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RV-Archive.digest.vol-oa
December 23, 2002 - December 30, 2002

> past > > and would rather have something that has mechanical attachment. I would > > recomend it to anybody. > > > > Art B. Waldal > > Rv-6 > ________________________________________________________________________________
From: mstewart(at)qa.butler.com
Subject: Re: Flying comment
Date: Dec 23, 2002
I have spoken to 2 controllers on this. They have not heard of this communication to controllers from the FAA. But both are looking it up. Also, my operating Limitations 'REQUIRE' that I identify myself as an experimental, and is standard in every op lim issued from the Atl FSDO. I suspect that is the case around the country as they all use the same template for issuing them. Mike Stewart > The owner of the RV that is being built in my hangar is an ATC. I'll ask him. I have also heard Lancairs and Glasairs communicate without the "experimental" tag. Should apply to RV's for sure then. Darwin N. Barrie Chandler AZ ----- Original Message ----- From: "Paul Besing" <azpilot(at)extremezone.com > > Subject: Re: Flying comment > > > I don't recall who it was that said this, and it may not be true, but here > goes. > > I heard that due to the large number of RV's flying, there was a > communication from the FAA to all controllers what an RV was, and that RV's > could report as "Anywhere tower, RV2388X" instead of reporting "Experimental > 2388X" or "Experimental RV 2388X". This communication was to let > controllers know who weren't familiar with an RV that they are commonplace > enough to eliminate the "Experimental" from the call sign, so not be > confused with a much slower experimental. > > Even if it is not true, I think that this is happening more and more > everyday. Gotta love them RV's. > > > Paul Besing I have spoken to 2 controllers on this. They have not heard of this communication to controllers from the FAA. But both are looking it up. Also, my operating Limitations 'REQUIRE' that I identify myself as an experimental, and is standard in every op lim issued from the Atl FSDO. I suspect that is the case around the country as they all use the same template for issuing them. Mike Stewart snip -- RV-List message posted by: ktlkrn(at)cox.net The owner of the RV that is being built in my hangar is an ATC. I'll ask him. I have also heard Lancairs and Glasairs communicate without the experimental tag. Should apply to RV's for sure then. Darwin N. Barrie Chandler AZ ----- Original Message ----- azpilot(at)extremezone.com To: rv-list(at)matronics.com Subject: Re: Flying comment -- RV-List message posted by: Paul Besing azpilot(at)extremezone.com I don't recall who it was that said this, and it may not be true, but here goes. I heard that due to the large number of RV's flying, there was a communication from the FAA to all controllers what an RV was, and that RV's could report as Anywhere tower, RV2388X instead of reporting Experimental 2388X or Experimental RV 2388X. This communication was to let controllers know who weren't familiar with an RV that they are commonplace enough to eliminate the Experimental from the call sign, so not be confused with a much slower experimental. Even if it is not true, I think that this is happening more and more everyday. Gotta love them RV's. Paul Besing snip ________________________________________________________________________________
Date: Dec 23, 2002
From: Miller Robert <rmiller3(at)earthlink.net>
Subject: Re: Flying comment
> Granted, those not familiar to the area may not know the land marks, but how > many strangers are flying these days any way? > I think a lot. I have seen and experienced some confusion based upon position reports using landmarks only ... many times. Tonight, for example, I will be flying to an airport I have never seen before. Position reports that do not specify bearing are, for the most part, useless. Landmarks may be helpful to those who know the area, however. Therefore, at the least, one should always give some indication of direction. e.g.: ..... 10 miles to southeast of field, inbound......" And if you have local knowledge, you may still include the bearing and distance, with a named landmark. e.g.: "..... 10 miles to southeast of field, over Mt. Hope Bridge, inbound......" Rjcaptjoel(at)aol.com wrote: > > I try to use a land mark when calling in a position report. > "Antique Aeronca---Experimental RV 4----Canadair Regional Jet ten miles out > over I-25, straight in runway 29 Jeff co. or over Erie tower, or Near Platte > Valley, landing Van Air. > Granted, those not familiar to the area may not know the land marks, but how > many strangers are flying these days any way? > ________________________________________________________________________________
From: mstewart(at)qa.butler.com
Subject: Re: TEAM RV
Date: Dec 23, 2002
Rick, Excellent write-up, and thanks for the very kind words. Yesterday was one year on my rv w/ 694 hours. Amazing. I have more to learn on the full potential of this plane. It gets better all the time. Sure did enjoy having you down. Next time we will call ahead and verify they have FOOD for us huh? Have a great holiday. Mike Stewart Hoping Santa brings me some RV goodies Folks, I thought a few of you may like to read a post to the Mid Atlantic and TEAM RV Yahoo Groups. When I was building, stuff like this kept me down in the basement working harder than ever (Thanks Big Time to Paul Rosales - aka SoCal Rosie for his travel stories)! Delete or Enjoy - The choice is yours : ). Happy Holidays to ALL Rick Gray RV6 Ohio at the Buffalo Farm (1st flight in August, 121 hrs) lots of loops and rolls Mike, Had a great time today.........thanks BIG TIME for all your help and support. You put a great deal into this sport.........I recognize this and appreciate ALL your efforts. Guys like me are reaping the benefits of your efforts and willingness to share your knowledge. Thanks Mike!! Later. Rick at the Buffalo Farm - come on up dude and you can stay at our house and I'll let you ride the 'little Buffalo' -- smile Sporty's.....NO......TEAM RV......YES, Hey guys, Thought I give you a little travel report from today's flight. The wind was blowing BIG TIME here in Ohio today (and my passenger for the planned ride to Sporty's http://www.sportys.com/shoppilot/> ">http://www.sportys.com/shoppilot/ <http://www.sportys.com/shoppilot/> gets airsick real easy).....so we decided to head south for some 'nicer' wx. Hmmmmmm, isn't TEAM RV http://www.mstewart.net/michael/rv/teamrv/index.htm> ">http://www.mstewart.net/michael/rv/teamrv/index.htm <http://www.mstewart.net/michael/rv/teamrv/index.htm> down in Georgia(?).......isn't that an RV in my hangar(?).......you bet!!! Well, what are we waiting for........?? We had the airport to ourselves. Wheels up at 0640 from Parkersburg (PKB) (don't ya' just love turning on the lights on 2 huge runways with the click of mic button - smile). Climbed to 8500' with Charleston Center till they dumped us somewhere over North Carolina. Head winds kept our ground speed to 160mph but they steadily increased to about 195 as we neared Lawrenceville, Ga. (LZU). Smooth 20 deg cold air over the mountains, the sun rising off to the left, and a full moon off to the right.......this is why I built my plane (69 deg in cockpit and Yanni on the CD didn't hurt either...grin). LZU Ok'd us for the overhead approach and a few minutes later we were on the ground with my good buddy Mike Stewart and new friend Steve McDonald (RV4). 2.3 hours and we're in Georgia....somebody pinch me. Hey.....look over there! Here come some more RV's. Mike briefed the flight......safety, Lead, Wingmen, #2, fingertip, safety, squawk, check in, #6, safety, questions?....safety, let's go. Before I knew it we were taxiing out as a 6 ship (Mike/lead/RV6A, Steve/RV4, Greg Bitzer/Wingman/RV6, Danny Kight/Wingman/RV6, Ken ?/RV6, and myself/RV6)in route to Moontown, Alabama (3M5) http://www.airnav.com/airport/3M5> ">http://www.airnav.com/airport/3M5 <http://www.airnav.com/airport/3M5> to meet up with the Tennessee RV bunch. Great opportunity for this new guy to get some much needed formation practice. Clay Smith (RV4) joined up about half way into the 1 hour flight to Moontown. Upon arrival, TEAM RV made a few beautiful passes for the crowd on the 2100' grass strip which included an echelon, diamond, arrow, and the big finale....... a STARBURST (you had to be there).....this was spectacular!! RV's 'shooting' all over the sky!! Trailing behind in 'loose' formation gave me a birds eye view of some awesome precision formation work. What a display!! Upon reforming from the Starburst Mike called the TEAM back into trail for the landing and formation taxi, turn, & shutdown on the 'flight line'. Lots of well deserved compliments from the crowd!! Hmmm, I wonder why - these guys practice often and are really good. With 10 or so RV's already on the field, our arrival just about doubled the count. Needless to say we got to see lots of cool airplanes and flybys. The wx was severe clear and about 60 deg. Sweet. We hung out for a couple hours revisiting with folks we met down at SERFI http://www.serfi.org/ (Dennis Milsap/Robin Hunt and others)in October and of course....making new friends. Oh yea, even Mr Sam Buchanan was there....big smile and hand shake from Sam.......if you're asking yourself 'who's Sam?'.....you probably don't have an RV. http://home.hiwaay.net/~sbuc/journal/> ">http://home.hiwaay.net/~sbuc/journal/ <http://home.hiwaay.net/~sbuc/journal/> These folks meet at Moontown every 3rd Saturday.....a great bunch with great southern hospitality.....it doesn't get any better. We departed as a single ship for PKB. The 425 statute mile trip home from Alabama was just 2 hours 2 minutes with an average groundspeed of 210mph. Sweet ride at about 7500'.......UNTIL we started descending to PKB. ATIS report wasn't promising and a quick call on 123.7 verified that the winds were still waiting for us. 26 gusting to 34 out of 25. The turbulent descent really tested the Dramamine my buddy 'Gary' took a few hours before, but the sick sacks stayed in the center console....: ). My choices were 21 and 28 (I like having a 'choice' : )). I decided on 28 and we were cleared to land. I wouldn't have enjoyed this moment in my Kitfox but the RV handled it no problem. A short taxi to the pumps to top off the tanks......a few moments later N856RG was back in the hanger. Total time on the hobbs today was 6.6 hours.....not bad for a spur of the moment.....er....uh...dare I say....pick up WAM - don't cha love it! Fuel burn was 8.3 on the way down and 7.9 on the way back. The 7.9 was among the lower end of my fuel burns so far.....but it did include the hour formation hop from Lawrenceville to Moontown at about 2300rpm. I'm running an O-360 fixed pitch. I typically avg 8.1 to 8.3 at altitude - and lean to 20 deg rich of peak. Some folks do better, but these are my numbers. Let's see, rise at 4:45 am, wheels up at 6:40, Ohio to Georgia in 2.3 hours, formation w/TEAM RV (well, loose for me) to Moontown Alabama, chit chat with good ol' boy Sam Buchanan, and back home to Ohio by about 2:45.......I love my RV. Keep poundin' them rivets. Or keep painting 'em, (over & over till you get one you like) as it applies to you.....Zack : ) Oh yea.... a plug for my new 'Jantzi' steering link....this baby is a nice addition to my 6 and is a 'keeper'.......don't leave home without one! http://www.iwantarocket.com/ click on 'Products' I'll be in flying to Jersey for the Holidays......if you folks have something going on be sure to post. Hope your Saturday was a good one.....Happy Holidays to the MARV group!!! Rick Gray RV6 Ohio at the Buffalo Farm Rick, Excellent write-up, and thanks for the very kind words. Yesterday was one year on my rv w/ 694 hours. Amazing. I have more to learn on the full potential of this plane. It gets better all the time. Sure did enjoy having you down. Next time we will call ahead and verify they have FOOD for us huh? Have a great holiday. Mike Stewart Hoping Santa brings me some RV goodies snip -- RV-List message posted by: RGray67968(at)aol.com Folks, I thought a few of you may like to read a post to the Mid Atlantic and TEAM RV Yahoo Groups. When I was building, stuff like this kept me down in the basement working harder than ever (Thanks Big Time to Paul Rosales - aka SoCal Rosie for his travel stories)! Delete or Enjoy - The choice is yours : ). Happy Holidays to ALL Rick Gray RV6 Ohio at the Buffalo Farm (1st flight in August, 121 hrs) lots of loops and rolls Mike, Had a great time today.........thanks BIG TIME for all your help and support. You put a great deal into this sport.........I recognize this and appreciate ALL your efforts. Guys like me are reaping the benefits of your efforts and willingness to share your knowledge. Thanks Mike!! Later. Rick at the Buffalo Farm - come on up dude and you can stay at our house and I'll let you ride the 'little Buffalo' -- smile Sporty's.....NO......TEAM RV......YES, Hey guys, Thought I give you a little travel report from today's flight. The wind was blowing BIG TIME here in Ohio today (and my passenger for the planned ride to Sporty's A HREFhttp://www.sportys.com/shoppilot/http://www.sportys.com/shoppilot/ gets airsick real easy).....so we decided to head south for some 'nicer' wx. Hmmmmmm, isn't TEAM RV A HREFhttp://www.mstewart.net/michael/rv/teamrv/index.htm http://www.mstewart.net/michael/rv/teamrv/index.htm down in Georgia(?).......isn't that an RV in my hangar(?).......you bet!!! Well, what are we waiting for........?? We had the airport to ourselves. Wheels up at 0640 from Parkersburg (PKB) (don't ya' just love turning on the lights on 2 huge runways with the click of mic button - smile). Climbed to 8500' with Charleston Center till they dumped us somewhere over North Carolina. Head winds kept our ground speed to 160mph but they steadily increased to about 195 as we neared Lawrenceville, Ga. (LZU). Smooth 20 deg cold air over the mountains, the sun rising off to the left, and a full moon off to the right.......this is why I built my plane (69 deg in cockpit and Yanni on the CD didn't hurt either...grin). LZU Ok'd us for the overhead approach and a few minutes later we were on the ground with my good buddy Mike Stewart and new friend Steve McDonald (RV4). 2.3 hours and we're in Georgia....somebody pinch me. Hey.....look over there! Here come some more RV's. Mike briefed the flight......safety, Lead, Wingmen, #2, fingertip, safety, squawk, check in, #6, safety, questions?....safety, let's go. Before I knew it we were taxiing out as a 6 ship (Mike/lead/RV6A, Steve/RV4, Greg Bitzer/Wingman/RV6, Danny Kight/Wingman/RV6, Ken ?/RV6, and myself/RV6)in route to Moontown, Alabama (3M5) A HREFhttp://www.airnav.com/airport/3M5 http://www.airnav.com/airport/3M5 to meet up with the Tennessee RV bunch. Great opportunity for this new guy to get some much needed formation practice. Clay Smith (RV4) joined up about half way into the 1 hour flight to Moontown. Upon arrival, TEAM RV made a few beautiful passes for the crowd on the 2100' grass strip which included an echelon, diamond, arrow, and the big finale....... a STARBURST (you had to be there).....this was spectacular!! RV's 'shooting' all over the sky!! Trailing behind in 'loose' formation gave me a birds eye view of some awesome precision formation work. What a display!! Upon reforming from the Starburst Mike called the TEAM back into trail for the landing and formation taxi, turn, shutdown on the 'flight line'. Lots of well deserved compliments from the crowd!! Hmmm, I wonder why - these guys practice often and are really good. With 10 or so RV's already on the field, our arrival just about doubled the count. Needless to say we got to see lots of cool airplanes and flybys. The wx was severe clear and about 60 deg. Sweet. We hung out for a couple hours revisiting with folks we met down at SERFI A HREFhttp://www.serfi.org/http://www.serfi.org/ (Dennis Milsap/Robin Hunt and others)in October and of course....making new friends. Oh yea, even Mr Sam Buchanan was there....big smile and hand shake from Sam.......if you're asking yourself 'who's Sam?'.....you probably don't have an RV. A HREFhttp://home.hiwaay.net/~sbuc/journal/http://home.hiwaay.net/~sbuc/journal/ These folks meet at Moontown every 3rd Saturday.....a great bunch with great southern hospitality.....it doesn't get any better. We departed as a single ship for PKB. The 425 statute mile trip home from Alabama was just 2 hours 2 minutes with an average groundspeed of 210mph. Sweet ride at about 7500'.......UNTIL we started descending to PKB. ATIS report wasn't promising and a quick call on 123.7 verified that the winds were still waiting for us. 26 gusting to 34 out of 25. The turbulent descent really tested the Dramamine my buddy 'Gary' took a few hours before, but the sick sacks stayed in the center console....: ). My choices were 21 and 28 (I like having a 'choice' : )). I decided on 28 and we were cleared to land. I wouldn't have enjoyed this moment in my Kitfox but the RV handled it no problem. A short taxi to the pumps to top off the tanks......a few moments later N856RG was back in the hanger. Total time on the hobbs today was 6.6 hours.....not bad for a spur of the moment.....er....uh...dare I say....pick up WAM - don't cha love it! Fuel burn was 8.3 on the way down and 7.9 on the way back. The 7.9 was among the lower end of my fuel burns so far.....but it did include the hour formation hop from Lawrenceville to Moontown at about 2300rpm. I'm running an O-360 fixed pitch. I typically avg 8.1 to 8.3 at altitude - and lean to 20 deg rich of peak. Some folks do better, but these are my numbers. Let's see, rise at 4:45 am, wheels up at 6:40, Ohio to Georgia in 2.3 hours, formation w/TEAM RV (well, loose for me) to Moontown Alabama, chit chat with good ol' boy Sam Buchanan, and back home to Ohio by about 2:45.......I love my RV. Keep poundin' them rivets. Or keep painting 'em, (over over till you get one you like) as it applies to you.....Zack : ) Oh yea.... a plug for my new 'Jantzi' steering link....this baby is a nice addition to my 6 and is a 'keeper'.......don't leave home without one! A HREFhttp://www.iwantarocket.com/http://www.iwantarocket.com/ click on 'Products' I'll be in flying to Jersey for the Holidays......if you folks have something going on be sure to post. Hope your Saturday was a good one.....Happy Holidays to the MARV group!!! Rick Gray RV6 Ohio at the Buffalo Farm snip ________________________________________________________________________________
From: "rv6tc" <rv6tc(at)earthlink.net>
Subject: Rv-6 tip up
Date: Dec 23, 2002
After trying to design an electric canopy latching system, and giving up, yielding to Van's "simpler, efficient" design, I've been installing the standard tip up latch. Question: When cutting the slot in the side skin, I made the hole the same size as the "joggle" area on the latch. Looks great, but it won't open. You need to carve out more forward of the joggle to allow the handle to swing forward. First of all, how much does the handle need to rotate? And has anyone come up with a way to make the hole and the joggle fit each other without cutting too much more? Keith Hughes RV-6 Finish Denver ________________________________________________________________________________
Date: Dec 23, 2002
From: Scott Brumbelow <csbrumbelow(at)fedex.com>
Subject: Re: RV Flying - inspirational LONG
As I write, my RV-8A is 85+% complete with 85+% to go. Actually, my plans (hopes??) are to have this thing flying this summer. Once my prop arrives, I will have essentially everything either on the aircraft or in the garage. I look at how much has been accomplished to date, and yet how much is to go, and SOMETIMES wonder if this is EVER going to be finished! It is posts like this that keep the fires burning, build my anticipation about finally flying (much sooner rather than later), and help me recognize that I am oh so close. Keep 'em coming... Scott Brumbelow RV-8A Cowling, instruments, electrical Memphis Lenleg(at)aol.com wrote: > > Alex: > > I recently had a similar experience already in my newly flying 8A. > > I was approx 20 miles inbound for landing when I heard another plane (Cessna) > call for landing close to my psoition. The tower called out traffic which I > then located. The Cessna could not find me and told the controller. > > The controller came back saying "Experimental is no longer a factor ... he is > passing you now at about 50 knots faster". Oh yes !!!! I landed, fueled up, > started taxing back to my hanger and the Cessna was on final !!!! > > Love my RV !!!! > > Len Leggette RV-8A > N901LL > Greensboro, N.C. > 31 hours !! > ________________________________________________________________________________
From: "Van Artsdalen, Scott" <svanarts(at)unionsafe.com>
Subject: slightly off topic - what's latin for "flying machin
e" ?
