: Re: RV-List: Scuffing
>
> How long can one leave the plastic covering material on (during storage)
> and not have difficulty removing it? Van's instructions indicate it's OK
> to leave the plastic film on, as long as it is not left on "too long."
> What is "too long?"
>
> Just finished my RV7 HS
> Deciding whether to peel the plastic off or not before storing.
>
> Ellis McGaughy
>
________________________________________________________________________________
| From: | "Keith Hughes" <rv6tc(at)earthlink.net> |
| Subject: | Re: Before you calm back down (Not RV Related) |
Very fast. That idea is batted around. Problem is, if you are only at 280
or so it might take a while to incapacitate them. At higher altitudes, that
might be a very good idea indeed.
Keith Hughes
RV-6 finish
UAL737
----- Original Message -----
From: Don Hyde <DonH(at)axonn.com>
Subject: RE: RV-List: Before you calm back down (Not RV Related)
>
> I wonder:
>
> How fast can you intentionally depressurize a plane? Isn't that a normal
> procedure for fighting an in-flight fire? That would seem to be a pretty
> potent weapon the pilots could wield, which might hurt fewer passengers
than
> slamming them against the ceiling.
>
________________________________________________________________________________
Dan, we put masking tape over the steel part of the driver and that helped.
One thing to watch is the fact that the masking tape will wear in the center
where the rivet hits. Also (Two things to watch) the tape will attract tash
and will cause blemishes arround the rivet, however changing the tape often
will solve both problems. FWIW after we almost finished riveting we noted
that the metal will have to be scuffed for priming so we may have been too
careful anyway.
Good luyck
Rod & Rollie
6A Canopy fairing
________________________________________________________________________________
| From: | "Jim Jewell" <jjewell(at)telus.net> |
Hello,
I tried many different kinds of tape applied to the rivet set surface and
found that as the tape aged during riveting it began to break down and the
tape bits and pieces either got stuck under the rivet head and or around
the rivet edges. This made for extra work and I quit using this approach. I
found that getting the broken down tape off the set was also a hassle.
I now use a scotch tape that is about one half as sticky as the regular
type. ( back riveting tape works good) I use it for three reasons:
First; To hold the rivets in place on the piece I am about to rivet.
Second; To stop the marring and discoloration that can occur during the
riveting process.
Third; This tape leaves no residue behind. used only once this way, it does
not break down.
I Put the rivets in place, put the tape over them, rivet them, then remove
the tape.
The tape comes off quick and easy and it is dirt cheap,
I'm sorry but I cannot remember the name of this tape. It was more than four
years ago that I bought it from an office supply store.
I'll bet you'll like it If you try it.
Jim in Kelowna
----- Original Message -----
From: "Dan Checkoway" <dan(at)rvproject.com>
Subject: RV-List: Scuffing
>
> I'm using Avery's swivel flush rivet set on my empennage skins, but
somehow
> the skin is getting "scuffed" a bit around the rivet. It's purely
cosmetic,
> but it's annoying and I'm wondering if there's a way to avoid it.
>
> I remember hearing about people shaving off a little rubber from the
swivel
> set...was the purpose to avoid the scuffing? Or does it have to do with
my
> wife's nails getting in the way and not letting her hold the set firmly in
> place (she's shooting, I'm bucking)? Or is it something completely
> different?
>
> Any advice is much appreciated.
>
> )_( Dan
> RV-7 N747DC
> dan(at)rvproject.com
> http://www.rvproject.com
>
>
________________________________________________________________________________
| From: | "Van Artsdalen, Scott" <svanarts(at)unionsafe.com> |
| Subject: | Before you calm back down (Not RV Related) |
This is what I have been thinking too:
"
Guns would only help if you had enough notice of a problem developing. If a
problem was developing the flight crew would notify ATC and start toward an
immediate landing with the police waiting. The new and improved cockpit
door should provide the protection for the cockpit. If the new and
improved cockpit door was being breached, then possibly use erratic flying
to knock down the would be hijacker, thus allowing the PAX to pummel the guy
/ guys. If surprise access to the cockpit was achieved, then it would be to
late for the crew to draw down on the intruder.