Date: Dec 23, 2002
What about aether-machina -----Original Message----- From: Tedd McHenry [mailto:tedd(at)vansairforce.org] Subject: Re: RV-List: slightly off topic - what's latin for "flying machine" ? > I was wondering if anyone knows what is Latin for "A Flying Machine" ? One transliteration would be "fabrica volitilis." Tedd McHenry Surrey, BC -6 wings ________________________________________________________________________________
From: "Doug Rozendaal" <dougr(at)petroblend.com>
Subject: Re: Flying Comment
Date: Dec 23, 2002
Most operating limitations on experimental aircraft require that you notify "ATC" that your aircraft is experimental. "RV240" is legal and fine for unicom, but on your first call to ATC (Center, Approach, & Tower), no matter what ATC says, if your operating limitations read like mine, legally, you are supposed to say "experimental." For me it usually goes like this, "Minney Center, RV 240." They often respond "ARMY 240 go ahead" "Minneapolis, R,V, 240 is an experimental RV-4 with you at X.5 squawking 1200 blah blah blah....." After that it is "RV240" ATC could care less if your airplane is experimental, but the FEDs do. HO HO HO Doug Rozendaal > > F.Y.I. > I've always used the term ( experimental N444JN ) when addressing ATC. After I got my instrument ticket, I used the same term a couple of times. ATC has never addressed me as experimental. I never use that term anymore. They let me know I was an RV4, not an experimental. > ________________________________________________________________________________
From: "Ed Perry" <eperry(at)san.rr.com>
Subject: Re: Flying Comment
Date: Dec 23, 2002
From an ATC side.....There are a bazillion different experimentals out there. We like to know what kind so that we can quote traffic and get some idea of the aircraft performance. When filing if your aircraft does not have an approved designator or you are not sure, use HXA (speeds < 90kts), HXB (speeds 90-190kts), and HXC (speeds > 191kts) all the RV designators are approved....RV4, RV6,RV8, etc... Ed Perry eperry(at)san.rr.com ----- Original Message ----- From: "Doug Rozendaal" <dougr(at)petroblend.com> Subject: Re: RV-List: Flying Comment > > Most operating limitations on experimental aircraft require that you notify > "ATC" that your aircraft is experimental. "RV240" is legal and fine for > unicom, but on your first call to ATC (Center, Approach, & Tower), no matter > what ATC says, if your operating limitations read like mine, legally, you > are supposed to say "experimental." > > For me it usually goes like this, > > "Minney Center, RV 240." > > They often respond "ARMY 240 go ahead" > > "Minneapolis, R,V, 240 is an experimental RV-4 with you at X.5 squawking > 1200 blah blah blah....." > > After that it is "RV240" > > ATC could care less if your airplane is experimental, but the FEDs do. > > HO HO HO > Doug Rozendaal > > > > > > F.Y.I. > > I've always used the term ( experimental N444JN ) when addressing > ATC. After I got my instrument ticket, I used the same term a couple of > times. ATC has never addressed me as experimental. I never use that term > anymore. They let me know I was an RV4, not an experimental. > > > > ________________________________________________________________________________
From: "Randall Henderson" <randallh(at)attbi.com>
Subject: Re: Seat Bottoms
Date: Dec 23, 2002
> My question is regarding the material(s) used for filling the space > under the actual seat cushions. A review of the archives did not yield > very much. [snip] You forgot LIGHT WEIGHT. I had seats made by a local custom aircraft upholstery shop and he used 100% temperfoam and they're obscenely comfy but also HEAVY. I checked around about this later and someone told me to look for "FR flotation foam" (the FR stands for "Fire Resistant"). So I went to a foam shop but there were several different FR floatation foams and no spec on weight and the little snips they had really didn't give me an idea of how stiff one would be if you sat on it... I gave up but still would like to know... not sure it'd be worth the trouble but I think about replacing the bottom 4" or so in my seats with lightweight stuff. So if anyone else knows the answer I'd like to know too. Randall Henderson, RV-6 N6R (~450 hrs) Portland, OR www.vanshomewing.org ________________________________________________________________________________
From: "Norman" <nhunger(at)sprint.ca>
Subject: Re: Rv-6 tip up
Date: Dec 23, 2002
> Question: When cutting the slot in the side skin, I > made the hole the same size as the "joggle" area on the latch. Looks great, > but it won't open. You need to carve out more forward of the joggle to > allow the handle to swing forward. First of all, how much does the handle > need to rotate? And has anyone come up with a way to make the hole and the > joggle fit each other without cutting too much more? I had to file away here, reassembly, test, disassemble, and file more many times before the latch would actuate enough. The latch handle swings just over 90 degrees now. This is some thing that you have to go very slow at. Norman Hunger RV6A Tip Up ________________________________________________________________________________
From: "LarryRobertHelming" <lhelming(at)sigecom.net>
Subject: Re: Flying Comment
Date: Dec 23, 2002
Would that also include the designator RV7?? Larry in Indiana, working on RV7 to be named 3XG if its girl. Or 3XB if its a nose wheeler. ----- Original Message ----- From: "Ed Perry" <eperry(at)san.rr.com> Subject: Re: RV-List: Flying Comment > > From an ATC side.....There are a bazillion different experimentals out > there. We like to know what kind so that we can quote traffic and get some > idea of the aircraft performance. When filing if your aircraft does not > have an approved designator or you are not sure, use HXA (speeds < 90kts), > HXB (speeds 90-190kts), and HXC (speeds > 191kts) all the RV designators are > approved....RV4, RV6,RV8, etc... > > Ed Perry > eperry(at)san.rr.com > > ----- Original Message ----- > From: "Doug Rozendaal" <dougr(at)petroblend.com> > To: > Subject: Re: RV-List: Flying Comment > > > > > > Most operating limitations on experimental aircraft require that you > notify > > "ATC" that your aircraft is experimental. "RV240" is legal and fine for > > unicom, but on your first call to ATC (Center, Approach, & Tower), no > matter > > what ATC says, if your operating limitations read like mine, legally, you > > are supposed to say "experimental." > > > > For me it usually goes like this, > > > > "Minney Center, RV 240." > > > > They often respond "ARMY 240 go ahead" > > > > "Minneapolis, R,V, 240 is an experimental RV-4 with you at X.5 squawking > > 1200 blah blah blah....." > > > > After that it is "RV240" > > > > ATC could care less if your airplane is experimental, but the FEDs do. > > > > HO HO HO > > Doug Rozendaal > > > > > > > > > > F.Y.I. > > > I've always used the term ( experimental N444JN ) when addressing > > ATC. After I got my instrument ticket, I used the same term a couple of > > times. ATC has never addressed me as experimental. I never use that term > > anymore. They let me know I was an RV4, not an experimental. > > > > > > > > > ________________________________________________________________________________
Date: Dec 23, 2002
From: Scott Reichel <scott.reichel(at)cctechnol.com>
Subject: Re: Flying comment
I agree that most VFR pilots could/would benefit from knowing more about how IFR traffic operates. But I also feel if you do not report where you are in a manner understandable by _all_ pilots, you're just asking for a student or some other low-time pilot to meet you midair. Of course, if you're in the soup with nothing but IFR pilots up, then there's no need to do so. But if you happen to be coming into an uncontrolled field on a CSVU Saturday afternoon, well, it's your lookout. Myself, I'd prefer not to bend metal. Making sure everybody can figure out where I am probably goes a long way towards that. -Scott R. suffering RV-7 dreams >You raise a good point, that VFR pilots don't necessarily know where to look >for IFR traffic, especially at uncontrolled fields they're not familiar with. >The good news is that IFR traffic is pretty predictable, so it shouldn't take >local VFR pilots long to know where to look, at the fields they normally fly >at. > >But IFR terminology and radio procedures are pretty tightly defined. I don't >think altering them is a good idea. VFR pilots who want to improve their >look-out for IFR traffic should probably learn the basics of approach plates, >so they can familiarize themsevles with where traffic might be at fields where >they anticipate a problem. > >Tedd McHenry >Surrey, BC >-6 wings ________________________________________________________________________________
Date: Dec 23, 2002
From: Tedd McHenry <tedd(at)vansairforce.org>
Subject: Re: Flying comment
Sorry, I didn't pick up on the original post being specifically about practice IFR approaches in VFR weather. I agree with what's been said about making additional calls on tower or UNICOM as appropriate, in a manner than makes sense to VFR pilots. Perhaps this is a place for "break break" (or is that used in the U.S.)? When the IFR approaches are instructional, as opposed to practice, I don't think you can expect the student (or pilot being checked out) to be making these calls, but where practical the instructor can make them. Tedd McHenry Surrey, BC -6 wings ________________________________________________________________________________
From: "Jerry Calvert" <rv6(at)cox.net>
Subject: Re: Stiffening tip-up canopy - yes or no
Date: Dec 23, 2002
When I ordered them I just told them what I needed and they sent it. Any -7 or -9 tip-up builders know the part #? Jerry Calvert Edmond Ok -6 N296JC(res) ----- Original Message ----- From: "Dave" <davevon(at)tir.com> Subject: Re: RV-List: Stiffening tip-up canopy - yes or no > > What are the part numbers of the stiffeners for the 7? > > Thanks, > > Dave > RV-6 > The need for speed--> > > > > > > The cost of the 3-piece canopy stiffner was a little over $20. > > > > Jerry Calvert > > Edmond Ok > > -6 N296JC(res) > ________________________________________________________________________________
From: "Ed's Compuserve" <edwardoconnor(at)compuserve.com>
Subject: RV-8 Canopy Replacement
Date: Dec 23, 2002
Can anyone on list provide me a phone number for Todd's Canopy's. I understand he is located in Florida. Searching Archives references him but no address provided. Thanks Ed O'Connor/RV-8/Working on Instruments installing Blue Mountain EFIS 1 ________________________________________________________________________________
From: "Bob Hassel" <bob@hassel-usa.com>
Subject: RV-8 Canopy Replacement
Date: Dec 23, 2002
Try this link: http://www.kgarden.com/todd/ He has a really good reputation for the Cozy canopies. Bob Hassel RV9A Plano, Tx -----Original Message----- From: owner-rv-list-server(at)matronics.com [mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Ed's Compuserve Subject: RV-List: RV-8 Canopy Replacement Can anyone on list provide me a phone number for Todd's Canopy's. I understand he is located in Florida. Searching Archives references him but no address provided. Thanks Ed O'Connor/RV-8/Working on Instruments installing Blue Mountain EFIS 1 ________________________________________________________________________________
From: JhnstnIII(at)aol.com
Date: Dec 23, 2002
Subject: Re: RV-8 Canopy Replacement
try aircraftextras.com ________________________________________________________________________________
From: "Ralph E. Capen" <recapen(at)earthlink.net>
Subject: Placement of flux detector
Date: Dec 23, 2002
Folks, I'm trying to figure out the best place to install my flux detector for my NSD-1000 in my RV6A slider... So far, the turtledeck area up high and aft seems to be the best place as it is the closest that I can come to 18" away from the nearest steel. I'm looking for anyone that has put one of these into their planes to help... Thanks, Ralph Capen ________________________________________________________________________________
From: "Vince Himsl" <vhimsl(at)turbonet.com>
Subject: Seat Bottoms
Date: Dec 23, 2002
Came across interesting web site showing recommended types and depths of "Temper Foam" that might be helpful at: http://www.keesgoebel.com/t.foam.htm Flyer from "Hi-Tech Foams" http://www.seatfoam.com recommends seat bottoms be 1"soft,1"med,1"firm, with remainder filled with builders styrofoam or the Firm tempor foam. Hope this helps, Vince Himsl RV8 fuselage Moscow, ID USA "Well, it's news to me!" ________________________________________________________________________________
From: "George McNutt" <gmcnutt(at)intergate.ca>
Subject: Seat Bottoms
Date: Dec 23, 2002
Hi Listers, My question is regarding the material(s) used for filling the space under the actual seat cushions. A review of the archives did not yield very much. The top layers of the seat clearly need to be some sort of foam with the most attractive (and most expensive) being Tempurfoam. However, the space beneath the foam which is of the order of 5" (RV-6A) can be a much firmer material and possibly rigid. An attractive material because of its easy fabrication and lightness is the common insulation foam used in home construction. -------------snip----------------------- Hi Richard I cut and used the two inch thick home insulation (blue) in the bottom of my seat cushions. It is about four inches thick (vertically) and topped by three three layers of progressively softer foam rubber (two 3/8" & one 1/2" if I remember correctly). The blue 2" thick insulation material pieces stand vertically with about nine pieces glued together to get the desired width of the seat cushion. The reason that the pieces are vertical is so I could easily cut a nice contoured top surface on each piece with my Band Saw. The contour of the top surface was copied from a car seat that I found very comfortable. I am not worried about flame resistance, the home insulation material is inside the flame resistant seat cushion material. Advantages are, light weight, firm but comfortable, and they float. George McNutt - 6A Langley, B.C. ________________________________________________________________________________
From: "James E. Clark" <jclark(at)conterra.com>
Subject: Flying comment
Date: Dec 24, 2002
I too seemed to have read something similar some time ago (a year or two?). I think it is also the case that experimentals are now categorized as: HXA "Hotel X-ray Alpha" (Homebuilt, eXperimental, type Alpha ... cruise <100kts) HXB (Homebuilt, eXperimental, type Bravo ... cruise = 100kts - 200kts) HXC (Homebuilt, eXperimental, type Charlie ... cruise = >200kts) Seems I read this about a year ago and heard something of this nature from a controller today. When I mentioned such over the air to a different controller a few weeks ago, it did not seem to register. I ***MAY*** have read it in either AOPA Pilot or SPort Aviation, so if anyone is interested in doing a "search", I would start there. Of course someone will probably point out that I am all wrong on all of this so please take all of this with a grain of salt. I have also been asked (quite nicely I might add) "just what is an RV?" The controller did not know, which is OK and was interested in knowing, which was even MORE SO OK. James > -----Original Message----- > From: owner-rv-list-server(at)matronics.com > [mailto:owner-rv-list-server(at)matronics.com]On Behalf Of ktlkrn(at)cox.net > Sent: Sunday, December 22, 2002 9:10 PM > To: rv-list(at)matronics.com > Subject: Re: RV-List: Flying comment > > > The owner of the RV that is being built in my hangar is an ATC. I'll ask > him. I have also heard Lancairs and Glasairs communicate without the > "experimental" tag. Should apply to RV's for sure then. > > Darwin N. Barrie > Chandler AZ > ----- Original Message ----- > From: "Paul Besing" <azpilot(at)extremezone.com> > To: > Subject: Re: RV-List: Flying comment > > > > > > I don't recall who it was that said this, and it may not be > true, but here > > goes. > > > > I heard that due to the large number of RV's flying, there was a > > communication from the FAA to all controllers what an RV was, and that > RV's > > could report as "Anywhere tower, RV2388X" instead of reporting > "Experimental > > 2388X" or "Experimental RV 2388X". This communication was to let > > controllers know who weren't familiar with an RV that they are > commonplace > > enough to eliminate the "Experimental" from the call sign, so not be > > confused with a much slower experimental. > > > > Even if it is not true, I think that this is happening more and more > > everyday. Gotta love them RV's. > > > > > > Paul Besing > > RV-6A Sold (Waiting on the RV-10) > > http://www.lacodeworks.com/besing > > Kitlog Pro Builder's Log Software > > http://www.kitlog.com > > > > ----- Original Message ----- > > From: "KostaLewis" <mikel(at)dimensional.com> > > To: > > Subject: RV-List: Flying comment > > > > > > > > > > >I was approx 20 miles inbound for landing when I heard another plane > > > >(Cessna) call for landing close to my psoition. The tower called out > > > >traffic which I then located. The Cessna could not find me and told > > > the >controller. > > > > > > With this in mind, I have changed the way I call in to report position > > > to an uncontrolled airport. I usually report 10 miles out. These > > > aircraft are FAST and saying you are 10 miles out really > means nothing, > > > unless someone else is 10 miles out and needs to know you are in their > > > neighborhood. > > > > > > I have now added how soon I can be expected in the pattern area: "Erie > > > traffic, Experimental 232 Suzie Q; we are 10 miles northwest at 65 > > > hundred inbound; we'll be landing Erie in four minutes." When > they hear > > > "Experimental" they don't know if you are a Flybaby or a Lancair or > > > what. And even if they know what kind of airplane you are, > now they know > > > when they can start looking for you in the pattern. And > anything helps. > > > > > > IMHO > > > > > > Michael > > > > > > You builders: file this and keep building. You'll be up here some day > > > soon. > > > > > > > > > > > > ________________________________________________________________________________
From: "James E. Clark" <jclark(at)conterra.com>
Subject: Flying Comment
Date: Dec 24, 2002
THanks for the facts on this Ed. My earlier reply should be IGNORED as it is obviously of by about 10kts. But the concept is in the same ballpark. RVs are HXB's when using this approach. James > -----Original Message----- > From: owner-rv-list-server(at)matronics.com > [mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Ed Perry > Sent: Monday, December 23, 2002 1:07 PM > To: rv-list(at)matronics.com > Subject: Re: RV-List: Flying Comment > > > >From an ATC side.....There are a bazillion different experimentals out > there. We like to know what kind so that we can quote traffic and get some > idea of the aircraft performance. When filing if your aircraft does not > have an approved designator or you are not sure, use HXA (speeds < 90kts), > HXB (speeds 90-190kts), and HXC (speeds > 191kts) all the RV > designators are > approved....RV4, RV6,RV8, etc... > > Ed Perry > eperry(at)san.rr.com > > ----- Original Message ----- > From: "Doug Rozendaal" <dougr(at)petroblend.com> > To: > Subject: Re: RV-List: Flying Comment > > > > > > Most operating limitations on experimental aircraft require that you > notify > > "ATC" that your aircraft is experimental. "RV240" is legal and fine for > > unicom, but on your first call to ATC (Center, Approach, & Tower), no > matter > > what ATC says, if your operating limitations read like mine, > legally, you > > are supposed to say "experimental." > > > > For me it usually goes like this, > > > > "Minney Center, RV 240." > > > > They often respond "ARMY 240 go ahead" > > > > "Minneapolis, R,V, 240 is an experimental RV-4 with you at X.5 squawking > > 1200 blah blah blah....." > > > > After that it is "RV240" > > > > ATC could care less if your airplane is experimental, but the FEDs do. > > > > HO HO HO > > Doug Rozendaal > > > > > > > > > > F.Y.I. > > > I've always used the term ( experimental N444JN ) when > addressing > > ATC. After I got my instrument ticket, I used the same term a couple of > > times. ATC has never addressed me as experimental. I never use that term > > anymore. They let me know I was an RV4, not an experimental. > > > > > > > > > ________________________________________________________________________________
Date: Dec 25, 2002
From: Doug Gray <dgra1233(at)bigpond.net.au>
Subject: Re: Flying comment
http://www.airservices.gov.au/pilotcentre/SpecialpilotOps/acft.pdf If I've got this link correct it is the Australian publication of the ICAO aircraft designators. RV's amongst many other homebuilts have their own designations. I would have expected ATC to accept these designators anywhere in the world. Doug Gray > I have also been asked (quite nicely I might add) "just what is an RV?" The > controller did not know ________________________________________________________________________________
From: mstewart(at)qa.butler.com
RV-6and6A(at)yahoogroups.com, RV7and7A(at)yahoogroups.com, rv8list(at)yahoogroups.com, teamrv(at)yahoogroups.com
Subject: The Night Before Christmas. A pilots verse
Date: Dec 24, 2002
I shamelessly swipped this from the experimental avionics group. Enjoy. Posted by Like Joseph J Civ WRALC/MADEE The Night Before Christmas 'Twas the night before Christmas, and out on the ramp, Not an airplane was stirring, not even a Champ. The aircraft were fastened to tiedowns with care, In hopes that come morning, they all would be there. The fuel trucks were nestled, all snug in their spots, With gusts from two-forty at 39 knots. I slumped at the fuel desk, now finally caught up, And settled down comfortably, resting my butt. When the radio lit up with noise and with chatter, I turned up the scanner to see what was the matter. A voice clearly heard over static and snow, Called for clearance to land at the airport below. He barked his transmission so lively and quick, I'd have sworn that the call sign he used was "St. Nick". I ran to the panel to turn up the lights, The better to welcome this magical flight. He called his position, no room for denial, "St. Nicholas One, turnin' left onto final." And what to my wondering eyes should appear, But a Rutan-built sleigh, with eight Rotax Reindeer! With vectors to final, down the glideslope he came, As he passed all fixes, he called them by name: "Now Ringo! Now Tolga! Now Trini and Bacun! On Comet! On Cupid!" What pills was he takin'? While controllers were sittin', and scratchin' their head, They phoned to my office, and I heard it with dread, The message they left was both urgent and dour: "When Santa pulls in, have him please call the tower." He landed like silk, with the sled runners sparking, Then I heard "Left at Charlie," and "Taxi to parking." He slowed to a taxi, turned off of three-oh And stopped on the ramp with a "Ho, ho-ho-ho..." He stepped out of the sleigh, but before he could talk, I ran out to meet him with my best set of chocks. His red helmet and goggles were covered with frost And his beard was all blackened from Reindeer exhaust. His breath smelled like peppermint, gone slightly stale, And he puffed on a pipe, but he didn't inhale. His cheeks were all rosy and jiggled like jelly, His boots were as black as a cropduster's belly. He was chubby and plump, in his suit of bright red, And he asked me to "fill it, with hundred low-lead." He came dashing in from the snow-covered pump, I knew he was anxious for drainin' the sump. I spoke not a word, but went straight to my work, And I filled up the sleigh, but I spilled like a jerk. He came out of the restroom, and sighed in relief, Then he picked up a phone for a Flight Service brief. And I thought as he silently scribed in his log, These reindeer could land in an eighth-mile fog. He completed his pre-flight, from the front to the rear, Then he put on his headset, and I heard him yell, "Clear!" And laying a finger on his push-to-talk, He called up the tower for clearance and squawk. "Take taxiway Charlie, the southbound direction, Turn right three-two-zero at pilot's discretion" He sped down the runway, the best of the best, "Your traffic's a Grumman, inbound from the west." Then I heard him proclaim, as he climbed thru the night, "Merry Christmas to all! I have traffic in sight." Merry Christmas! Happy New Year. Mike Stewart I say yes, archive it. It's a keeper. I shamelessly swipped this from the experimental avionics group. Enjoy. Posted by Like Joseph J Civ WRALC/MADEE The Night Before Christmas 'Twas the night before Christmas, and out on the ramp, Not an airplane was stirring, not even a Champ. The aircraft were fastened to tiedowns with care, In hopes that come morning, they all would be there. The fuel trucks were nestled, all snug in their spots, With gusts from two-forty at 39 knots. I slumped at the fuel desk, now finally caught up, And settled down comfortably, resting my butt. When the radio lit up with noise and with chatter, I turned up the scanner to see what was the matter. A voice clearly heard over static and snow, Called for clearance to land at the airport below. He barked his transmission so lively and quick, I'd have sworn that the call sign he used was St. Nick. I ran to the panel to turn up the lights, The better to welcome this magical flight. He called his position, no room for denial, St. Nicholas One, turnin' left onto final. And what to my wondering eyes should appear, But a Rutan-built sleigh, with eight Rotax Reindeer! With vectors to final, down the glideslope he came, As he passed all fixes, he called them by name: Now Ringo! Now Tolga! Now Trini and Bacun! On Comet! On Cupid! What pills was he takin'? While controllers were sittin', and scratchin' their head, They phoned to my office, and I heard it with dread, The message they left was both urgent and dour: When Santa pulls in, have him please call the tower. He landed like silk, with the sled runners sparking, Then I heard Left at Charlie, and Taxi to parking. He slowed to a taxi, turned off of three-oh And stopped on the ramp with a Ho, ho-ho-ho... He stepped out of the sleigh, but before he could talk, I ran out to meet him with my best set of chocks. His red helmet and goggles were covered with frost And his beard was all blackened from Reindeer exhaust. His breath smelled like peppermint, gone slightly stale, And he puffed on a pipe, but he didn't inhale. His cheeks were all rosy and jiggled like jelly, His boots were as black as a cropduster's belly. He was chubby and plump, in his suit of bright red, And he asked me to fill it, with hundred low-lead. He came dashing in from the snow-covered pump, I knew he was anxious for drainin' the sump. I spoke not a word, but went straight to my work, And I filled up the sleigh, but I spilled like a jerk. He came out of the restroom, and sighed in relief, Then he picked up a phone for a Flight Service brief. And I thought as he silently scribed in his log, These reindeer could land in an eighth-mile fog. He completed his pre-flight, from the front to the rear, Then he put on his headset, and I heard him yell, Clear! And laying a finger on his push-to-talk, He called up the tower for clearance and squawk. Take taxiway Charlie, the southbound direction, Turn right three-two-zero at pilot's discretion He sped down the runway, the best of the best, Your traffic's a Grumman, inbound from the west. Then I heard him proclaim, as he climbed thru the night, Merry Christmas to all! I have traffic in sight. Merry Christmas! Happy New Year. Mike Stewart I say yes, archive it. It's a keeper. ________________________________________________________________________________
Date: Dec 24, 2002
From: "Bert Forero" <bert6(at)mybluelight.com>
Subject: Re: Seat Bottoms
Randall: Talk to Beckie ordorf; she can help you; They did a very nice job, on my seats.... Bert ev6a Do Not Archive Sign up for Internet Service under $10 dollars a month, at http://isp.BlueLight.com ________________________________________________________________________________
Date: Dec 24, 2002
From: kempthornes <kempthornes(at)earthlink.net>
Subject: Flying comment
> >I use 'experimental rv N686ms' on initial call up, I like it! Think I'll try to remember to stick in the 'rv' when I call. > then '6ms' on every call after that. I guess you must mean, after ATC calls you by abbreviated sign *first*.? K. H. (Hal) Kempthorne RV6-a N7HK flying! PRB (El Paso de Robles, CA) ________________________________________________________________________________
From: Lenleg(at)aol.com
Date: Dec 24, 2002
Subject: Re: Albany Or. 699WP 1st flight
Jerry: Congrats !!! What a great Xmas present !!! Len Leggette, RV-8A N910LL Greensboro, NC 36 hours ________________________________________________________________________________
Date: Dec 24, 2002
Subject: Re: Placement of flux detector
From: Don R Jordan <dons6a(at)juno.com>
Ralph: I built a three sided box from .032 & have it high & off the forword side of the F607. Works OK. If you want to drive to GKY I have pictures . 817-473-DONS, home is 817-572-1918 Don Jordan - RV6A - N6DJ Arlington, Tx writes: > > > Folks, > > I'm trying to figure out the best place to install my flux detector > for my > NSD-1000 in my RV6A slider... > > So far, the turtledeck area up high and aft seems to be the best > place as it > is the closest that I can come to 18" away from the nearest steel. > > I'm looking for anyone that has put one of these into their planes > to > help... > > Thanks, > Ralph Capen ________________________________________________________________________________
From: "Rob W M Shipley" <Rob(at)RobsGlass.com>
Subject: Knots or mph?
Date: Dec 24, 2002
I notice that almost all of the post on this topic uses knots. I'm also aware that many experimentals, (& a few spam cans), use mph. Are most RV builders using knots and is this reflected in their choice of ASI? If this isn't too late I wish everyone on the list a wonderful Christmas and New Year and thank you all for your informative/interesting/outrageous/amusing (delete whichever does not apply) postings. Fly safe. Rob Rob W M Shipley RV9A N919RV Fuselage still. ________________________________________________________________________________
From: "Camille Hawthorne" <cammie(at)sunvalley.net>
Subject: Re: Flying comment
Date: Dec 24, 2002
Controllers at my airport (class C) definitely know what an RV is. In fact, when the tower supervisor found out I was building a -7, he asked if I wanted a partner! What a great reputation. (the acft, not me :) Cammie Hawthorne Fuel tanks ________________________________________________________________________________
From: "Kyle Boatright" <kyle.boatright(at)adelphia.net>
Subject: New Duckworks Lights
Date: Dec 24, 2002
If you check Van's site, you'll see that they are carrying a new light kit from Duckworks. It uses the new HID technology and promises more light on less power. Also, Duckworks has a retrofit kit for aircraft with the halogen light kit. I've never been particularly impressed by the light output of my 55w halogen light, and am probably going to order the upgrade kit. By the way, on Duckworks site: www.duckworksaviation.com, they indicate that you should contact them directly (Not Van's) if you want to retrofit your airplane. Does anyone out there in RV land have one of the new lights? Is there a noticable difference in runway visibility? Thanks, KB ________________________________________________________________________________
From: Rv8don(at)aol.com
Date: Dec 24, 2002
Subject: Re: Knots or mph?
Rocb, Your choice on teh airspeed markings. Yes it seems that many experimentals use MPH. Maybe they like the higher numbers! Keep in mind that the "system" is geared around knots and when ATC asks you for your speed, or you file a flight plan with FSS, they're expecting the number to be in knots. -Don RV8 NJ ________________________________________________________________________________
From: "Paul Besing" <azpilot(at)extremezone.com>
Subject: Re: Knots or mph?
Date: Dec 24, 2002
Just get the dual one from Van's, that has the MPH and Knots gauge. You just have to determine which scale you want on the outside ring. For me, since I use groundspeed from the GPS for all the time and distance functions, knots or MPH didn't really matter. As long as your arcs are labled correctly, then the scale becomes moot. Now, if you don't use a GPS for groundspeed, and you calculate based off of indicated, then I would go with Knots, for simple calculations from sectional charts. Paul Besing RV-6A Sold (Waiting on the RV-10) http://www.lacodeworks.com/besing Kitlog Pro Builder's Log Software http://www.kitlog.com ----- Original Message ----- From: "Rob W M Shipley" <Rob(at)RobsGlass.com> Subject: RV-List: Knots or mph? > > I notice that almost all of the post on this topic uses knots. I'm also aware that many experimentals, (& a few spam cans), use mph. > Are most RV builders using knots and is this reflected in their choice of ASI? > If this isn't too late I wish everyone on the list a wonderful Christmas and New Year and thank you all for your informative/interesting/outrageous/amusing (delete whichever does not apply) postings. > Fly safe. > Rob > Rob W M Shipley > RV9A N919RV Fuselage still. > > ________________________________________________________________________________
From: "Tom Gummo" <t.gummo(at)verizon.net>
Subject: Re: Knots or mph?
Date: Dec 24, 2002
Rob, ATC does KNOTs. Nav Aids (DME) use KNOTs. I like KNOTs but then I was a military pilot and we did NOTHING in MPH. I went so far so to have a KNOTs only display on my ASI and programed my GPS to be KNOTs too. So, if you give me a vote as to what to put in your plane, I vote KNOTs. As my vote doesn't count, do as you like, have fun building and making all those choices. Have a Merry Holiday Season. Tom Gummo Apple Valley, CA (APV) Harmon Rocket II - Flying ----- Original Message ----- From: "Rob W M Shipley" <Rob(at)RobsGlass.com> Subject: RV-List: Knots or mph? > > I notice that almost all of the post on this topic uses knots. I'm also aware that many experimentals, (& a few spam cans), use mph. > Are most RV builders using knots and is this reflected in their choice of ASI? > If this isn't too late I wish everyone on the list a wonderful Christmas and New Year and thank you all for your informative/interesting/outrageous/amusing (delete whichever does not apply) postings. > Fly safe. > Rob > Rob W M Shipley > RV9A N919RV Fuselage still. > > ________________________________________________________________________________
Date: Dec 24, 2002
From: barry pote <barrypote(at)comcast.net>
Subject: Re: New Duckworks Lights
Becareful, gents. I think the wording says they can't we used with wig wag. But I didn't look closely. Barry Pote RV9a canopy Kyle Boatright wrote: > > > If you check Van's site, you'll see that they are carrying a new light kit from Duckworks. It uses the new HID technology and promises more light on less power. > > Also, Duckworks has a retrofit kit for aircraft with the halogen light kit. ________________________________________________________________________________
From: "Gordon or Marge Comfort" <gcomfo(at)tc3net.com>
Subject: Re: Knots or mph?
Date: Dec 24, 2002
----- Original Message ----- From: "Tom Gummo" <t.gummo(at)verizon.net> Subject: Re: RV-List: Knots or mph? > > Rob, > ATC does KNOTs. Nav Aids (DME) use KNOTs. I like KNOTs > but then I was a military pilot and we did NOTHING in MPH. > I went so far so to have a KNOTs only display on my ASI and programed my GPS > to be KNOTs too. > So, if you give me a vote as to what to put in your plane, I vote KNOTs. > As my vote doesn't count, do as you like, have fun building and making all > those choices. > Have a Merry Holiday Season. > Tom Gummo > Apple Valley, CA (APV) > Harmon Rocket II - Flying > > ----- Original Message ----- > From: "Rob W M Shipley" <Rob(at)RobsGlass.com> Rob, Tom et al: There's another neat thing about knots. For rough estimation, 100fpm vertical is very close to 1 knot. Thus 500fpm down is essentially 5 knots down. From this comes a glide (or descent) ratio. Some of us glider guys used to have our variometers calibrated in knots. Gordon Comfort N363GC ________________________________________________________________________________
From: Lenleg(at)aol.com
Date: Dec 24, 2002
Subject: Re: Knots or mph?
Rob: I am using knots for a couple of reasons: 1. I like the uncluttered look of the Vans airspeed indicator with knots only 2. When I call ATC they are looking at my position in nautical miles. If I program my gps to statute then my reported distance never agrees with theirs. Len Leggette, RV-8A N910LL Greensboro, NC 36 hours ________________________________________________________________________________
From: "Carl Froehlich" <carlfro(at)erols.com>
Subject: New Duckworks Lights
Date: Dec 24, 2002
As a side note, I replaced the 55 watt bulbs with 100 watt bulbs (from the Wal-Mart aircraft supply store) - about $2 each. These made a noticeable difference. Keep in mind I planed on this when I wired the lights, using a heavier wire run. Carl Froehlich RV-8A (flying) Vienna, VA -----Original Message----- From: owner-rv-list-server(at)matronics.com [mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Kyle Boatright Subject: RV-List: New Duckworks Lights If you check Van's site, you'll see that they are carrying a new light kit from Duckworks. It uses the new HID technology and promises more light on less power. Also, Duckworks has a retrofit kit for aircraft with the halogen light kit. I've never been particularly impressed by the light output of my 55w halogen light, and am probably going to order the upgrade kit. By the way, on Duckworks site: www.duckworksaviation.com, they indicate that you should contact them directly (Not Van's) if you want to retrofit your airplane. Does anyone out there in RV land have one of the new lights? Is there a noticable difference in runway visibility? Thanks, KB ________________________________________________________________________________
From: "Dan Checkoway" <dan(at)rvproject.com>
Subject: Re: New Duckworks Lights
Date: Dec 24, 2002
Call me crazy, but $390 *per side* for HID over halogen seems outrageous for what you get. 100-watt halogen upgrades for $6 a side is the way to go if you ask me...if somebody wants to try to convince me that it's worth $384 extra dollars for HID, I'm all ears! Happy holidays, )_( Dan RV-7 N714D (fuselage) http://www.rvproject.com ----- Original Message ----- From: "barry pote" <barrypote(at)comcast.net> Subject: Re: RV-List: New Duckworks Lights > > Becareful, gents. I think the wording says they can't we used with wig > wag. But I didn't look closely. > Barry Pote RV9a canopy > > Kyle Boatright wrote: > > > > > > If you check Van's site, you'll see that they are carrying a new light kit from Duckworks. It uses the new HID technology and promises more light on less power. > > > > Also, Duckworks has a retrofit kit for aircraft with the halogen light kit. > > ________________________________________________________________________________
From: "Kyle Boatright" <kyle.boatright(at)adelphia.net>
Subject: Re: New Duckworks Lights
Date: Dec 24, 2002
Dan, You're right, $390/side is very pricy. However, when you're in the landing flare and it is REAL dark out front, $390 don't look like a bad deal at all! ;-) On my recent trip to West Virginia (3 hours there, 3.75 back, with a 1 hour side trip), we only got something like 2-2.5 hours on the ground up there because we had to get back before dark. I refuse to make a night landing with a passenger because my current landing light is marginal (IMO)... As another lister pointed out, the HID lights are not intended for use with the wig wag flasher. KB ----- Original Message ----- From: "Dan Checkoway" <dan(at)rvproject.com> Subject: Re: RV-List: New Duckworks Lights > > Call me crazy, but $390 *per side* for HID over halogen seems outrageous for > what you get. 100-watt halogen upgrades for $6 a side is the way to go if > you ask me...if somebody wants to try to convince me that it's worth $384 > extra dollars for HID, I'm all ears! > > Happy holidays, > )_( Dan > RV-7 N714D (fuselage) > http://www.rvproject.com > > ----- Original Message ----- > From: "barry pote" <barrypote(at)comcast.net> > To: > Subject: Re: RV-List: New Duckworks Lights > > > > > > Becareful, gents. I think the wording says they can't we used with wig > > wag. But I didn't look closely. > > Barry Pote RV9a canopy > > > > Kyle Boatright wrote: > > > > > > > > > > If you check Van's site, you'll see that they are carrying a new light > kit from Duckworks. It uses the new HID technology and promises more light > on less power. > > > > > > Also, Duckworks has a retrofit kit for aircraft with the halogen light > kit. > > > > > > ________________________________________________________________________________
Date: Dec 24, 2002
From: "Tim Lewis"<timrv6a(at)earthlink.net>
Subject: need help engine failure-forced landing in St. Louis
I'm Tim Lewis's mother. He requested I send this e-mail because his engine failed and he was forced to make an emergency landing in a corn field southeast of the Scott Air Force/Mid America Airport in the St. Louis area. He is requesting help from any RVers in the St. Louis area that could help arrange for moving the airplane (flatbed or other means) and/or locating a hanger at Scott/Mid America (BLV) or Shafer Airport (3K6)where he could work on the plane. Use of the hanger would be short term; just until he can find the cause of the engine failure and fix it. Tim can be contacted at the Scott Inn at Scott Air Force Base - phone # 618-744-1200 and ask for Tim Lewis. ****Do NOT REPLY to this message. Tim does not have e-mail access.**** You may e-mail me at ard863s(at)smsu.edu. I will check my e-mail before 8 am Wednesday, then after late Wednesday evening when I return home with Tim's wife and son. Carol Lewis ________________________________________________________________________________
From: "Norman" <nhunger(at)sprint.ca>
Subject: Re: New Duckworks Lights
Date: Dec 24, 2002
I vote against these new lights. 1 They cost $900 USD for two, WOW! That's big bucks. 2 NO WIG WAGS allowed. Too bad, they are a truely great safety feature and I already bought Bob Haan's solid state flasher. 3 2 lbs extra weight I'm not going to claim to know anything about flying RVs at night but I will claim to know a fair amount about lighting. Changing the 55 watt bulbs out for 100 watt bulbs will make a huge difference, cost under $20, and weigh no more than the standard Duckworks landing light. Totally the way to go. Do the math on the wire size and upgrade if you can. I planned for these bulbs when building my wings and I wasn't even on the RV List back then. It just seemed obvious. I must recommend new builders to wire their wings with 14 gusge wire to the light positions. Better yet, an item from my "if I were doing it again file" is to line the wing with a lightweight 1/2" plastic PVC pipe and run all the wires at final assembly. No connectors at the wing root, just a small service loop. Norman Hunger RV6A Delta BC > If you check Van's site, you'll see that they are carrying a new light kit from Duckworks. It uses the new HID technology and promises more light on less power. > > Also, Duckworks has a retrofit kit for aircraft with the halogen light kit. I've never been particularly impressed by the light output of my 55w halogen light, and am probably going to order the upgrade kit. By the way, on Duckworks site: www.duckworksaviation.com, they indicate that you should contact them directly (Not Van's) if you want to retrofit your airplane. > > Does anyone out there in RV land have one of the new lights? Is there a noticable difference in runway visibility? > > Thanks, > > KB > > ________________________________________________________________________________
From: "Jim Cimino" <jcimino(at)echoes.net>
Subject: Tire Replancement Suggestions
Date: Dec 25, 2002
The Aero Trainers bit the dust today after 80 hrs of flight...the valve stem must have stuck open after I filled them today and one was flat when I landed. It holds air, but has a cut in the sidewall. I am looking for new tires...any suggestions. I have not been impressed with the Aero Tainers. My brother-in-law works for GoodYear. Of coarse I should see who close by has which tires in stock, but I can't do that until Thursday. I am off until next Wednesday and hope to do some more flying. Any suggestions would be great. Jim James Cimino RV-8 SN 80039 80+ Hours 570-842-4057 http://www.geocities.com/jcimino.geo/ ________________________________________________________________________________
Date: Dec 24, 2002
From: Jeff Bertsch <noms1reqd(at)yahoo.com>
Subject: Unison Support
Some time back I wrote to tell you guys that I was having problems with the Slick LASAR ignition system on our RV-4. You suggested that I talk with Harry Fenton at Unison which I did... and we finally got the problem solved. In short, the system kept failing over to "backup" mode, which means it runs on points only at 25 base timing -- which is no problem, since that is the way most planes run all the time, however, since there is no impulse coupler or retard breaker it was very difficult to start. Unison provided excellent support, but they could not figure out what the problem was. They sent a new mag (no charge) and a new controller (no charge) and sent it all very quick by Fed Ex. Still we could not figure it out. Finally, Harry came all the way to Houston from Illinois to see if he could diagnose it himself. Although, he cleaned up some of our wiring runs, he could not determine the problem. So the next week they sent us all new everything - mags, wires and controller - all at no charge and sent overnight. We installed the new system and it has been working great ever since. They are diagnosing the problem, but apparently something failed in one of the mags (Hall effect?) that was causing a circuit in the controller to fail and vice versa. They interacted with each other so you had to replace both to get it right. This was a new failure mode and they are making some additions to their maintenance manuals as a result. Needless to say we are very impressed with the service we received from Unison. Harry, Adam and Joe responded to our every request and did so quickly. The problem was very unusual, so it took a while to get it resolved, but not for lack of them trying. We like the LASAR system and you just can't beat Unison's service. Jeff Bertsch RV-4, Houston --------------------------------- ________________________________________________________________________________
From: "Charles Rowbotham" <crowbotham(at)hotmail.com>
Subject: Re: Knots or mph?