"
If the cockpit door was reinforced, couldn't the pilots don their O2, and
begin depressurizing the passenger compartment? Wait until everyone goes
nighty-night and then cuff and stuff the snoozing terrorists? No guns
necessary. Sure some poor old guy might have a heart attack but that's why
they carry paddles on board now right? ;-)
________________________________________________________________________________
| From: | "Van Artsdalen, Scott" <svanarts(at)unionsafe.com> |
| Subject: | Before you calm back down (Not RV Related) |
Bingo!
--
Scott VanArtsdalen, MCSE, CCNA
Network Administrator
Union Safe Deposit Bank
209-946-5116
-----Original Message-----
From: Don Hyde [mailto:DonH(at)axonn.com]
Subject: RE: RV-List: Before you calm back down (Not RV Related)
I wonder:
How fast can you intentionally depressurize a plane? Isn't that a normal
procedure for fighting an in-flight fire? That would seem to be a pretty
potent weapon the pilots could wield, which might hurt fewer passengers than
slamming them against the ceiling.
At altitude, it would seem that depressurization would slow down hijackers
who were trying to batter down the pilot's door, with pax and crew at their
stations equipped with oxygen, it would preferentially disable the hijackers
who were running around, probably using more oxygen than normal.
> Guns would only help if you had enough notice of a problem
> developing. If a
> problem was developing the flight crew would notify ATC and
> start toward an
> immediate landing with the police waiting. The new and
> improved cockpit
> door should provide the protection for the cockpit. If the new and
> improved cockpit door was being breached, then possibly use
> erratic flying
> to knock down the would be hijacker, thus allowing the PAX to
> pummel the guy
> / guys. If surprise access to the cockpit was achieved, then
> it would be to
> late for the crew to draw down on the intruder.
>
>
________________________________________________________________________________
| From: | Trumpfheller(at)aol.com |
The tape is probably "Scotch Removable Magic Tape", product no. 811.
Bob Trumpfheller
> I now use a scotch tape that is about one half as sticky as the regular
> type. ( back riveting tape works good) I use it for three reasons:
>
> First; To hold the rivets in place on the piece I am about to rivet.
>
> Second; To stop the marring and discoloration that can occur during the
> riveting process.
>
> Third; This tape leaves no residue behind. used only once this way, it does
> not break down.
>
> I Put the rivets in place, put the tape over them, rivet them, then remove
> the tape.
> The tape comes off quick and easy and it is dirt cheap,
>
> I'm sorry but I cannot remember the name of this tape. It was more than
four
> years ago that I bought it from an office supply store.
>
> I'll bet you'll like it If you try it.
>
> Jim in Kelowna
>
________________________________________________________________________________
| Subject: | Re: Clamp Down on General Aviation |
| From: | "Tedd McHenry" <tedd(at)vansairforce.org> |
I hope you will find my rebuff of Kinney's article amusing:
http://www.vansairforce.org/misc/security_panic.html
Tedd McHenry
Surrey, BC
________________________________________________________________________________
| From: | "Jim Jewell" <jjewell(at)telus.net> |
Hi Bob,
Thats the stuff!
Thanks
Jim
----- Original Message -----
From: <Trumpfheller(at)aol.com>
Subject: Re: RV-List: Scuffing
>
> The tape is probably "Scotch Removable Magic Tape", product no. 811.
>
> Bob Trumpfheller
>
>
> > I now use a scotch tape that is about one half as sticky as the regular
> > type. ( back riveting tape works good) I use it for three reasons:
> >
> > First; To hold the rivets in place on the piece I am about to rivet.
> >
> > Second; To stop the marring and discoloration that can occur during the
> > riveting process.
> >
> > Third; This tape leaves no residue behind. used only once this way, it
does
> > not break down.