Date: Dec 25, 2002
Rob, We went with Knots - fit into the system smoothly. We also passed on the dual scale indicator. We found the single scale more readible, at a glance. We also have the Rocky Mountain Encoder and have True A/S at the flick of a switch. Good Building, Chuck & Dave Rowbotham Rv-8A (160 hrs) >From: "Rob W M Shipley" <Rob(at)RobsGlass.com> >Reply-To: rv-list(at)matronics.com >To: "RV-List Digest Server" >Subject: RV-List: Knots or mph? >Date: Tue, 24 Dec 2002 14:39:59 -0800 > > >I notice that almost all of the post on this topic uses knots. I'm also >aware that many experimentals, (& a few spam cans), use mph. >Are most RV builders using knots and is this reflected in their choice of >ASI? >If this isn't too late I wish everyone on the list a wonderful Christmas >and New Year and thank you all for your >informative/interesting/outrageous/amusing (delete whichever does not >apply) postings. >Fly safe. >Rob >Rob W M Shipley >RV9A N919RV Fuselage still. > > MSN 8 limited-time offer: Join now and get 3 months FREE*. http://www.hotmail.msn.com/cgi-bin/getmsg&HL=1216hotmailtaglines_newmsn8ishere_3mf ________________________________________________________________________________
From: "Dick DeCramer" <diesel(at)rconnect.com>
Subject: Re: Jim Cimino Re: Aero Trainer tires
Date: Dec 25, 2002
Jim... I had Aero Trainer tires on a Cessna and they did not last over 10 hrs meanwhile I had fit wheel fairings to those tires. I then installed Michelin Aviator tires which lasted at least 250 hrs but they had so much more rubber on than the Aero Trainers that the wheel fairings would not fit over them. Now that I am completing my RV-6 I am thinking of buying high end tires to fit my wheel fairings ( probably Michelin) and relegating the Van supplied Aero Trainers to standby duty. I will highly recommend Michelin but you will have to expect this wheel fairing fit problem. Dick DeCramer RV-6 0-320 Sennsenich Northfield, MN ________________________________________________________________________________
From: "Doug Weiler" <dougweil(at)pressenter.com>
Subject: Re: Jim Cimino Re: Aero Trainer tires
Date: Dec 25, 2002
> > I had Aero Trainer tires on a Cessna and they did not last over 10 hrs meanwhile I had fit wheel fairings to those tires. I then installed Michelin Aviator tires which lasted at least 250 hrs but they had so much more rubber on than the Aero Trainers that the wheel fairings would not fit over them. Now that I am completing my RV-6 I am thinking of buying high end tires to fit my wheel fairings ( probably Michelin) and relegating the Van supplied Aero Trainers to standby duty. I will highly recommend Michelin but you will have to expect this wheel fairing fit problem. > > Dick DeCramer > RV-6 0-320 Sennsenich > Northfield, MN > I have Michelin Air tires on both my RV's. I really had no problem with wheel pant clearance. The "Airs" are the rounded shape vs. the sculptured sidewall. They are bullet-proof and seem to last forever (they certainly did on my Cessna 180). NWA uses them exclusively on our 757s so they must be tough as nails. Doug Weiler Hudson, WI ________________________________________________________________________________
From: "Kyle Boatright" <kyle.boatright(at)adelphia.net>
Subject: Re: Tire Replancement Suggestions
Date: Dec 25, 2002
Jim, You'll find that the second set of Aero-Trainers will last much longer because of improved takeoff and landing technique. Rotating them also helps. That said, there are better tires on the market, but the question is whether they will fit your wheelpants. One thing that really tears tires up is to make pivot turns with one wheel locked. My hangar is situated such that a pivot turn is positions the airplane for an easy push back into the hangar. I stopped doing those when I realized how fast they were wearing out my left tire... KB ----- Original Message ----- From: "Jim Cimino" <jcimino(at)echoes.net> Subject: RV-List: Tire Replancement Suggestions > > The Aero Trainers bit the dust today after 80 hrs of flight...the valve stem must have stuck open after I filled them today and one was flat when I landed. It holds air, but has a cut in the sidewall. I am looking for new tires...any suggestions. I have not been impressed with the Aero Tainers. My brother-in-law works for GoodYear. Of coarse I should see who close by has which tires in stock, but I can't do that until Thursday. I am off until next Wednesday and hope to do some more flying. Any suggestions would be great. > Jim > > James Cimino > RV-8 SN 80039 > 80+ Hours > 570-842-4057 > http://www.geocities.com/jcimino.geo/ > > ________________________________________________________________________________
From: "Tom & Cathy Ervin" <tcervin(at)valkyrie.net>
Subject: Re: Tire Replancement Suggestions
Date: Dec 25, 2002
Jim, Although I am not flying yet I installed "Good-Year Tires" on my RV6-A and fitted the wheel pants to match. The FBO where I fly out of uses nothing but Goodyear even on the C-172 Trainer as landings per tire justify the extra cost in his mind. I work for Lockheed Martin and believe the large majority of Military Aircraft use Goodyear also which is good enough for me. Tom in Ohio ----- Original Message ----- From: "Jim Cimino" <jcimino(at)echoes.net> Subject: RV-List: Tire Replancement Suggestions > > The Aero Trainers bit the dust today after 80 hrs of flight...the valve stem must have stuck open after I filled them today and one was flat when I landed. It holds air, but has a cut in the sidewall. I am looking for new tires...any suggestions. I have not been impressed with the Aero Tainers. My brother-in-law works for GoodYear. Of coarse I should see who close by has which tires in stock, but I can't do that until Thursday. I am off until next Wednesday and hope to do some more flying. Any suggestions would be great. > Jim > > James Cimino > RV-8 SN 80039 > 80+ Hours > 570-842-4057 > http://www.geocities.com/jcimino.geo/ > > ________________________________________________________________________________
Date: Dec 25, 2002
From: Jerry Springer <jsflyrv(at)earthlink.net>
Subject: Re: Jim Cimino Re: Aero Trainer tires
Dick DeCramer wrote: > > Jim... > > I had Aero Trainer tires on a Cessna and they did not last over 10 hrs meanwhile I had fit wheel fairings to those tires. I then installed Michelin Aviator tires which lasted at least 250 hrs but they had so much more rubber on than the Aero Trainers that the wheel fairings would not fit over them. Now that I am completing my RV-6 I am thinking of buying high end tires to fit my wheel fairings ( probably Michelin) and relegating the Van supplied Aero Trainers to standby duty. I will highly recommend Michelin but you will have to expect this wheel fairing fit problem. > > Dick DeCramer > RV-6 0-320 Sennsenich > Northfield, MN > Wow ten hours, were you landing with the brakes locked each time? :-) I would get about 125-150 hours with Aero trainers on my RV-6. I got about 200 hours with Michelins. I just this last month put on a new set of Desser recap tires. They used a Aero trainers 6 ply carcass but the caps look like a very high grade of rubber and also have about 1/32" more tread grove. They appear to be a very high quality tire. I well know more how they wear after flying with them for a few hours. My RV-6 wears the tires on the inside extremely fast. Hopefully the new drilled gear and mount line up better. Marry Christmas, Jerry ________________________________________________________________________________
From: "Jim Cimino" <jcimino(at)echoes.net>
Subject: Re: Tire Replancement Suggestions
Date: Dec 25, 2002
Which Goodyear tires are they using flight special/flight custom? ----- Original Message ----- From: "Tom & Cathy Ervin" <tcervin(at)valkyrie.net> Subject: Re: RV-List: Tire Replancement Suggestions > > Jim, Although I am not flying yet I installed "Good-Year Tires" on my RV6-A > and fitted the wheel pants to match. The FBO where I fly out of uses nothing > but Goodyear even on the C-172 Trainer as landings per tire justify the > extra cost in his mind. > I work for Lockheed Martin and believe the large majority of > Military Aircraft use Goodyear also which is good enough for me. > > Tom in Ohio > ----- Original Message ----- > From: "Jim Cimino" <jcimino(at)echoes.net> > To: "RV-LIST" > Subject: RV-List: Tire Replancement Suggestions > > > > > > The Aero Trainers bit the dust today after 80 hrs of flight...the valve > stem must have stuck open after I filled them today and one was flat when I > landed. It holds air, but has a cut in the sidewall. I am looking for new > tires...any suggestions. I have not been impressed with the Aero Tainers. > My brother-in-law works for GoodYear. Of coarse I should see who close by > has which tires in stock, but I can't do that until Thursday. I am off > until next Wednesday and hope to do some more flying. Any suggestions would > be great. > > Jim > > > > James Cimino > > RV-8 SN 80039 > > 80+ Hours > > 570-842-4057 > > http://www.geocities.com/jcimino.geo/ > > > > > > ________________________________________________________________________________
From: "Zack Spivey" <zspivey(at)earthlink.net>
Subject: Re: Knots or mph
Date: Dec 25, 2002
I have been lurking and reading others posts in order to gain knowledge prior to building. This is one area where I have a strong opinion. Knots are the only way to go. Thirty years ago when I first started flying, most general aviation aircraft ( at least the ones I flew) used mph. The military used knots. I spent time as an Air Force navigator. The distance along a line of longitude from one minute of latitude to the next is one nautical mile. This made it easier to plot distances. You used a pair of dividers and measured along a line of longitude. Today, the GPS has made an navigator extinct so those ideas are archaic. Still, the ATC uses nautical miles and knots. Flight plans are filed in knots. Both kit and certified aircraft manufacturers like to quote mph because the number is higher (Would the Mooney 201, 231 or 251 sound as great if it were called the Mooney 174.66, 200.73 or 218.11?) Many certified aircraft use a dual scale airspeed indicator. When I fly, I need the information quickly. I find it hard to get this from a dual scale indicator. Since ATC uses nautical miles and knots and I want only one scale on my airspeed indicator, it will be knots for me. Zack Spivey ________________________________________________________________________________
From: "Tracy Crook" <lors01(at)msn.com>
Subject: Re: RV-8 Panel
Date: Dec 25, 2002
I made my RV-4 seat about 300% more comfortable on long flights by moving top of seat back from front of roll bar to the back (had to drill a couple of holes and add two AN-3 bolts) So, I was interested by the recent discussion on ergonomics and the RV-8 stick. Question for those who modified the -8 panel so it would clear the modified stick: How much room on the bottom/center of the panel did you loose when cutting that radius? Tracy Crook RV-4 1300 hrs RV-8 Getting ready to cut panel. ________________________________________________________________________________
Date: Dec 25, 2002
Subject: Tire Replacement Suggestions and Merry Xmas
From: Denis Walsh <denis.walsh(at)attbi.com>
I am on tire set no. 5 now. Aero Trainers are ok and light weight. If I were on grass I would prob stick with it. Had about 80% better mileage (landings) with Condors, at about the same price. Heavier and a little bigger, more tread. BEWARE, Desser says they are made in the orient now, not in Europe. Different tire. Best wear was with recaps from Desser on Goodyear core. About 100% longer wearing than the Aero Trainer,.. Also seem less prone to shake and shimmy. But you pay the price in weight and volume. I made only minor filing on my pants. That's some of your choices from my view. Merry Xmas to all Denis ________________________________________________________________________________
From: "Tom & Cathy Ervin" <tcervin(at)valkyrie.net>
Subject: Re: Tire Replancement Suggestions
Date: Dec 25, 2002
Jim, Flight Special is what I have but the FBO uses Aircraft Rib by Goodyear through Desser Tire in Memphis, TN. Tom in Ohio ----- Original Message ----- From: "Jim Cimino" <jcimino(at)echoes.net> Subject: Re: RV-List: Tire Replancement Suggestions > > Which Goodyear tires are they using flight special/flight custom? > > ----- Original Message ----- > From: "Tom & Cathy Ervin" <tcervin(at)valkyrie.net> > To: > Subject: Re: RV-List: Tire Replancement Suggestions > > > > > > Jim, Although I am not flying yet I installed "Good-Year Tires" on my > RV6-A > > and fitted the wheel pants to match. The FBO where I fly out of uses > nothing > > but Goodyear even on the C-172 Trainer as landings per tire justify the > > extra cost in his mind. > > I work for Lockheed Martin and believe the large majority of > > Military Aircraft use Goodyear also which is good enough for me. > > > > Tom in Ohio > > ----- Original Message ----- > > From: "Jim Cimino" <jcimino(at)echoes.net> > > To: "RV-LIST" > > Subject: RV-List: Tire Replancement Suggestions > > > > > > > > > > The Aero Trainers bit the dust today after 80 hrs of flight...the valve > > stem must have stuck open after I filled them today and one was flat when > I > > landed. It holds air, but has a cut in the sidewall. I am looking for > new > > tires...any suggestions. I have not been impressed with the Aero Tainers. > > My brother-in-law works for GoodYear. Of coarse I should see who close by > > has which tires in stock, but I can't do that until Thursday. I am off > > until next Wednesday and hope to do some more flying. Any suggestions > would > > be great. > > > Jim > > > > > > James Cimino > > > RV-8 SN 80039 > > > 80+ Hours > > > 570-842-4057 > > > http://www.geocities.com/jcimino.geo/ > > > > > > > > > > > > ________________________________________________________________________________
From: "Randy Compton" <rdcompton(at)earthlink.net>
Subject: Re: Knots or mph?
Date: Dec 25, 2002
> I find the dual-scale ASI's very hard to read. I recommend you pick one scale > and just use that. Since charts, ATC, and the rule book are in knots, I also > recommend that you use knots. I concur. The dual-scale indicators seem "busy." I went with knots as well, and for all of the afore-mentioned reasons. But, I do know a couple of RV-ers that like mph because of the "big" numbers. Makes 'em feel like they're going really fast! Randy Compton RV-3 N84VF "Spades" Gulf Breeze, FL ________________________________________________________________________________
From: "WALTER KERR" <kerrjb(at)msn.com>
Subject: Re: RV-List:St Louis area R/V ers: need help engine failure
Date: Dec 25, 2002
I re-issued this because you could not see where help is needed on the original. Tried calling Tim at motel earlier to check status of help, but he was out. Some of the locals there should try to follow up to see what you can do to help a fellow R/Ver Merry Christmas Bernie Kerr >From: "Tim Lewis"<timrv6a(at)earthlink.net> >Reply-To: rv-list(at)matronics.com >To: rv-list(at)matronics.com >Subject: RV-List: need help engine failure-forced landing in St. Louis >Date: Tue, 24 Dec 2002 19:43:04 -0800 > > >I'm Tim Lewis's mother. He requested I send this e-mail because his engine >failed and he was forced to make an emergency landing in a corn field >southeast of the Scott Air Force/Mid America Airport in the St. Louis area. >He is requesting help from any RVers in the St. Louis area that could help >arrange for moving the airplane (flatbed or other means) and/or locating a >hanger at Scott/Mid America (BLV) or Shafer Airport (3K6)where he could >work >on the plane. Use of the hanger would be short term; just until he can >find >the cause of the engine failure and fix it. >Tim can be contacted at the Scott Inn at Scott Air Force Base - phone # >618-744-1200 and ask for Tim Lewis. ****Do NOT REPLY to this message. Tim >does not have e-mail access.**** >You may e-mail me at ard863s(at)smsu.edu. I will check my e-mail before 8 am >Wednesday, then after late Wednesday evening when I return home with Tim's >wife and son. Carol Lewis > > http://www.hotmail.msn.com/cgi-bin/getmsg&HL=1216hotmailtaglines_advancedjmf_3mf ________________________________________________________________________________
From: "Tracy Crook" <lors01(at)msn.com>
Subject: Re: Knots or mph?
Date: Dec 25, 2002
> > But, I do know a couple of RV-ers that like mph because of the "big" > numbers. Makes 'em feel like they're going really fast! *That* must be why some guys like to blast into the traffic pattern at 170 knots! I've got this great little control on my RV-4 that allows it to slow down to 80 knots or so. :-) Tracy ________________________________________________________________________________
From: "WALTER KERR" <kerrjb(at)msn.com>
Subject: Re: Jim Cimino Re: Aero Trainer tires (10 hour tires)
Date: Dec 25, 2002
There must be a large variation in Aero Trainer tires! Maybe it's the warm temp in Fla or the soft grass or the superb landings :>) 350 hours on original. Granted I live at a grass field, do a lot of long distance legs (Ft Pierce to Memphis 4:15) but still half or more at paved strips. Almost always do full flap, full stall landings. The brakes are less than half worn at last conditional inspection. > >Dick DeCramer wrote: > > > > Jim... > > > > I had Aero Trainer tires on a Cessna and they did not last over 10 hrs >meanwhile I had fit wheel fairings to those tires. I then installed >Michelin Aviator tires which lasted at least 250 hrs but they had so much >more rubber on than the Aero Trainers that the wheel fairings would not fit >over them. Now that I am completing my RV-6 I am thinking of buying high >end tires to fit my wheel fairings ( probably Michelin) and relegating the >Van supplied Aero Trainers to standby duty. I will highly recommend >Michelin but you will have to expect this wheel fairing fit problem. > > > > Dick DeCramer > > RV-6 0-320 Sennsenich > > Northfield, MN > > > > >Wow ten hours, were you landing with the brakes locked each time? :-) I >would get >about 125-150 hours with Aero trainers on my RV-6. I got about 200 hours >with >Michelins. I just this last month put on a new set of Desser recap tires. >They used a >Aero trainers 6 ply carcass but the caps look like a very high grade of >rubber and >also have about 1/32" more tread grove. They appear to be a very high >quality tire. >I well know more how they wear after flying with them for a few hours. My >RV-6 wears >the tires on the inside extremely fast. Hopefully the new drilled gear and >mount line >up better. > >Marry Christmas, >Jerry STOP MORE SPAM with the new MSN 8 and get 3 months FREE*. http://www.hotmail.msn.com/cgi-bin/getmsg&HL=1216hotmailtaglines_stopmorespam_3mf ________________________________________________________________________________
Date: Dec 25, 2002
From: Kysh <vans-dragon(at)lapdragon.org>
Subject: Re: Knots or mph?