> >
> > I Put the rivets in place, put the tape over them, rivet them, then
remove
> > the tape.
> > The tape comes off quick and easy and it is dirt cheap,
> >
> > I'm sorry but I cannot remember the name of this tape. It was more than
> four
> > years ago that I bought it from an office supply store.
> >
> > I'll bet you'll like it If you try it.
> >
> > Jim in Kelowna
> >
>
>
________________________________________________________________________________
| From: | "Randall Henderson" <randallh(at)home.com> |
| Subject: | Re: C-660 Side Skirt... |
> Quick question on the side skirts (C-660) for a slider....drawing SC-1
> Detail "A" (both drawings) shows the side skirts just level with the side
> skin, but on Drawing SC-2 (Section F-F) is shows about a 3/4 in overlap,
> which makes more sense as it lines up with the aft deck. Any ideas here?
Im
> leaning toward the 3/4 in overlap as it is more logical???
Kurt,
Due to the curve of the fuselage, its doesn't generally work to overlap all
the way forward. As the canopy slides back the overlapped portion will bind
since the widest point is about halfway up the canopy. For this reason most
people either overlap just the rear 1/2 - 2/3, or don't overlap at all. I
did the combo -- overlapped the rear portion, and trimmed it so it makes a
jog up to just above the canopy deck about 2/3 of the way forward. I
couldn't find a very good picture of it but there's one that sort of shows
it on my web site -- have a look at
http://www.edt.com/homewing/rhproject/n6r_grin2.jpg.
(BTW there IS a way to overlap completely -- Art Chard does it on the planes
he builds. It involves taking the curve out of the longerons in the canopy
area, which flattens the sides of the fuselage. I think it messes up the
look of the fuselage, and in any case you'd want to be really sure about
what you're doing before trying that, since every change has unintended
consequences.)
Randall Henderson, RV-6 N6R (~280 hrs)
Portland, OR
www.vanshomewing.org
________________________________________________________________________________
| From: | Jim Duckett <perfeng(at)3rivers.net> |
Guys,
While we're on this thread of folks not understanding things...A buddy
just sent this to me. I'd like to add this under the "Let's Remember"
File. I know I'll never forget or forgive what she did!!!!
Sorry not true RV stuff but, important none the less...!
Jim Duckett, Nam Vet and RV-7A Builder
From - Thu Sep 27 22:29:14 2001
(envelope-from pbparker@in-tch.com)
Date: Thu, 27 Sep 2001 19:21:27 -0600
From: Pat and Becky Parker <pbparker@in-tch.com>
Brent and Tonya Weninger ,
Clifford Garness <cliffman@in-tch.com>,
Cliff Garness <cliff@sletten-inc.com>,
Cody Parker ,
Cory Koterba ,
Dave Parker , Dean Taylor ,
Hall Hugg ,
Heather Topp ,
Jim Duckett , Jim Mills ,
Karen & Dan Griffin ,
Karla Mills ,
Kelly Weinberger ,
Rick Nowaski , Robert Morgan ,
Scott &Irene Pocklington ,
Scott Weinberger ,
Steve Shovlin ,
Tracey Wagner , Walt ,
Wayne Thomas
Subject: Hanoi Jane
>
> >> KEEP THIS MOVING ACROSS AMERICA HONORING A TRAITOR
> >>
> >>This is for all the kids born in the 70's that do not
> >>remember this, and didn't have to bear the burden, that
> >>our fathers, mothers, and older brothers and sisters had to bear.
> >>
> >>Jane Fonda is being honored as one of the "100 Women of
> >>the Century." Unfortunately, many have forgotten and
> >>still countless others have never known how Ms. Fonda
> >>betrayed not only the idea of our country but specific
> >>men who served and sacrificed during Vietnam.