As Tracy Crook was saying: > > > > > But, I do know a couple of RV-ers that like mph because of the "big" > > numbers. Makes 'em feel like they're going really fast! > > > *That* must be why some guys like to blast into the traffic pattern at 170 > knots! I've got this great little control on my RV-4 that allows it to slow > down to 80 knots or so. :-) Must be a rotary thing. ;> -Kysh -- | 'Life begins at 120kias' - http://www.lapdragon.org/flying | | CBR-F4 streetbike - http://www.lapdragon.org/cbr | | 1968 Mustang fastback - http://www.lapdragon.org/mustang | | Got 'nix? - http://www.unix-vs-nt.org/ | | KG6FOB - http://www.lapdragon.org/ham | "If the facts don't fit the theory, change the facts." -- Albert Einstein ________________________________________________________________________________
From: "KostaLewis" <mikel(at)dimensional.com>
Subject: Knots or MPH; pattern speeds
Date: Dec 25, 2002
>But, I do know a couple of RV-ers that like mph because of the "big" >numbers. Makes 'em feel like they're going really fast! >Randy Compton >RV-3 N84VF "Spades" >Gulf Breeze, FL Randy: I just had to laugh. In fact, I did, right out loud. After the debate on aileron spades, you said you were going to have to think of a cute nickname. "Spades". Cracked me up. Thanks for the Christmas chuckle!! Knots on the AIS. I was born and raised on MPH (Cub) and got an AIS with MPH on the outside and knots on the inside at a good price. The uEncoder is in MPH, the GPS only tells me knots. It's all what you are used to or want in your bird. I am used to looking at my AIS with both and it doesn't bother me at all. I can also look at it and easily convert the GPS knots to MPH if necessary (when?) just by looking at the instrument. (Saw 190 KNOTS the other day with the tail wind. Convert THAT!!) If you are looking to fly formation, it MAY help to have both as some of your formation mates may have one but not the other. If your lead is calling speeds in knots, nice to have it; if in MPH, nice to have that too. But then, you should all be flying the same speed anyway be it knots or MPH; that's why they call it a formation. Speed in the pattern: drives me nuts to have people roaring into the pattern at the home field at 150kts or so where there is a mix if ultralights, Cubs and Champs, with everyone else. Heard it said more than once how "hard it is to slow down in the pattern with such a slick airframe". One need to slow down before one gets to the pattern. IMHO Michael ________________________________________________________________________________
Date: Dec 25, 2002
From: Gert <gert(at)execpc.com>
Subject: Re: New Duckworks Lights
Was reading some ad's in either Sport Aviation or AOPA toting HID's, there was a small print saying NOT to use them over 10.000 foot MSL gert Norman wrote: > > I vote against these new lights. > 1 They cost $900 USD for two, WOW! That's big bucks. > 2 NO WIG WAGS allowed. Too bad, they are a truely great safety feature and > I already bought Bob Haan's solid state flasher. > 3 2 lbs extra weight > > I'm not going to claim to know anything about flying RVs at night but I will > claim to know a fair amount about lighting. Changing the 55 watt bulbs out > for 100 watt bulbs will make a huge difference, cost under $20, and weigh no > more than the standard Duckworks landing light. Totally the way to go. Do > the math on the wire size and upgrade if you can. I planned for these bulbs > when building my wings and I wasn't even on the RV List back then. It just > seemed obvious. I must recommend new builders to wire their wings with 14 > gusge wire to the light positions. Better yet, an item from my "if I were > doing it again file" is to line the wing with a lightweight 1/2" plastic PVC > pipe and run all the wires at final assembly. No connectors at the wing > root, just a small service loop. > > Norman Hunger > RV6A Delta BC > > >>If you check Van's site, you'll see that they are carrying a new light kit >> > from Duckworks. It uses the new HID technology and promises more light on > less power. > >>Also, Duckworks has a retrofit kit for aircraft with the halogen light >> > kit. I've never been particularly impressed by the light output of my 55w > halogen light, and am probably going to order the upgrade kit. By the way, > on Duckworks site: www.duckworksaviation.com, they indicate that you should > contact them directly (Not Van's) if you want to retrofit your airplane. > >>Does anyone out there in RV land have one of the new lights? Is there a >> > noticable difference in runway visibility? > >>Thanks, >> >>KB >> >> >> > > > > > > > > -- is subject to a download and archival fee in the amount of $500 ________________________________________________________________________________
Date: Dec 25, 2002
From: Sam Buchanan <sbuc(at)hiwaay.net>
Subject: RV flyin
Bernie, I got your phone message but wasn't sure if you were still in Memphis when I picked it up. In reference to the flyin: 1) I don't know positively whether or not I will be present, I have no desire to make the trip in anything other than good weather. :-) 2) I don't have any interest in speaking about BMA since that is now dated info and I don't want to appear to be bashing BMA since not much of my experience with the Lites was positive. So, thanks for the speaking invite, but I need to decline. I do hope to be able to make the trip, however, and look forward to seeing the Florida gang. Hope you have a great Holiday! Sam P.S. I looked on the Sun-N-Fun site and the RV flyin was no longer on the calendar. Also heard from Mike Stewart that Laura Crook was dealing with health issues. Is the event still a go? ________________________________________________________________________________
From: "Cy Galley" <cgalley(at)qcbc.org>
Subject: Re: Jim Cimino Re: Aero Trainer tires
Date: Dec 25, 2002
Be careful and always check clearances after installing new tires. Even within the same brand they can vary up to 1/2" in diameter. Cy Galley, TC - Chair, Emergency Aircraft Repair, Oshkosh Editor, EAA Safety Programs cgalley(at)qcbc.org or experimenter(at)eaa.org Always looking for articles for the Experimenter ----- Original Message ----- From: "Doug Weiler" <dougweil(at)pressenter.com> Subject: Re: RV-List: Jim Cimino Re: Aero Trainer tires > > > > > I had Aero Trainer tires on a Cessna and they did not last over 10 hrs > meanwhile I had fit wheel fairings to those tires. I then installed > Michelin Aviator tires which lasted at least 250 hrs but they had so much > more rubber on than the Aero Trainers that the wheel fairings would not fit > over them. Now that I am completing my RV-6 I am thinking of buying high > end tires to fit my wheel fairings ( probably Michelin) and relegating the > Van supplied Aero Trainers to standby duty. I will highly recommend > Michelin but you will have to expect this wheel fairing fit problem. > > > > Dick DeCramer > > RV-6 0-320 Sennsenich > > Northfield, MN > > > > I have Michelin Air tires on both my RV's. I really had no problem with > wheel pant clearance. The "Airs" are the rounded shape vs. the sculptured > sidewall. They are bullet-proof and seem to last forever (they certainly > did on my Cessna 180). NWA uses them exclusively on our 757s so they must > be tough as nails. > > Doug Weiler > Hudson, WI > > ________________________________________________________________________________
From: JTAnon(at)aol.com
Date: Dec 25, 2002
Subject: Wing Fuselage Assembly
Building an RV7A QB ... using standard fuel pickups on both sides. I've reached page 8-13 in the manual where the next step is Wing/Fuselage assembly. Here's my problem: My shop is a one car garage. That and the weather make it impossible to mount the wings at this point. In looking at drwg 36A it seems that the only real problem in proceeding with installing the cabin systems without mounting the wings is the fuel line connection to the wing tank. Questions: Can I just use a connector through the side skin to terminate the fuel line run from the valve to the side skin, and run a short piece from that to the tank later? Are there other issues I'm missing if I go ahead with cabin systems and mount the wings later? Thanks in advance. John McDonnell (RV7A QB) ________________________________________________________________________________
From: "David Burton" <dburton(at)nwlink.com>
Subject: Re: New Duckworks Lights
Date: Dec 25, 2002
> Was reading some ad's in either Sport Aviation or AOPA toting HID's, > there was a small print saying NOT to use them over 10.000 foot MSL > > gert Since the LoPresti units are stc'd for 210s and Barons I'll bet they are good to FL 30 without much problem... http://speedmods.com/boom_beam_systems.htm ________________________________________________________________________________
From: "David Burton" <dburton(at)nwlink.com>
Subject: Re: RV flyin
Date: Dec 25, 2002
> Sam > > P.S. I looked on the Sun-N-Fun site and the RV flyin was no longer on > the calendar. Also heard from Mike Stewart that Laura Crook was dealing > with health issues. Is the event still a go? Hope it still is a go.... Still listed on the Rotaryaviation web page and the OpenAirNet fun places to fly page: http://www.fun-places-to-fly.com/events/events.asp?Event_State=FL Hope Laura is doing well too. Merry Christmas to all! ________________________________________________________________________________
From: "Bob Hassel" <bob@hassel-usa.com>
Subject: RE: Kelly Johnson
Date: Dec 25, 2002
Looking to make contact with Kelly Johnson. I had his email but seem to have lost it. I have some pictures of his on my web site. An old friend is looking to make contact. Thanks, Bob Bob Hassel Email: bob @ hassel-usa.com URL: http://www.hassel-usa.com ________________________________________________________________________________
From: "Rob W M Shipley" <Rob(at)RobsGlass.com>
Subject: Knots or mph.
Date: Dec 25, 2002
Thank you all for your input. I was almost cetain which way to go but as always there were some interesting aspects to this I hadn't considered - most notably the two below "There's another neat thing about knots. For rough estimation, 100fpm vertical is very close to 1 knot. Thus 500fpm down is essentially 5 knots down. From this comes a glide (or descent) ratio. Some of us glider guys used to have our variometers calibrated in knots. Gordon Comfort N363GC" and "I am using knots for ........when I call ATC they are looking at my position in nautical miles. If I program my gps to statute then my reported distance never agrees with theirs. Len Leggette, RV-8A" All the replies were most appreciated and, Gummi Bear, I'll try and take you up on your offer to visit as soon I can. Rob Rob W M Shipley RV9A N919RV Fuselage. ________________________________________________________________________________
From: "Neil McLeod" <neilmcleod(at)direcway.com>
Subject: Re: Wing Fuselage Assembly
Date: Dec 25, 2002
I have almost the same situation. I don't know how it is going to work out for sure yet but I'm waiting until I take everything to the airport to put the wings on. Neil McLeod 7 QB inverted fuel ----- Original Message ----- From: <JTAnon(at)aol.com> Subject: RV-List: Wing Fuselage Assembly > > Building an RV7A QB ... using standard fuel pickups on both sides. > > I've reached page 8-13 in the manual where the next step is Wing/Fuselage > assembly. Here's my problem: > > My shop is a one car garage. That and the weather make it impossible to > mount the wings at this point. In looking at drwg 36A it seems that the only > real problem in proceeding with installing the cabin systems without mounting > the wings is the fuel line connection to the wing tank. > > Questions: > > Can I just use a connector through the side skin to terminate the fuel line > run from the valve to the side skin, and run a short piece from that to the > tank later? > > Are there other issues I'm missing if I go ahead with cabin systems and mount > the wings later? > > Thanks in advance. > > John McDonnell (RV7A QB) > > ________________________________________________________________________________
Date: Dec 25, 2002
From: Lonnie Woodman <fxdlrider(at)yahoo.com>
Subject: Re: Wing Fuselage Assembly
The fewer connections the better, but if you use a bulkhead connector, you should be OK. Would also make removing the wings in an emergency situation much easier. McLeod" I have almost the same situation. I don't know how it is going to work out for sure yet but I'm waiting until I take everything to the airport to put the wings on. Neil McLeod 7 QB inverted fuel ----- Original Message ----- From: Subject: RV-List: Wing Fuselage Assembly > > Building an RV7A QB ... using standard fuel pickups on both sides. > > I've reached page 8-13 in the manual where the next step is Wing/Fuselage > assembly. Here's my problem: > > My shop is a one car garage. That and the weather make it impossible to > mount the wings at this point. In looking at drwg 36A it seems that the only > real problem in proceeding with installing the cabin systems without mounting > the wings is the fuel line connection to the wing tank. > > Questions: > > Can I just use a connector through the side skin to terminate the fuel line > run from the valve to the side skin, and run a short piece from that to the > tank later? > > Are there other issues I'm missing if I go ahead with cabin systems and mount > the wings later? > > Thanks in advance. > > John McDonnell (RV7A QB) > > --------------------------------- ________________________________________________________________________________
Date: Dec 25, 2002
From: Sam Buchanan <sbuc(at)hiwaay.net>
Subject: Re: RV flyin
Well.............obviously I failed to change the reply info which resulted in a private message being sent to the whole world........ :-( My deepest apologies and regrets if I inadvertently transmitted erroneous information. Sam Buchanan ======================= Sam Buchanan wrote: > > > Bernie, > In reference to the flyin: ________________________________________________________________________________
From: "LarryRobertHelming" <lhelming(at)sigecom.net>
Subject: Re: Wing Fuselage Assembly
Date: Dec 25, 2002
I am building the slow RV7 and have completed the wing attachment in a one car garage. I mounted one wing at a time. It takes no less than about 15' by 20'. > My shop is a one car garage. That and the weather make it impossible to > mount the wings at this point. In looking at drwg 36A it seems that the only > real problem in proceeding with installing the cabin systems without mounting > the wings is the fuel line connection to the wing tank. Now, I see no problem with not mounting the wing for a while and going ahead with completing the fuselage. The fuel and vent lines will be no problem as you described. Larry in Indiana ----- Original Message ----- From: <JTAnon(at)aol.com> Subject: RV-List: Wing Fuselage Assembly > > Building an RV7A QB ... using standard fuel pickups on both sides. > > I've reached page 8-13 in the manual where the next step is Wing/Fuselage > assembly. Here's my problem: > > My shop is a one car garage. That and the weather make it impossible to > mount the wings at this point. In looking at drwg 36A it seems that the only > real problem in proceeding with installing the cabin systems without mounting > the wings is the fuel line connection to the wing tank. > > Questions: > > Can I just use a connector through the side skin to terminate the fuel line > run from the valve to the side skin, and run a short piece from that to the > tank later? > > Are there other issues I'm missing if I go ahead with cabin systems and mount > the wings later? > > Thanks in advance. > > John McDonnell (RV7A QB) > > ________________________________________________________________________________
From: WILLMINCEY(at)aol.com
Date: Dec 25, 2002
Subject: Re: Wing Fuselage Assembly
________________________________________________________________________________
From: WILLMINCEY(at)aol.com
Date: Dec 25, 2002
Subject: Re: Wing Fuselage Assembly
________________________________________________________________________________
From: "Gary" <rv9er(at)3rivers.net>
Subject: slotting the cowl for the nose gear
Date: Dec 25, 2002
How did you guys locate the slot in the lower cowl for the nose gear? I am doing a -9A which uses the 6A cowl. Not only is it difficult to find the center of the lower cowl scoop, but the scoop is off center on the cowl. The nose gear, is of course on the a/c centerline. Any neat tricks for this? Thanks, and Happy Holidays. Gary --- ________________________________________________________________________________
Date: Dec 26, 2002
From: Charles Kuss <chaskuss(at)yahoo.com>
Subject: Re: RV-8 seat back position was RV-8 Panel
Tracy If you prefer a more reclined seat back position, I suggest you ask Van's for the "tall pilot" option on your RV-8 fuselage. This replaces the Wd-808 seat back weldment with the Wd-823 version. The horizontal cross bar is further back (about 2") than the standard version. Charlie Kuss --- Tracy Crook wrote: > > > I made my RV-4 seat about 300% more comfortable on > long flights by moving > top of seat back from front of roll bar to the back > (had to drill a couple > of holes and add two AN-3 bolts) So, I was > interested by the recent > discussion on ergonomics and the RV-8 stick. > > Question for those who modified the -8 panel so it > would clear the modified > stick: How much room on the bottom/center of the > panel did you loose when > cutting that radius? > > Tracy Crook > RV-4 1300 hrs > RV-8 Getting ready to cut panel. > > > ________________________________________________________________________________
From: "Larry Pardue" <n5lp(at)carlsbad.net>
Subject: Re: Knots or mph
Date: Dec 26, 2002
> > I have noticed that I have my GPS set in statute miles. The two Cessniods > that I currently fly have dual scales. Anyway, when ATC gives me a location, > for example, Cessniod XXXZZ I have you 4.6 miles SE from Stump and Jump > Airport, that I also am showing 4.6 on the GPS. So, my question, are they > reporting positions in Statute miles? ATC only talks knots. Larry Pardue Carlsbad, NM RV-6 N441LP Flying http://www.carlsbadnm.com/n5lp/index.htm ________________________________________________________________________________
Date: Dec 26, 2002
From: emrath <emrath(at)comcast.net>
Subject: RE: Wing Fuselage Assembly
Could you turn the fuselage sideways, mount one wing hanging into the garage and one hanging out the door? Shouldn't take but a night or two with the door open and then you can remove at least the one wing hanging outside to finish up anything needed. Marty in Brentwood TN. From: JTAnon(at)aol.com Subject: RV-List: Wing Fuselage Assembly Building an RV7A QB ... using standard fuel pickups on both sides. I've reached page 8-13 in the manual where the next step is Wing/Fuselage assembly. Here's my problem: My shop is a one car garage. That and the weather make it impossible to mount the wings at this point. In looking at drwg 36A it seems that the only real problem in proceeding with installing the cabin systems without mounting the wings is the fuel line connection to the wing tank. Questions: Can I just use a connector through the side skin to terminate the fuel line run from the valve to the side skin, and run a short piece from that to the tank later? Are there other issues I'm missing if I go ahead with cabin systems and mount the wings later? Thanks in advance. John McDonnell (RV7A QB) ________________________________________________________________________________
Date: Dec 26, 2002
Subject: Re: slotting the cowl for the nose gear
From: cecilth(at)juno.com
Pull the nose gear off the frame, put on the cowl, mark inside of cowl. Carefully. Take cowl off drill a quarter inch hole. Put back on and probe to what you feel is accurate center, then enlarge hole. Worked for me. Maybe others will have a neater, easier way. Cecil > > How did you guys locate the slot in the lower cowl for the nose > gear? I am doing a -9A which uses the 6A cowl. Not only is it > difficult to find the center of the lower cowl scoop, but the scoop > is off center on the cowl. The nose gear, is of course on the a/c > centerline. > > Any neat tricks for this? > > Thanks, and Happy Holidays. > > Gary > > > --- > > > > _-> > > > > > > > ________________________________________________________________________________
From: "Ollie Washburn" <skybolt-aviator(at)msn.com>
Subject: EIS
Date: Dec 26, 2002
Listers--- I have checked the archives and don't see much listed on usage of Grand Rapids Tech.(EIS) eng.monitor.Is anyone using the 4000 and if so what are your comments on it. Ollie 6A Central Fl. ________________________________________________________________________________
From: "Randy Lervold" <randy@rv-8.com>
Subject: Re: RV-8 seat back position was RV-8 Panel
Date: Dec 26, 2002
Be careful with this mod: the stick is already too far forward and if your shoulders are back too far then you might not be able to reach the stick unless you're really long-armed. Randy Lervold RV-8, 285 hrs, prop swap in the works www.rv-8.com Home Wing VAF ----- Original Message ----- From: "Charles Kuss" <chaskuss(at)yahoo.com> Subject: Re: RV-List: Re: RV-8 seat back position was RV-8 Panel > > Tracy > If you prefer a more reclined seat back position, I > suggest you ask Van's for the "tall pilot" option on > your RV-8 fuselage. This replaces the Wd-808 seat back > weldment with the Wd-823 version. The horizontal cross > bar is further back (about 2") than the standard > version. > Charlie Kuss > > --- Tracy Crook wrote: > > > > > > I made my RV-4 seat about 300% more comfortable on > > long flights by moving > > top of seat back from front of roll bar to the back > > (had to drill a couple > > of holes and add two AN-3 bolts) So, I was > > interested by the recent > > discussion on ergonomics and the RV-8 stick. > > > > Question for those who modified the -8 panel so it > > would clear the modified > > stick: How much room on the bottom/center of the > > panel did you loose when > > cutting that radius? > > > > Tracy Crook > > RV-4 1300 hrs > > RV-8 Getting ready to cut panel. > > > > > > > > ________________________________________________________________________________
From: "Tracy Crook" <lors01(at)msn.com>
Subject: Re: EIS
Date: Dec 26, 2002
> > Listers--- > I have checked the archives and don't see much listed on usage of > Grand Rapids Tech.(EIS) eng.monitor.Is anyone using the 4000 and if so what are your comments on it. > Ollie 6A Central Fl. Been using an early model of the Grand Rapids EIS for about 6 years. Love the programmable alarm if anything goes beyond limits. Only negative thing I found was that the display was polarized in same plain as polarized sunglasses. Screen was black until I tilted my head sideways to read it so I switched to non-polarized glasses. Don't know if this is true on later units. Tracy Crook ________________________________________________________________________________
From: "Bruce Knoll" <tripodcat(at)msn.com>
Subject:
Date: Dec 26, 2002
RV_6/6A for sale. Prepunched. Still in box with no work done. Build it yourself and know its quality built. Located in Greeley Colorado. Please reply off list. Bruce Tripodcat(at)msn.com 970-353-3596 ________________________________________________________________________________
From: "Cy Galley" <cgalley(at)qcbc.org>
Subject: Re: RV-8 seat back position was RV-8 Panel
Date: Dec 26, 2002
Make a "bent" stick ala Lyle Hefel. Cy Galley, TC - Chair, Emergency Aircraft Repair, Oshkosh Editor, EAA Safety Programs cgalley(at)qcbc.org or experimenter(at)eaa.org Always looking for articles for the Experimenter ----- Original Message ----- From: "Randy Lervold" <randy@rv-8.com> Subject: Re: RV-List: Re: RV-8 seat back position was RV-8 Panel > > Be careful with this mod: the stick is already too far forward and if your > shoulders are back too far then you might not be able to reach the stick > unless you're really long-armed. > > Randy Lervold > RV-8, 285 hrs, prop swap in the works > www.rv-8.com > Home Wing VAF > > ----- Original Message ----- > From: "Charles Kuss" <chaskuss(at)yahoo.com> > To: > Subject: Re: RV-List: Re: RV-8 seat back position was RV-8 Panel > > > > > > Tracy > > If you prefer a more reclined seat back position, I > > suggest you ask Van's for the "tall pilot" option on > > your RV-8 fuselage. This replaces the Wd-808 seat back > > weldment with the Wd-823 version. The horizontal cross > > bar is further back (about 2") than the standard > > version. > > Charlie Kuss > > > > --- Tracy Crook wrote: > > > > > > > > > I made my RV-4 seat about 300% more comfortable on > > > long flights by moving > > > top of seat back from front of roll bar to the back > > > (had to drill a couple > > > of holes and add two AN-3 bolts) So, I was > > > interested by the recent > > > discussion on ergonomics and the RV-8 stick. > > > > > > Question for those who modified the -8 panel so it > > > would clear the modified > > > stick: How much room on the bottom/center of the > > > panel did you loose when > > > cutting that radius? > > > > > > Tracy Crook > > > RV-4 1300 hrs > > > RV-8 Getting ready to cut panel. > > > > > > > > > > > > > > > ________________________________________________________________________________
Date: Dec 26, 2002
Subject: Re: RV-8 Panel
From: czechsix(at)juno.com
Tracy, I'm not flying my -8A yet but I cut 1" off the bottom of my panel and then put a double bend in my stick to move the Infinity grip 2" back. The top of the coolie hat just clears the panel by about 1/4" when I push it forward. As I said, not flying yet but from sitting in the cockpit makin' airplane noises I think it's about perfect...not to high or low, not too far back to too far forward. BTW I did not cut an arc in my panel....I just made a straight line cut all the way across the removeable part of the panel except at each end where I curved it down to blend in to the fixed side panels. IMHO I think it looks very nice and doesn't take away much panel space. Also, I took the 90 deg bent angle piece that I cut off and riveted it on behind the panel to retain the stiffness....it's even more rigid than before, without any added weight... FWIW. --Mark Navratil Cedar Rapids, Iowa (N. Carolina this week) RV-8A N2D finishing on hold for the holidays... ------------------------------------------------- From: "Tracy Crook" <lors01(at)msn.com> Subject: RV-List: Re: RV-8 Panel I made my RV-4 seat about 300% more comfortable on long flights by moving top of seat back from front of roll bar to the back (had to drill a couple of holes and add two AN-3 bolts) So, I was interested by the recent discussion on ergonomics and the RV-8 stick. Question for those who modified the -8 panel so it would clear the modified stick: How much room on the bottom/center of the panel did you loose when cutting that radius? Tracy Crook RV-4 1300 hrs RV-8 Getting ready to cut panel ________________________________________________________________________________
From: "Nightingale Michael" <NightingaleMichaelV(at)JohnDeere.com>
"'rv-list(at)matronics.com'"
Subject: Garmin 196 on Experimental Panel Builder
Date: Dec 26, 2002
Does anyone have access to someone at the Experimental Panel Builder Site? Is this Site still being supported? I have Emailed them several time over the last 3 months, to have the Garmin 196 ADDED to GPS Group, but it is still a NO SHOW. Mike RV-9A 90259 ________________________________________________________________________________
Date: Dec 26, 2002
From: Brian Huffaker <bifft(at)xmission.com>
Subject: Re: RV-8 Panel
version=2.43 On Thu, 26 Dec 2002 czechsix(at)juno.com wrote: > BTW I did not cut an arc in my panel....I just made a straight line cut >all the way across the removeable part of the panel except at each end >where I curved it down to blend in to the fixed side panels. IMHO I >think it looks very nice and doesn't take away much panel space. Also, I >took the 90 deg bent angle piece that I cut off and riveted it on behind >the panel to retain the stiffness....it's even more rigid than before, >without any added weight... Do you have any pictures of this? I am planning on doing the same thing, as my knees hit the panel bottom when sitting in the factory -8. Also ordered the tall pilot option, but haven't got the plane together enough to sit in it yet. (hope to have it right-side-up next month) Thanks in advance. Brian Huffaker, DSWL (bifft(at)xmission.com) RV-8A 80091 Riviting Fuselage. 1/4 Starduster II N23UT flying ________________________________________________________________________________
From: "Larry Bowen" <Larry(at)bowenaero.com>
Subject: Ho! Ho! POTW
Date: Dec 26, 2002
Hey, look who made AvWeb's picture or the week: http://www.avweb.com/potw/ - Larry Bowen Larry(at)BowenAero.com http://BowenAero.com ________________________________________________________________________________
From: "Rick Galati" <rick07x(at)earthlink.net>
Subject: Re: Garmin 196 on Experimental Panel Builder
Date: Dec 26, 2002
I have wondered about the same thing. I have suggested through e-mail on a few occasions they provide an icon for an 8-day clock and a standard passenger warning placard. Like you said, NO SHOW. Anybody know what's up? Rick Does"> Does anyone have access to someone at the Experimental Panel Builder Site? Is this Site still being supported? I have Emailed them several time over the last 3 months, to have the Garmin 196 ADDED to GPS Group, but it is still a NO SHOW. Mike RV-9A 90259 ________________________________________________________________________________
From: "Carl Froehlich" <carlfro(at)erols.com>
Subject: EIS
Date: Dec 26, 2002
A couple of RVs using this in my area, including me. It has my highest recommendation. After sales service has been top notch as well. I select the EIS as the biggest bang for the buck. I use the aux inputs for fuel gauges (calibrated in gallons and very accurate), and fuel pressure. I'm using a stand alone fuel flow meter however. Carl Froehlich RV-8A (flying) Vienna, VA -----Original Message----- From: owner-rv-list-server(at)matronics.com [mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Tracy Crook Subject: Re: RV-List: EIS > > Listers--- > I have checked the archives and don't see much listed on usage of > Grand Rapids Tech.(EIS) eng.monitor.Is anyone using the 4000 and if so what are your comments on it. > Ollie 6A Central Fl. Been using an early model of the Grand Rapids EIS for about 6 years. Love the programmable alarm if anything goes beyond limits. Only negative thing I found was that the display was polarized in same plain as polarized sunglasses. Screen was black until I tilted my head sideways to read it so I switched to non-polarized glasses. Don't know if this is true on later units. Tracy Crook ________________________________________________________________________________
Date: Dec 26, 2002
From: Jim Truitt <Jim.Truitt(at)usdoj.gov>
Subject: RV-8A panel cut
My panel was cut about 1and 1/4 inches in the center. I can send you a photo of the initial layout if you like. Let me know offline. ________________________________________________________________________________
From: "Mr Christopher McGough" <vhmum(at)bigpond.com>
Subject: Changing tubes
Date: Dec 27, 2002
Hi all Merry Christmas........ When I need to change my tyres on my 6 should the tubes be changed as well. The manufactures say to . I was wondering if that was an over kill? Chris and Susie VH-MUM 95 Hours ________________________________________________________________________________
From: "Fabian Lefler" <fablef(at)bellsouth.net>

Subject: Re: EIS
Date: Dec 26, 2002
Ollie, There are a lot of users of the EIS monitor. Myself included. I believe just about all of us using an Eggenfellner Subaru are installing the EIS monitor and, in my opinion, it is the best bang for the buck. The only bad thing I could say is that it doesn't look as sophisticated as some of the more expensive monitor out there, but I guess you get what you pay for and in this case, you get a lot. To make the EIS monitor fit in a panel layout more gracefully, I decided to make an option for it for my Modular Panel. www.affordablepanels.com/new_products.html . (Sorry for the plug). I am only giving ou the link so that you can get some ideas in how to fit the look of the EIS in your layout. As a matter of fact, quite a few builders have e-mailed me telling me that they saw the EIS option on my website, and they are adapting a version of their own in Van's panel. Good luck! Regards, Fabian Lefler RV-9A 90292 ----- Original Message ----- From: "Ollie Washburn" <skybolt-aviator(at)msn.com> Subject: RV-List: EIS > > Listers--- > I have checked the archives and don't see much listed on usage of > Grand Rapids Tech.(EIS) eng.monitor.Is anyone using the 4000 and if so what are your comments on it. > Ollie 6A Central Fl. > > ________________________________________________________________________________
Date: Dec 26, 2002
From: barry pote <barrypote(at)comcast.net>
Subject: Re: Changing tubes
Christopher, I believe what the manufacturer said. I was a motorcycle dealer for 30 years. Those tubes take a beating. Put the palm of your hands on your face and rub up and down. It doesn't take long before your face get sore. Do it a while longer and you can draw blood. That tube is doing the same thing inside that tire. We have all been spoiled my modern tubeless tires. When they go, they go down fairly slow. When you have a blow out with a tube, there is no strong bead of tire to wheel bond. They almost explode. You loose a tire on a car and you still have three left. On a motorcycle or airplane the blowout is hard to manage. To me, this is one of those, "how much is your life worth?" questions. Barry Pote RV9a canopy ________________________________________________________________________________
Date: Dec 26, 2002
From: Sam Buchanan <sbuc(at)hiwaay.net>
Subject: Re: Changing tubes
barry pote wrote: > > > Christopher, I believe what the manufacturer said. I was a motorcycle > dealer for 30 years. Those tubes take a beating. Put the palm of your > hands on your face and rub up and down. It doesn't take long before your > face get sore. Do it a while longer and you can draw blood. That tube is > doing the same thing inside that tire. > We have all been spoiled my modern tubeless tires. When they go, they go > down fairly slow. When you have a blow out with a tube, there is no > strong bead of tire to wheel bond. They almost explode. You loose a tire > on a car and you still have three left. On a motorcycle or airplane the > blowout is hard to manage. > > To me, this is one of those, "how much is your life worth?" questions. > Barry Pote RV9a canopy I don't have a definitive answer to the question of whether or not to change tubes every time a tire is remounted, but here is my experience. Since my RV-6 wears the outside of the tires, particularly the left tire, at a pretty rapid rate, I end up having the wheels apart 3-4 times a year, either to replace a tire or flip it so I can wear the "good" side. I would spend a fortune on tubes if they were replaced every time a tire was remounted! Every time I install a tire, I carefully inspect the tube for any evidence of chaffing or other types of wear. I also dump a good bit of baby powder in the tire each time it is remounted, and am very careful not to damage the tube as the wheels are assembled. To date, I have not seen any evidence of tube damage; matter of fact, I carry one of the original tubes, which outlasted three sets of tires, as a spare in my flight kit. For about the past year and a half I have been running the Michelin Air Stop tubes ($45 each) so I really don't want to replace tubes unless necessary. By the way, these tubes hold air MUCH better than the conventional tubes. Just because I haven't seen any evidence of wear may not mean I will never have a tube failure, but I am comfortable with reusing the tubes if they look good, and provided I use good technique with remounting the tires (I have installed a bunch of motorcycle tires and find the RV wheels to be much easier to mount). However....you need to use your best judgment in deciding whether or not to reuse tubes on your plane. Sam Buchanan (RV-6, 440 hrs) ________________________________________________________________________________
Date: Dec 26, 2002
From: david grebe <davidgrebe(at)comcast.net>
Subject: Vision MicroSystem?
Due to some snafus, my VM1000 still isnt here, but Im hot to trot to get a bunch of my electrical work done. Anyone know what type of AMMETER circuit the VM1000 system uses? (Alternator Load type, Battery + or lead type, etc). I want to leave a spot for the shunt. Thanks Dave Grebe RV-8, North Wales, PAMid-Finish Kit w/Engine hung ________________________________________________________________________________
Date: Dec 26, 2002
From: Phat Phil <phugoid(at)attbi.com>
Subject: Re: Changing tubes
I probably shouldn't admit this on the list but I have been running the tubes that came with my kit for 8 years and over 700 hrs. No sure how many sets of tires I've gone through. Don't take this as a recommendation but maybe it will give you more cautious types a bit of confidence. Phil Mr Christopher McGough wrote: > > Hi all Merry Christmas........ > When I need to change my tyres > on my 6 should the tubes be changed as well. The manufactures say to . I was > wondering if that was an over kill? > > Chris and Susie > VH-MUM 95 Hours > > > > > > > > ________________________________________________________________________________
From: "Ralph E. Capen" <recapen(at)earthlink.net>
Subject: Re: Vision MicroSystem?
Date: Dec 26, 2002
Dave, I have a VM1000 still in the box...it's a couple of years old - I bought it early...and it is still going in my panel. If you haven't had your questions answered by the time I get back from New England, I'll break it out and quote it for you... Ralph Capen Richardson, TX ----- Original Message ----- From: "david grebe" <davidgrebe(at)comcast.net> Subject: RV-List: Vision MicroSystem? > > Due to some snafus, my VM1000 still isnt here, but Im hot to trot to > get a bunch of my electrical work done. Anyone know what type of > AMMETER circuit the VM1000 system uses? (Alternator Load type, Battery + > or lead type, etc). I want to leave a spot for the shunt. > > Thanks > > Dave Grebe > RV-8, North Wales, PAMid-Finish Kit w/Engine hung > > ________________________________________________________________________________
From: "Jim Cimino" <jcimino(at)echoes.net>
Subject: Re: Vision MicroSystem?
Date: Dec 26, 2002
It uses an inductive pickup placed over the wire between the alternator and the regulator or on the output wire from the alternator if you use an internal regulator. I had the same problem with my VM-1000, I complained and they sent me all the transducers and I then was able to do most of my wiring. The displays seem to be the hold up. Jim James Cimino RV-8 SN 80039 80+ Hours 570-842-4057 http://www.geocities.com/jcimino.geo/ ----- Original Message ----- From: "david grebe" <davidgrebe(at)comcast.net> Subject: RV-List: Vision MicroSystem? > > Due to some snafus, my VM1000 still isnt here, but Im hot to trot to > get a bunch of my electrical work done. Anyone know what type of > AMMETER circuit the VM1000 system uses? (Alternator Load type, Battery + > or lead type, etc). I want to leave a spot for the shunt. > > Thanks > > Dave Grebe > RV-8, North Wales, PAMid-Finish Kit w/Engine hung > > ________________________________________________________________________________
From: Vanremog(at)aol.com
Date: Dec 26, 2002
Subject: Re: Flying comment
In a message dated 12/24/2002 6:08:12 AM Pacific Standard Time, mstewart(at)qa.butler.com writes: > I did go to my local tower yesterday and investigate > myself, a class D handling biz jets and lots of Atlanta region jet traffic. > I went to 'thuh book' controllers use and flipped through the pages on > aircraft types. There is no RV listed. Tell those hopelessly out-of-date controllers at your field to have their Supervisor order the latest version of the FAA Contractions Manual and then they will be up-to-date with the RV series and many others that were added to this manual about three years ago. I believe that RV4, RV6 and RV8 are those currently listed. For the record, I report everywhere as Experimental Van's 1GV and have never had a problem with ATC, except for the few who questioned the short number. -GV (RV-6A N1GV 586hrs) ________________________________________________________________________________
From: "Don Mack" <don(at)dmack.net>
Subject: Re: slotting the cowl for the nose gear
Date: Dec 26, 2002
I measured from the firewall to the gear (distance A). I made a mark on each side of the scoop opening in the lower cowl using distance A. From each mark I measured to the nosegear (distances B & C). I removed the cowl and place it upside down. I placed a piece of masking tape across the lower cowl at the points where I made the marks. Measured distances B&C and had my marks. Attached the scoop. Turned it over. Leveled the cowl and dropped a plumb bob from the marks on the tape down to the scoop. Used a square to extend the lines to the rear of the scoop and started cutting. It fit like a champ. Don Mack RV-6A finishing kit don(at)dmack.net www.dmack.net > > How did you guys locate the slot in the lower cowl for the nose gear? I am doing a -9A which uses the 6A cowl. Not only is it difficult to find the center of the lower cowl scoop, but the scoop is off center on the cowl. The nose gear, is of course on the a/c centerline. > > Any neat tricks for this? > > Thanks, and Happy Holidays. > > Gary ________________________________________________________________________________
From: "John Starn" <jhstarn(at)earthlink.net>
Subject: Re: Knots or mph?
Date: Dec 26, 2002
Do Not Acrhive. Hey Gummi does this mean we have to slow down to 170 knots when entering the pattern ?. KABONG 8 ) HRII N561FS ----- Original Message ----- From: "Kysh" <vans-dragon(at)lapdragon.org> > > *That* must be why some guys like to blast into the traffic pattern at 170 > > knots! I've got this great little control on my RV-4 that allows it to slow > > down to 80 knots or so. :-) ________________________________________________________________________________
Date: Dec 27, 2002
From: Richard Dudley <rhdudley(at)att.net>
Subject: Re: Seat Bottoms
Thanks for all the comments in response to my post. Richard Dudley Richard Dudley wrote: > > > Hi Listers, > > My question is regarding the material(s) used for filling the space > under the actual seat cushions. A review of the archives did not yield > very much. > > The top layers of the seat clearly need to be some sort of foam with the > most attractive (and most expensive) being Tempurfoam. However, the > space beneath the foam which is of the order of 5" (RV-6A) can be a much > firmer material and possibly rigid. An attractive material because of > its easy fabrication and lightness is the common insulation foam used in > home construction. However, this is polystyrene which will not meet a > simple flammability test. When exposed to a flame, it melts and will > burn. > > However, in the location under the cushions, is fire resistance an > important consideration? In thinking about how that area could be > exposed to flame, it would seem that, in order for that material to > reach high enough temperatures, the occupants would already been done in > by flames and whether or not the seat bottoms burn would become moot. > > I would be interested in any insights, experiences you have had as well > as the material selections you have made (for those who made their > seats). For those who purchased seats, do you know what the materials > are in your seat bottoms? > > Thanks in advance. > > Merry Christmas and Happy New Year to all. > > Regards, > > Richard Dudley > -6A FWF > ________________________________________________________________________________
Date: Dec 27, 2002
From: Will Cretsinger <cretsinger(at)ticnet.com>
\"C. W. Crane\""
Subject: Battery Replacement
I am considering replacing my Concorde RG-25 (12v, 21Ah) battery after almost four years and 550 hours of service to lower the probability of being inconvenienced away from home base. The Odyssey PC625 battery has been noted on the List as a lower priced replacement. Has everyone who has installed the Odyssey had good experience? Is it the same size as the Concorde and same terminals for a direct change out into my battery box? I understand the Odyssey is a "starved electrolyte" battery and not an RG like the Concorde. If I again go with the Concorde, is Vans the best source? Comments appreciated... Will Cretsinger, Arlington, Texas RV-6A ________________________________________________________________________________
From: "Ollie Washburn" <skybolt-aviator(at)msn.com>
Subject: Re: Changing tubes
Date: Dec 27, 2002
I'd suggest changing to air-stop tubes by Michelin.They hold air at least 3 times longer than regular tubes. Ollie 6A Central Fl. ----- Original Message ----- From: Mr Christopher McGough Subject: RV-List: Changing tubes Hi all Merry Christmas........ When I need to change my tyres on my 6 should the tubes be changed as well. The manufactures say to . I was wondering if that was an over kill? Chris and Susie VH-MUM 95 Hours ________________________________________________________________________________
From: "Ollie Washburn" <skybolt-aviator(at)msn.com>
Subject: Re: Battery Replacement
Date: Dec 27, 2002
----- Original Message ----- From: Will Cretsinger Subject: RV-List: Battery Replacement I am considering replacing my Concorde RG-25 (12v, 21Ah) battery after almost four years and 550 hours of service to lower the probability of being inconvenienced away from home base. The Odyssey PC625 battery has been noted on the List as a lower priced replacement. I replaced my battery about 8 mos. with an Odessey and it hs done a good job so far.We also have one in a Christen Eagle for about 2 yrs.and it does amuch better job. Has everyone who has installed the Odyssey had good experience? Is it the same size as the Concorde and same terminals for a direct change out into my battery box? I understand the Odyssey is a "starved electrolyte" battery and not an RG like the Concorde. The Odessey is about half the size and weight of Rg 25.I packed solid styrofoam around the Odessey to fill up the battery box. A good price can be found at Batterys Plus etc. Ollie If I again go with the Concorde, is Vans the best source? Comments appreciated... Will Cretsinger, Arlington, Texas RV-6A ________________________________________________________________________________
Date: Dec 27, 2002
From: Jerry Springer <jsflyrv(at)earthlink.net>
Subject: Re: Battery Replacement
Will Cretsinger wrote: > > I am considering replacing my Concorde RG-25 (12v, 21Ah) battery after > almost four years and 550 hours of service to lower the probability of > being inconvenienced away from home base. The Odyssey PC625 battery has > been noted on the List as a lower priced replacement. > > Has everyone who has installed the Odyssey had good experience? Is it > the same size as the Concorde and same terminals for a direct change out > into my battery box? I understand the Odyssey is a "starved > electrolyte" battery and not an RG like the Concorde. > > If I again go with the Concorde, is Vans the best source? > > Comments appreciated... > > Will Cretsinger, Arlington, Texas > RV-6A > > Will, Cannot answer you on how they work but can tell you the best place that I have found to get one. http://www.sunnbattery.bigstep.com/HolidayHome/HolidayPage.html This is Sunn battery in Jacksonville, FL and this is a Christmas special so don't know how long the price well last. I just ordered a Odyssey 680 yesterday from them for $74 and change and shipping is $5.50. I see they have the -625 that you are interested in for something like $79.00. They shipped it almost immediately as UPS sent me a notification it is on its way. Van's has the same -680 for $135.00, don't know if they carry the -625. The closest price I could find anywhere else is $99.00 delivered for the -680. I did call them to order but she told me that the price was only good if I ordered through the internet, so don't know what is up with that. Hope this helps Jerry ________________________________________________________________________________
From: "Wes" <whays(at)camalott.com>
Subject: Re: Battery Replacement
Date: Dec 27, 2002
Will, I used the Oddesy PC625 in TUT. I did recently replace it on the second annual. It was still strong and absolutely no corrosion on the terminals. The old battery was still good, so I used it on my riding lawnmower. In the two years, I never had a problem with low voltage and the battery spun the 360 very well. As a matter of fact, when the plugs were out, there was enough wind to taxi ;-). Hope you had a happy holidays and Charlie is running well. Wes. RV-6A N844WB Winters, TX (77F) 300 + hours ________________________________________________________________________________
From: "Wes" <whays(at)camalott.com>