> >>The first part of this is from an F-4E pilot. The pilot's
> >>name is Jerry Driscoll, a River Rat. In 1978, the former
> >>Commandant of the USAF Survival School was a POW in Ho Lo
> >>Prison-the "Hanoi Hilton." Dragged from a stinking
> >>cesspit of a cell, cleaned, fed, and dressed in clean
> >>PJs, he was ordered to describe for a visiting American
> >>"Peace Activist" the "lenient and humane treatment" he'd
> >>received. He spat at Ms. Fonda, was clubbed, and dragged
> >>away.
> >>During the subsequent beating, he fell forward upon the
> >>camp Commandant's feet, which sent that officer berserk.
> >>In '78, the AF Col. still suffered from double vision
> >>(which permanently ended his flying days) from the
> >>Vietnamese Col.'s frenzied application of a wooden baton.
> >>From 1963-65, Col. Larry Carrigan was in the 47FW/DO
> >>(F-4Es). He spent 6 -years in the "Hilton"- the first
> >>three of which he was "missing in action". His wife lived
> >>on faith that he was still alive. His group, too, got the
> >>cleaned/fed/clothed routine in preparation for a "peace
> >>delegation" visit.
> >>They, however, had time and devised a plan to get word to
> >>the world that they still survived. Each man secreted a
> >>tiny piece of paper, with his SSN on it, in the palm of
> >>his hand. When paraded before Ms. Fonda and a cameraman,
> >>she walked the line, shaking each man's hand and asking
> >>little encouraging snippets like: "Aren't you sorry you
> >>bombed babies?" and "Are you grateful for the humane >
> >>treatment from your benevolent captors?" Believing this
> >>HAD to be an act, they each palmed her their sliver of
> >>paper.
> >> She took them all without missing a beat. At the end of
> >>the line and once the camera stopped rolling, to the
> >>shocked disbelief of the POWs, she turned to the officer
> >>in charge and handed him the little pile of papers. Three
> >>men died from the subsequent beatings. Col. Carrigan was
> >>almost number four but he survived, which is the only
> >>reason we know about, her actions that day.
> >>I was a civilian economic development advisor in Vietnam,
> >>and was captured by the North Vietnamese communists in
> >>South Vietnam in 1968, and held for over 5 years. I spent
> >>27 months in solitary confinement, one year in a cage in
> >>Cambodia, and one year in a "black box" in Hanoi. My
> >>North Vietnamese captors deliberately poisoned and
> >>murdered a female missionary, a nurse in a leprosarium in
> >>Ban me Thuot, South Vietnam, whom I buried in the jungle
> >>near the Cambodian border.
> >>At one time, I was weighing approximately 90 lbs. (My
> >>normal weight is 170 lbs.) We were Jane Fonda's "war
> >>criminals."
> >>When Jane Fonda was in Hanoi, I was asked by the camp
> >>communist political officer if I would be willing
> >>to meet with Jane Fonda. I said yes, for I would like to
> >>tell her about the real treatment we POWs received
> >>different from the treatment purported by the North
> >>Vietnamese, and parroted by Jane Fonda, as "humane and
> >>lenient." Because of this, I spent three days on a rocky
> >>floor on my knees with outstretched arms with a large
> >>amount of steel placed on my hands, and beaten with a
> >>bamboo cane till my arms dipped.
> >>I had the opportunity to meet with Jane Fonda for a
> >>couple of hours after I was released. I asked her if she
> >>would be willing to debate me on TV. She did not answer
> >>me.
> >>This does not exemplify someone who should be honored as
> >>part of "100 Years of Great Women." Lest we forget..."100
> >>years of great women" should never include a traitor
> >>whose hands are covered with the blood of so many
> >>patriots. There are few things I have strong visceral
> >>reactions to, but Hanoi Jane's participation in blatant
> >>treason, is one of them.
> >>Please take the time to forward to as many people as you
> >>possibly can. It will eventually end up on her computer
> >>and she needs to know that we will never forget.
> >>
> >>
> >
>
________________________________________________________________________________
| From: | John Lawson <jwlawson(at)hargray.com> |
September 21, 2001 - September 28, 2001
RV-Archive.digest.vol-lo