Subject: Re: Changing tubes
Date: Dec 27, 2002
I would echo the comments on the Michelin tubes. I don't think I have had to add air but one time this year. I checked them a couple of more because they just "looked low". I put them in after the first year when I replaced the tires with Goodyear. Kinda expensive, but I would imagine a lot more convenient than a flat and much less expensive than a blowout. Although stuff happens, having a good pair of shoes on the bird give me some piece of mind. Wes Hays RV-6A N844WB Winters, TX (77F) ________________________________________________________________________________
Date: Dec 27, 2002
From: Sam Buchanan <sbuc(at)hiwaay.net>
Subject: Re: Changing tubes
Another thought on "blowouts". I am sure there are some listers that could relate horror stories about tubes and tires failing catastrophically, but the two instances I have seen of RV tires with punctures have just resulted in the tire going ... ppppppphhhhhhhhlaaaattt. No explosions, no flying rubber, no screams of terror from the pilot .......really disappointing.... ;-) Sam Buchanan ====================== Wes wrote: > > > I would echo the comments on the Michelin tubes. I don't think I have had to > add air but one time this year. I checked them a couple of more because they > just "looked low". I put them in after the first year when I replaced the > tires with Goodyear. Kinda expensive, but I would imagine a lot more > convenient than a flat and much less expensive than a blowout. Although > stuff happens, having a good pair of shoes on the bird give me some piece of > mind. > > Wes Hays > RV-6A > N844WB > Winters, TX (77F) > ________________________________________________________________________________
From: Vanremog(at)aol.com
Date: Dec 27, 2002
Subject: Re: Battery Replacement
In a message dated 12/27/2002 6:30:43 AM Pacific Standard Time, cretsinger(at)ticnet.com writes: > I am considering replacing my Concorde RG-25 (12v, 21Ah) battery after > almost four years and 550 hours of service to lower the probability of > being inconvenienced away from home base. The Odyssey PC625 battery has > been noted on the List as a lower priced replacement. > > Has everyone who has installed the Odyssey had good experience? Is it > the same size as the Concorde and same terminals for a direct change out > into my battery box? I understand the Odyssey is a "starved > electrolyte" battery and not an RG like the Concorde. The Hawker Odyssey PC680 has been working well for me. The height is basically the same as the RG-25 Concorde, but you will have to make up some ethafoam top, end and side spacers to make it fit tightly in the former RG-25 battery enclosure. It saves 9 lbs. They are both VRLA (valve regulated lead acid or starved electrolyte) batteries. The Odysseys are built to have a lower internal resistance, so you get much better cranking current with a smaller amp-hour rating. If this battery is also running electronic ignition(s), I would recommend you stay with the larger amp-hour rated battery. Van's or Chief have similar prices IIRC. -GV (RV-6A N1GV 586hrs) ________________________________________________________________________________
From: "Norman" <nhunger(at)sprint.ca>
Subject: Re: stiffening the canopy and defrost fans
Date: Dec 27, 2002
----- Original Message ----- From: LarryRobertHelming To: nhunger(at)sprint.ca Sent: Friday, December 27, 2002 8:08 AM Subject: stiffening the canopy and defrost fans Norman: I read your recent post on the list on the captioned topics. I was just wondering if you gave thought to just cutting some slots in the top of the canopy frame for natural warm air updraft from behind the panel rather than using the defrost fans as you have done? I suppose that things could drop into that kind of slot and get lost. Also, did you give consideration to using the inexpensive personal computer fans for the defrosters? Larry in Indiana, working on an RV7 to be named 3XG if its girl. Or 3XB if its a nose wheeler Hi Larry and the List, The fans are inexpensive computer fans. When selecting them you have to be carefull that they have the right kind of bearing in them to be mounted horizontal. The dealer should be able to look this up in one of those big books behind the counter. Most small fan motors are designed to be verticle and would wear out in short order when mounted flat. Mine are mounted quite far forward to take advantage of the warm air that is behind the panel. They have stainless steel screen covers that nothing can fall into. They blow a significant amount of air. I have two and they are lined up with each occupants vision. I live on the west coast of Canada where it is habitually moist. Window defogging is some thing that I use in my cars every day that it rains. I keep air moving over the glass whenever it is wet outside. Even in the depth of winter I never put all the heat to my feet. I see the main mission of my aircraft as a XC machine so I think I will see more rain than most. Nothing worse than constantly having to wipe the plexi just to see out. Keep warm air moving accross the plexi and it will stay dry and clear. I have major doubts that there will be enough heat to call them defrosters. Lets just call them defoggers. There is no way they could melt off a covering of ice in flight but I could be wrong. I am not flying yet nor do I plan on testing this theory. Perhaps some one could host two pictures for me? Norman Hunger RV6A Delta BC ________________________________________________________________________________
From: "Gary" <rv9er(at)3rivers.net>
Subject: Aligning pants and fairings
Date: Dec 27, 2002
Yep, all done with that. I used a cherry-picker type engine hoist to lift the plane. I put straps around the spar connect bolts, lifted it till the wheels just barely touched the floor, and made sure it was level. Drop plumb bobs from the center belly-to-firewall rivet hole and the little hole for the purpose just ahead of the tail tiedown. Snap a chalkline on the floor. Mark a centerline on the pants all the way around. With a nice straight board, you can align the pants with the chalkline. Now, here is the trick: when doing the gear fairings, clamp a straight board across the steps. Draw a centerline on the belly. Measure from the centerline to the front of the fairing, and the centerline to the board at the step. Put a nail in the board at that point, and wrap a string around the fairing and to the nail. When the trailing edge of the fairing is centered between the strings with no weight on the gear, you are there. Using the steps instead of some exotic fixture at the tail is much easier, and I think still plenty accurate. Mark the gear leg and fairing well, so you don't lose your marks when you glass the stiffener on the leg. And DON'T cut the slots for the hose clamps at the top of the fairing! It is a crummy way to attach them. The clamp sticks out, interferes with the brake fitting, and makes extra messy layup work. Instead, make a nice little wood block on each side of the stiffener at the top, which fits against the inside of the aft part of the fairing. Then after it is glassed to the leg, put a machine screw through the whole works, and it will stay aligned and secure. Gary ----- Original Message ----- From: Andy Karmy To: Gary Sent: Friday, December 27, 2002 8:52 AM Subject: Re: cowl slot Have you done your gear leg fairings or wheel pants yet? I am doing that now and it sure is confusing trying to get then pointing in the right direction based upon the plans description... - Andy ------> --- ________________________________________________________________________________
From: Ed_Cole(at)maximhq.com
Subject: Battery Replacement
Date: Dec 27, 2002
For those thinking of the Odyssey battery, be advised that Van's has a firewall mounting kit ala the RV7 for mounting the battery firewall forward. The it comes with the battery box. stiffeners and a separate print for mounting the box, solenoids, etc. Cost is $50 Ed Cole RV6A N2169D Flying RV6A N648RV Finishing > -----Original Message----- > From: Vanremog(at)aol.com [SMTP:Vanremog(at)aol.com] > Sent: Friday, December 27, 2002 9:53 AM > To: rv-list(at)matronics.com > Subject: Re: RV-List: Battery Replacement > > > In a message dated 12/27/2002 6:30:43 AM Pacific Standard Time, > cretsinger(at)ticnet.com writes: > > > I am considering replacing my Concorde RG-25 (12v, 21Ah) battery after > > almost four years and 550 hours of service to lower the probability of > > being inconvenienced away from home base. The Odyssey PC625 battery has > > been noted on the List as a lower priced replacement. > > > > Has everyone who has installed the Odyssey had good experience? Is it > > the same size as the Concorde and same terminals for a direct change out > > into my battery box? I understand the Odyssey is a "starved > > electrolyte" battery and not an RG like the Concorde. > > The Hawker Odyssey PC680 has been working well for me. The height is > basically the same as the RG-25 Concorde, but you will have to make up > some > ethafoam top, end and side spacers to make it fit tightly in the former > RG-25 > battery enclosure. It saves 9 lbs. > > They are both VRLA (valve regulated lead acid or starved electrolyte) > batteries. The Odysseys are built to have a lower internal resistance, so > > you get much better cranking current with a smaller amp-hour rating. If > this > battery is also running electronic ignition(s), I would recommend you stay > > with the larger amp-hour rated battery. Van's or Chief have similar > prices > IIRC. > > -GV (RV-6A N1GV 586hrs) > > > > > Maxim Home Page: http://www.maxim-ic.com Products Page: http://www.maxim-ic.com/MaximProducts/products.htm New Products: http://dbserv.maxim-ic.com/new_products.cfm Datasheets: http://dbserv.maxim-ic.com/l_datasheet3.cfm The information contained in this message is confidential and may be legally privileged. The message is intended solely for the addressee(s). If you are not the intended recipient, you are hereby notified that any use, dissemination, or reproduction is strictly prohibited and may be unlawful. If you are not the intended recipient, please contact the sender by return e-mail and destroy all copies of the original message. ________________________________________________________________________________
From: "Mauri Morin" <maurv8(at)bigsky.net>
Subject: Re: Battery Replacement
Date: Dec 27, 2002
Will, Check out: Batteries4Everthing.com PC625 $57.32 PC680 $62.55 You will see specs plus demensions Mauri Morin Polson,Mt RV8 wings/tanks Veeery slowly ----- Original Message ----- From: "Will Cretsinger" <cretsinger(at)ticnet.com> Subject: RV-List: Battery Replacement > > I am considering replacing my Concorde RG-25 (12v, 21Ah) battery after > almost four years and 550 hours of service to lower the probability of > being inconvenienced away from home base. The Odyssey PC625 battery has > been noted on the List as a lower priced replacement. > > Has everyone who has installed the Odyssey had good experience? Is it > the same size as the Concorde and same terminals for a direct change out > into my battery box? I understand the Odyssey is a "starved > electrolyte" battery and not an RG like the Concorde. > > If I again go with the Concorde, is Vans the best source? > > Comments appreciated... > > Will Cretsinger, Arlington, Texas > RV-6A > > > > > > ________________________________________________________________________________
Date: Dec 27, 2002
From: Will Cretsinger <cretsinger(at)ticnet.com>
Subject: Re: Jim Cimino Re: Aero Trainer tires
Jim, there is surely a vast difference in our experience with Aero Trainer tires. I have worn out three sets of Aero Trainers. Landings on them were 211, 233, and 218. I figure the cost at about 30 cents per landing. I realize tires tend to be a macho thing and Aero Trainers are not macho, just a good value. Referring to tire wear in terms of hours is not definitive. If you always have long flights and never make practice landings, your tires may last a thousand hours or more! Or there may be a problem causing excessive wear. Will Cretsinger, Arlington, Texas RV-6A Dick DeCramer wrote: > > > Jim... > > I had Aero Trainer tires on a Cessna and they did not last over 10 hrs meanwhile I had fit wheel fairings to those tires. I then installed Michelin Aviator tires which lasted at least 250 hrs but they had so much more rubber on than the Aero Trainers that the wheel fairings would not fit over them. Now that I am completing my RV-6 I am thinking of buying high end tires to fit my wheel fairings ( probably Michelin) and relegating the Van supplied Aero Trainers to standby duty. I will highly recommend Michelin but you will have to expect this wheel fairing fit problem. > > Dick DeCramer > RV-6 0-320 Sennsenich > Northfield, MN > ________________________________________________________________________________
Date: Dec 27, 2002
From: Will Cretsinger <cretsinger(at)ticnet.com>
Subject: Re: EIS
Ollie, my EIS performs great and is a great value, in my opinion. It has more capability than I utilize. I especially like the alarm which can be set as you like for any malfunction of the engine. Will Cretsinger, Arlington, Texas RV-6A Ollie Washburn wrote: > > > Listers--- > I have checked the archives and don't see much listed on usage of > Grand Rapids Tech.(EIS) eng.monitor.Is anyone using the 4000 and if so what are your comments on it. > Ollie 6A Central Fl. > ________________________________________________________________________________
From: "Norman" <nhunger(at)sprint.ca>
Subject: Engine Hoist - Vancouver BC Area
Date: Dec 27, 2002
Hi Listers, I just scored a 5 ton hydralic engine hoist a few days ago and wanted to offer it out to any RV/Rocket builders in my area. This thing is huge. It has two different lifting arms for the front, one for low clearance and a regular straight one. Actuation is by a hand pump deal simular to a bottle jack but much bigger. I've also got a selection of chains and straps. The whole thing pins together so it fits inside my Expedition no problem. Would go inside a mini van with no seats. The only thing I ask for is an hour of dual if you fly before me but I will recipricate and provide an hour dual for you if I beat you to first flight. For two hours I will deliver and retrieve the hoist. Please plan your engine installation to limit use to a one week period if you are doing it in CASCAR's racing season because I need quick access to it when the heat is on. Winter months it can go out for longer periods. Norman Hunger RV6A Delta BC Tedd, can you repost on the Western Canadian Wing list? ________________________________________________________________________________
From: "lucky macy" <luckymacy(at)hotmail.com>
"rv8list rv8list"
Subject: Rv8 wing conduit routing
Date: Dec 27, 2002
I asked this question about a month ago and didn't get straight answer so I'll try again :-) In the RV archives there's a hint that Bill Benedict (RIP) recommended routing the wing wiring conduit in front of the main spar but as I look at the plans and try to visualize if there's enough space around the Z brackets I can't convince myself that this is possible. Anyone out there done it and can recommend a path around the back of the tank that works? I've looked around web sites but haven't run across any pictures of this route yet but I'm holding out that it's been done. thanks, lucky macy ________________________________________________________________________________
From: "Randy Lervold" <randy@rv-8.com>
Subject: Re: [rv8list] Rv8 wing conduit routing
Date: Dec 27, 2002
Lucky, I think you may be misreading that hint. With the RV-8 there really isn't enough room behind the fuel tank to have the wires be serviceable. I would highly recommend you put them BEHIND the spar, in either the top or bottom corner. You could in the center but this can get in the way of the aileron bellcrank. In my case I used an AMP CPC connector with gold contacts to pass the wires through the fuselage wall at a point centered on the middle wing rib lightening hole. That way the wing pigtail could extend out into the rib and not be forced to bend faster than it wanted to. Randy Lervold RV-8, N558RL, 285 hours and holding due to WEATHER www.rv-8.com ----- Original Message ----- From: lucky macy To: rv-list ; rv8list rv8list Sent: Friday, December 27, 2002 12:52 PM Subject: [rv8list] Rv8 wing conduit routing I asked this question about a month ago and didn't get straight answer so I'll try again :-) In the RV archives there's a hint that Bill Benedict (RIP) recommended routing the wing wiring conduit in front of the main spar but as I look at the plans and try to visualize if there's enough space around the Z brackets I can't convince myself that this is possible. Anyone out there done it and can recommend a path around the back of the tank that works? I've looked around web sites but haven't run across any pictures of this route yet but I'm holding out that it's been done. thanks, lucky macy ________________________________________________________________________________
From: WPAerial(at)aol.com
Date: Dec 27, 2002
Subject: stolen pilots log book ?
My log book was stolen last week during a break in of my business. Does anyone think there is anything I have to do about this? What about my insurance co., FAA ect. I guess my first flight in my RV on the 23rd will be my first entry in my new book -----------cool I guess-------. Or should the first entry be an estimate of my total time? Jerry Wilken RV6A N699WP 1.2 hours Albany Oregon 275 Pacific Blvd. Albany, Oregon 97321 541-926-8316 ________________________________________________________________________________
From: "George McNutt" <gmcnutt(at)intergate.ca>
Subject: Re: Re: Aero Trainer tires
Date: Dec 27, 2002
I have worn out three sets of Aero Trainers. Landings on them were 211, 233, and 218. I figure the cost at about 30 cents per landing. I realize tires tend to be a macho thing and Aero Trainers are not macho, just a good value. -------------------snip ----------------- Will Cretsinger, Arlington, Texas RV-6A Hi Will Just a couple of questions, (1) did you have to rotate the tires on the wheels to get that many landings out of them? (2) was the most wear on the inner side of the tires? My Aero Trainers were well worn on the inner half at 155 landings so I have rotated them and now have 20 more landings and am monitoring them for wear. I had been advised to baby the nosegear on my 6-A so my first 155 landings & takeoffs were precautionary type keeping the nosewheel off the ground as much as possible. I suspect the nose up attitude changes the gear geometry and tracking causing scrubbing on the inner tire surface so now I am now using a (normal) more level takeoff and landing roll to see if tire wear changes. George McNutt, Langley, B.C. 6-A 110 hrs. ________________________________________________________________________________
From: "lucky macy" <luckymacy(at)hotmail.com>
Subject: Re: [rv8list] Rv8 wing conduit routing
Date: Dec 27, 2002
Hi Randy, Danny and listers, I got off the phone with a Van's employee just a few minutes ago before your emails came in. I normally don't really get hard and fast answers from these folks on non-critical stuff like this so I usually elect to save my dime and not even bother to call but this time was slightly different. Seems no one I ever get on the phone at the builders support option has ever built an 8. I think this time was no different WRT 8 expertise BUT the person seemed aware of the 8 tank design and told me that he recommended that I do try and route in front of the spar and along the bottom of the wing. The only place for concern is at the root end where the spar reinforcement is the thickest and tank baffle clearance is the least as seen on drawing 16A. That's the drawing I was looking at which was giving me the concern to begin with. There's still over 1/4 clearance and the fella gave me a couple of ideas on what to use if chaffing was a concern. To summarize, it was recommended to go through the normal front leading edge ribs conventionally, ie, grommets, bushings or some type of conduit for the outer half of the wing. For the traversing the length of the tank, I could attach some standoffs on the Z brackets to route the wires through or just leave wire in there freely below the Z brackets and put a anti-chaffing cover he recommended over the wires. I'll sleep on it. I really like the idea of running in front of the spar. ----- Original Message ----- From: "Randy Lervold" <randy@rv-8.com> Subject: RV-List: Re: [rv8list] Rv8 wing conduit routing > > Lucky, > > I think you may be misreading that hint. With the RV-8 there really isn't enough room behind the fuel tank to have the wires be serviceable. I would highly recommend you put them BEHIND the spar, in either the top or bottom corner. You could in the center but this can get in the way of the aileron bellcrank. In my case I used an AMP CPC connector with gold contacts to pass the wires through the fuselage wall at a point centered on the middle wing rib lightening hole. That way the wing pigtail could extend out into the rib and not be forced to bend faster than it wanted to. > > Randy Lervold > RV-8, N558RL, 285 hours and holding due to WEATHER > www.rv-8.com > > ----- Original Message ----- > From: lucky macy > To: rv-list ; rv8list rv8list > Sent: Friday, December 27, 2002 12:52 PM > Subject: [rv8list] Rv8 wing conduit routing > > > I asked this question about a month ago and didn't get straight answer so I'll try again :-) > > In the RV archives there's a hint that Bill Benedict (RIP) recommended routing the wing wiring conduit in front of the main spar but as I look at the plans and try to visualize if there's enough space around the Z brackets I can't convince myself that this is possible. > > Anyone out there done it and can recommend a path around the back of the tank that works? I've looked around web sites but haven't run across any pictures of this route yet but I'm holding out that it's been done. > > thanks, > lucky macy > > ________________________________________________________________________________
From: "George McNutt" <gmcnutt(at)intergate.ca>
Subject: stolen pilots log book ?
Date: Dec 27, 2002
My log book was stolen last week during a break in of my business. Does anyone think there is anything I have to do about this? What about my insurance co., FAA ect. I guess my first flight in my RV on the 23rd will be my first entry in my new book -----------cool I guess-------. Or should the first entry be an estimate of my total time? Jerry Wilken RV6A N699WP 1.2 hours Hi Jerry Is there anyone who could certify that your previous flight time was correct, Instructor/Flight School from last BFR etc, in Canada we give our previous flight time when we have a medical so Transport Canada has a rough estimate up to our last medical date. Check with FAA, but in any case it would look better if someone important enough to have a Rubber Stamp could certify your previous time, or estimated time, as correct. My opinion only, George McNutt, Langley B.C. 6-A ________________________________________________________________________________
Date: Dec 27, 2002
From: Jim Oke <wjoke(at)shaw.ca>
Subject: RV-6A Fuel Capacity
It's time to think of making up fuel tank placards and such. Can anyone comment on the actual, measured capacity of a stock RV-6A fuel tank - stated in US gallons, IMP gallons, or litres? Van's web site says 38 US gallons total so presumably 19 a side. Is this reasonably accurate? Cheers, Jim Oke RV-6A C-GKGZ - at the airport - final assembly. Winnipeg, MB ________________________________________________________________________________
Date: Dec 27, 2002
Subject: Re: RV-6A Fuel Capacity
From: Don R Jordan <dons6a(at)juno.com>
I drained the left & got 18.8 gallons in it , that is setting on the ramp. Haven't got around to doing the right. Don Jordan - RV6A - N6DJ Arlington, Tx ******************************************************* > > It's time to think of making up fuel tank placards and such. Can > anyone comment on the actual, measured capacity of a stock RV-6A > fuel tank - stated in US gallons, IMP gallons, or litres? Van's web > site says 38 US gallons total so presumably 19 a side. Is this > reasonably accurate? > > Cheers, Jim Oke > RV-6A C-GKGZ - at the airport - final assembly. > Winnipeg, MB ________________________________________________________________________________
From: "Dr. Leathers" <DrLeathers(at)822heal.com>
Subject: Re: stolen pilots log book ?
Date: Dec 27, 2002
OK Everyone, You are already sitting at your computer. Go get your log book and scan every page (or at least back to the last time you totaled up your hours). Transfer the scans to a CD ROM and copy it several times. Store one copy in your house and another at your office / hanger etc. Better to learn from Jerry's mistake than your own. I know! Don't ask! Happy Holidays!! DOC ----- Original Message ----- From: <WPAerial(at)aol.com> Subject: RV-List: stolen pilots log book ? > > My log book was stolen last week during a break in of my business. > > Does anyone think there is anything I have to do about this? What about my > insurance co., FAA ect. > > I guess my first flight in my RV on the 23rd will be my first entry in my new > book -----------cool I guess-------. Or should the first entry be an > estimate of my total time? > > Jerry Wilken > RV6A N699WP > 1.2 hours > > Albany Oregon > 275 Pacific Blvd. > Albany, Oregon 97321 > > 541-926-8316 > > ________________________________________________________________________________
From: "Norman" <nhunger(at)sprint.ca>
Subject: Re: Rv8 wing conduit routing
Date: Dec 27, 2002
> I asked this question about a month ago and didn't get straight answer so I'll try again :-) > > In the RV archives there's a hint that Bill Benedict (RIP) recommended routing the wing wiring conduit in front of the main spar but as I look at the plans and try to visualize if there's enough space around the Z brackets I can't convince myself that this is possible. > > Anyone out there done it and can recommend a path around the back of the tank that works? What is the date of the post? Is it possible that Bill was building a different airplane like an RV6? My RV6A builders manual (6 or 7 years old non pre-puched) suggests routing in front of the spar but doesn't go into how to go about doing it. I ended up getting some small plastic tie wrap mounts that go on with one pop rivet. My wires are in a plastic conduit (Vans) and firmly tie wrapped to these little mounts at short intervals. I think the idea was to go in front of the spar due to the hassle of getting the wires behind the spar when still inside the fuselage. If I were doing it again, I would get some 1/2" white PVC plastic pipe from the lawn sprinkler section of Home Depot and run it through both wings about a foot behind the spar and very close to the top. I would pre drill all the ribs with a Unibit before assembling the wing skelleton. A good look at the plans or another builder's project is a must while constantly thinking about where the aileron control tubes need to operate freely. A small dab of RTV silicone at each rib will stop the plastic pipe from rattling or moving horizontally. I would also buy a new roll of dental floss and install about five runs of it in each pipe. (landing light, position light, rear light, ground, strobes, AOA sensor, antennas, ect...) Tape each end off at the top and bottom and use them to pull wires. Remove extra ones at final inspection. I did read a theory a long time ago that this type of conduit should be made of metal so that if a wire does chafe bare, it will short out and have its one spark to blow the fuse/breaker in a confined area that is not likely to have any flammible fluids near. Another theory has the wing plumbed with a fat conduit to the bay with the aileron bellcrank the a small conduit to the wingtip. That way the pitot line can run along for the first half. Norman Hunger RV6A Delta BC ________________________________________________________________________________
From: "Alex Peterson" <alexpeterson(at)usjet.net>
Subject: Re: Re: Aero Trainer tires
Date: Dec 27, 2002
> My Aero Trainers were well worn on the inner half at 155 > landings so I have rotated them and now have 20 more landings > and am monitoring them for wear. Worn on the inner half?? When the gear first touch ground, the outer edges are what cooks when they spin up. If the inner sides are wearing, you might have some sort of alignment problem. > > I had been advised to baby the nosegear on my 6-A so my first > 155 landings & takeoffs were precautionary type keeping the > nosewheel off the ground as much as possible. I suspect the > nose up attitude changes the gear geometry and tracking > causing scrubbing on the inner tire surface so now I am now > using a (normal) more level takeoff and landing roll to see > if tire wear changes. I keep the nose wheel off as long as the elevator will allow it, gradually pulling the stick full aft, and all my wear has been on the outside of the tires. Takeoff rolls have minimal time with the nosewheel off, since about 1 second later I'm in the air. I am about to replace the original Aero Trainers from Van's at a bit over 300 landings, probably 95% on hard surface runways. I did rotate them inside to outside at around 200 landings. Alex Peterson Maple Grove, MN RV6-A N66AP 242 hours www.usfamily.net/web/alexpeterson ________________________________________________________________________________
Date: Dec 27, 2002
Subject: Locate slot in cowl
From: j1j2h3(at)juno.com
I haven't done this, but I think it would work - mount the gear, then build a cowl pattern around it using thin cardboard or stiff paper. Then remove the pattern and lay it on your cowl to locate the slot. Jim Hasper - RV-7 just starting empennage > > How did you guys locate the slot in the lower cowl for the nose > gear? ________________________________________________________________________________
From: "H.Ivan Haecker" <baremetl(at)gvtc.com>
"RV-List \"C. W. Crane\""
Subject: Re: Battery Replacement
Date: Dec 28, 2002
----- Original Message ----- From: "Will Cretsinger" <cretsinger(at)ticnet.com> Subject: RV-List: Battery Replacement > > Has everyone who has installed the Odyssey had good experience? On the plus side, my experience has been good cranking speeds, and of couse the lower weight. The down side... . be especially careful not to leave the master on even for a couple of hours. I really hate hand proppping my short legged -4. I think the price you pay with these batteries is decreased capacity i.e. lots of power but of short duration. At least that's been my experience. But for me the decreased weight is worth the trade off. I just wish there was a way to push start these planes! Ivan Haecker -4 870 hrs. So. Cen. TX ________________________________________________________________________________
From: "H.Ivan Haecker" <baremetl(at)gvtc.com>
Subject: Re: Jim Cimino Re: Aero Trainer tires
Date: Dec 28, 2002
----- Original Message ----- From: "Will Cretsinger" <cretsinger(at)ticnet.com> Subject: Re: RV-List: Jim Cimino Re: Aero Trainer tires > > Jim, there is surely a vast difference in our experience with Aero > Trainer tires. I have worn out three sets of Aero Trainers. Landings > on them were 211, 233, and 218. I figure the cost at about 30 cents per > landing. I realize tires tend to be a macho thing and Aero Trainers are > not macho, just a good value. > > Referring to tire wear in terms of hours is not definitive. If you > always have long flights and never make practice landings, your tires > may last a thousand hours or more! Or there may be a problem causing > excessive wear. > > Will Cretsinger, Arlington, Texas > RV-6A > > I started out with Goodyear Flight Specials and got 512 landings according to my logbook. Rotated them one time. I now have another 390 on my second set and expect to come up a little short this time around, maybe because I didn't rotate them the second time. So I think the more expensive tire lasts longer. I might come out ahead since I don't have to do the labor as often, but it's not that difficult anyway. BTW, I am still using the same tubes after 870 hrs.(also Goodyears). Ivan Haecker -4 So.Cen.Tx ________________________________________________________________________________
From: "Mike Robertson" <mrobert569(at)hotmail.com>
Subject: Re: stolen pilots log book ?
Date: Dec 27, 2002
>From: WPAerial(at)aol.com >Reply-To: rv-list(at)matronics.com >To: rv-list(at)matronics.com >Subject: RV-List: stolen pilots log book ? >Date: Fri, 27 Dec 2002 16:59:39 EST > > >My log book was stolen last week during a break in of my business. > >Does anyone think there is anything I have to do about this? What about my >insurance co., FAA ect. > >I guess my first flight in my RV on the 23rd will be my first entry in my >new >book -----------cool I guess-------. Or should the first entry be an >estimate of my total time? > >Jerry Wilken >RV6A N699WP >1.2 hours > >Albany Oregon >275 Pacific Blvd. >Albany, Oregon 97321 > >541-926-8316 > > Jerry, The first entry needs to be an estimate of all your previous times with the statemnt that your prior logbook was stolen. Then sign the entry and carry on. Mike Robertson Das Fed http://www.hotmail.msn.com/cgi-bin/getmsg&HL=1216hotmailtaglines_advancedjmf_3mf ________________________________________________________________________________
From: "Alex Peterson" <alexpeterson(at)usjet.net>
Subject: Locate slot in cowl
Date: Dec 28, 2002
> I haven't done this, but I think it would work - mount the > gear, then build a cowl pattern around it using thin > cardboard or stiff paper. Then remove the pattern and lay it > on your cowl to locate the slot. > This is exactly what I did. With nose gear mounted, I used a thin sheet of mylar taped to the belly skin and extended forward. I trimmed this mylar until I had the exact location of the nose gear cut out. The mylar is allowed to hang from the belly skin, and the nose gear is removed. The cowl is put on and the mylar will now show exactly where the nose gear will come through the cowl. Piece of cake. Alex Peterson Maple Grove, MN RV6-A N66AP 242 hours www.usfamily.net/web/alexpeterson ________________________________________________________________________________
From: Rv8forduane(at)aol.com
Date: Dec 28, 2002
Subject: Call sign
Noticed some chatter about using "RV" as a call sign. I'm still dreaming about building a RV8, but I can offer something on checking in with ATC or announcing your presence as I am a ATCer. A long time ago in a galaxy far away, I worked at Muskegon, MI (MKG) and we received alot of Oshkosh traffic prior to crossing the Big Lake. I got a call from a "Mooney" inbound from the south, gave him pattern entry instructions and a report. I adjusted some other traffic, thinking the Mooney would be upon us shortly, but he didn't show. Using the tower radar, we IDed him, and waited and waited. It wasn't a Mooney, it was a "Moni". Different performance and different sequence. BOTTOM LINE: You're use of type is only as good as the controller's understanding of performance based on aircraft name. That stuff isn't taught, sometimes ignored because of radar, and is rapidly becoming unnecessary for the new kids. I miss the old days when we took pride in telling the difference between aircraft by sight and name. Duane ________________________________________________________________________________
From: Rv8forduane(at)aol.com
Date: Dec 28, 2002
Subject: Call Sign
Noticed some chatter about using "RV" as a call sign. I'm still dreaming about building a RV8, but I can offer something on checking in with ATC or announcing your presence as I am a ATCer. A long time ago in a galaxy far away, I worked at Muskegon, MI (MKG) and we received alot of Oshkosh traffic prior to crossing the Big Lake. I got a call from a "Mooney" inbound from the south, gave him pattern entry instructions and a report. I adjusted some other traffic, thinking the Mooney would be upon us shortly, but he didn't show. Using the tower radar, we IDed him, and waited and waited. It wasn't a Mooney, it was a "Moni". Different performance and different sequence. BOTTOM LINE: Your use of type is only as good as the controller's understanding of performance based on aircraft name. That stuff isn't taught, sometimes ignored because of radar, and is rapidly becoming unnecessary for the new kids. I miss the old days when we took pride in telling the difference between aircraft by sight and name. Duane ________________________________________________________________________________
From: "Joe & Jan Connell" <jconnell(at)rconnect.com>
Subject: stolen pilots log book ?
Date: Dec 28, 2002
Hi Jerry, I'm sorry to hear about the stolen log book. Several items come to mind that might be of concern to the insurance company: If your log book has an entry covering your recent biennial flight review, see if you can get a statement from your reviewer to ascertain you did have the review and on what date. If your log book had an entry covering a tail-wheel endorsement, see if you can get that re-confirmed from your CFI too. If your insurance required a certain amount of time in an equivalent type aircraft (like an RV) you may have to work with the owner of the plane in which you received the time. The best thing to do would be to contact your aviation insurance company, pose these questions, an solicit their guidance. I have no experience on missing log books but remember of a case where a homebuilt crashed and all the records burned with the aircraft. The widow had a long process to verify the annual inspection, the air worthiness certificate, the biennial flight review, the tail wheel endorsement and other requirements had (ever) been satisfied before the insurance claim was paid. Food for thought... Joe, RV-9A, 95JJ, QB Fuselage, jconnell(at)rconnect.com ________________________________________________________________________________
From: "Dan Checkoway" <dan(at)rvproject.com>
Subject: Wing root fairings...in finish kit?
Date: Dec 28, 2002
Do the wing root fairings come in the finish kit? I was hoping not to have to open this crate just yet...but it seems most logical to drill the wing root fairings now that the wings are getting mated as opposed to doing it later...or does it? Thanks in advance, )_( Dan RV-7 N714D (fuselage) http://www.rvproject.com ________________________________________________________________________________
Date: Dec 28, 2002
From: kempthornes <kempthornes(at)earthlink.net>
Subject: Re: Wing root fairings...in finish kit?
> >Do the wing root fairings come in the finish kit? I was hoping not to have >to open this crate just yet...but it seems most logical to drill the wing >root fairings now that the wings are getting mated as opposed to doing it >later...or does it? No rush. So long as you do it before you fly or paint. Be sure to install the fairings close enough to the fuse that they will 'crush' the rubber inserts. Mine touch but another eight inch would have been better. Maybe 7 plans are more helpful. K. H. (Hal) Kempthorne RV6-a N7HK flying! PRB (El Paso de Robles, CA) ________________________________________________________________________________
From: "Jim Norman" <jnorman(at)intermapsystems.com>
Subject: First flights in Tampa
Date: Dec 28, 2002
After 7.5 years, Slow-build (non-punched) RV-6A kit 24255 flew today. N555JN flew perfectly. Put a total of 4.2 hours on her today. What could be better??... how about this... My hangar mate Don Hughes just flew off his 25 hours yesterday so he flew chase. He also carried his first passenger... my wife. AND... it was my wife's first ride in an RV. After we landed, we all three had a big grin! N555JN "Razzmataz" is: RV-6A IO-360 CS Hartzell Highly modified Sam James Cowl, carbon fiber plenum, etc, etc, etc. Full IFR UPS stack in custom fiberglass panel Slaved autopilot IK-2000 engine monitor system AOA Sony Stereo Full Leather Custom Sikkens "glamour color" paint with House of Colors pearl trim. etc. etc. What a blast! jim Tampa ________________________________________________________________________________
From: "Steve J Hurlbut" <sjhdcl(at)kingston.net>
Subject: Multi-pin wire connectors
Date: Dec 28, 2002
The search continues. I looked at the Newark Electronics website and every electronics catalog I have along with RC catalogs but can't seem to find a good wire connector. I would like to have a quick disconnect for each wing to fuselage wire assembly as well and for the control columns. I initially wanted to use 9 pin connectors but can only seem to find the males ones. Can someone give me a place and part number for a good quick disconnect for these wires? Thank you Steve RV7A wiring, wiring, more wiring ________________________________________________________________________________
From: "Randall Henderson" <randallh(at)attbi.com>
Subject: Re: Re: Aero Trainer tires
Date: Dec 28, 2002
> I have worn out three sets of Aero Trainers. Landings > on them were 211, 233, and 218. I figure the cost at about 30 cents per > landing. I realize tires tend to be a macho thing and Aero Trainers are > not macho, just a good value. Yeah but there's more to "value" than just cost. Swapping sides and changing tires isn't much fun (to me anyway) so I'm willing to pay extra in order to have to do that less often. My first set of tires were Aero Trainers; I got 278 landings on those. My second set of tires were Michelin Airs. I got 502 landings on those. So, approaching twice the longevity. The tires were more than twice as much $$ but to me the fact that I saved myself just about one whole tire R-L swap and one whole tire change is significant. My current tires are Condors. Thought I'd try them out since they're a lot cheaper than the Michelin Airs but supposed to last longer than the Aero Trainers. Time will tell... BTW most of my landings (probably 95%) are on hard-surface runways. Also a caveat -- the Aero Trainers were my FIRST set of tires, which means I "flight-tested" on those; I probably leave less rubber on the runway now than I did then. my .02. Randall Henderson, RV-6 N6R (~450 hrs) Portland, OR www.vanshomewing.org ________________________________________________________________________________
From: "Randall Henderson" <randallh(at)attbi.com>
Subject: Re: Battery Replacement
Date: Dec 28, 2002
One thing I didn't see anybody address was the terminals -- I just swapped my RG25XC (after 3 years/500 hrs) for a PC680. The terminals on the new battery are different -- just female threaded in the battery and MS6 SS pan-head hex drive screws. The RG25 has larger (1/4"?) posts. The instructions that came with the battery describe an optional post kit but when I ordered mine there was no such option mentioned. Have others been getting them with the larger post option? Is that the way they come from Van's? In the instructions it looks like the larger post can be retro-fitted -- has anyone done this? (yeah I'll call the manufacturer but since someone got this thread going I thought I'd ask.) Randall Henderson, RV-6 N6R (~450 hrs) Portland, OR www.vanshomewing.org ________________________________________________________________________________
From: "Norman" <nhunger(at)sprint.ca>
Subject: Re: Wing root fairings...in finish kit?
Date: Dec 28, 2002
> Do the wing root fairings come in the finish kit? Yes ________________________________________________________________________________
Date: Dec 28, 2002
From: Gert <gert(at)execpc.com>
Subject: Re: Multi-pin wire connectors
Steve Why noy use the AMP connectors Newark sells, I am planning on using the plastic version with twistlock, you can get these in multiple pin-outs and you can put male or female connector per hole. Steve J Hurlbut wrote: > > The search continues. > > I looked at the Newark Electronics website and every electronics catalog I > have along with RC > catalogs but can't seem to find a good wire connector. I would like to have > a quick disconnect > for each wing to fuselage wire assembly as well and for the control columns. > I initially wanted > to use 9 pin connectors but can only seem to find the males ones. > > Can someone give me a place and part number for a good quick disconnect for > these wires? > > Thank you > Steve > RV7A > wiring, wiring, more wiring > > > > > > > > -- is subject to a download and archival fee in the amount of $500 ________________________________________________________________________________
From: "Carl Froehlich" <carlfro(at)erols.com>
Subject: Multi-pin wire connectors
Date: Dec 28, 2002
The nylon Molex connectors work well. Use the 0.062" terminal size for everything that does not use much power (like all the panel connections to make the panel removable, trim servo connections, etc.). Use the 0.093" or 0.125" terminal sizes for the heavy loads (like your wing disconnects). These are available at Allied Electronics http://www.alliedelec.com or Digi-Key http://www.digikey.com Carl Froehlich RV-8A (flying) Vienna, VA -----Original Message----- From: owner-rv-list-server(at)matronics.com [mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Steve J Hurlbut Subject: RV-List: Multi-pin wire connectors The search continues. I looked at the Newark Electronics website and every electronics catalog I have along with RC catalogs but can't seem to find a good wire connector. I would like to have a quick disconnect for each wing to fuselage wire assembly as well and for the control columns. I initially wanted to use 9 pin connectors but can only seem to find the males ones. Can someone give me a place and part number for a good quick disconnect for these wires? Thank you Steve RV7A wiring, wiring, more wiring ________________________________________________________________________________
Date: Dec 28, 2002
From: Jerry Springer <jsflyrv(at)earthlink.net>
Subject: Re: Battery Replacement
Randall Henderson wrote: > > One thing I didn't see anybody address was the terminals -- I just swapped > my RG25XC (after 3 years/500 hrs) for a PC680. The terminals on the new > battery are different -- just female threaded in the battery and MS6 SS > pan-head hex drive screws. The RG25 has larger (1/4"?) posts. The > instructions that came with the battery describe an optional post kit but > when I ordered mine there was no such option mentioned. Have others been > getting them with the larger post option? Is that the way they come from > Van's? In the instructions it looks like the larger post can be > retro-fitted -- has anyone done this? (yeah I'll call the manufacturer but > since someone got this thread going I thought I'd ask.) > > Randall Henderson, RV-6 N6R (~450 hrs) > Portland, OR > www.vanshomewing.org > Randall, First how do you like the battery, does it start ok for you? As for the terminals when I get the battery and see exactly what I need I plan on getting a copper or brass rod and machining and threading one end to fit the battery and the other end to fit the wire lugs I now have for the Concord RG battery. ________________________________________________________________________________
From: "Ted Lumpkin" <tlump(at)attbi.com>
Subject: Stripped prop hub threads
Date: Dec 28, 2002
I have a used Hartzell constant speed prop I am getting ready to install on my RV-4. As I went to install the front spinner bulkhead, I noticed that one of the holes has stripped threads. Does anyone have an idea of an acceptable repair for this problem? Thanks, Ted ________________________________________________________________________________
From: "Randall Henderson" <randallh(at)attbi.com>
Subject: Re: New Duckworks Lights
Date: Dec 28, 2002
Norman said: > I vote against these new lights. I'm not "voting", but thought I might offer some more info. Don Wentz talked about the new lights at a recent local builder's group meeting. He said his main motivation for doing the new lights was customer demand. When Don created his original kit a priority was low cost, and he still strives for that, but it seems HID are the new "thing", and he's had a number of queries from people who wanted these lights as an option, and some people have done homebrew retrofits. So he decided to offer it as an option. He will continue to sell the original, much more economical kit. He did say that he's selling them for much less than the "competition" although I don't remember who the competition is or how much difference there is. One nice thing not mentioned is that the new lights draw LESS current (~35W) even though they're a lot brighter. Also they apparently run cooler. Anyway I'm not pushing the things -- Personally I'm happy with my 100W halogens. But there are guys who want that bright light, so I say go for it -- heck, I'll see them better and don't have to pay any extra myself to do so! Randall Henderson, RV-6 N6R (~450 hrs) Portland, OR www.vanshomewing.org ________________________________________________________________________________
From: "Randall Henderson" <randallh(at)attbi.com>
Subject: Re: Battery Replacement
Date: Dec 28, 2002
So far (~10 starts) the battery works just fine. Cranks the ol' O360 over nicely, even with that big C/S prop on there. Coldest day so far was 30 degrees F. As for the terminals -- I'm probably just going to get some new ring terminals with a smaller hole and crimp those onto the existing wires. Currently still using the originals -- the holes are a bit oversized but with washers they work okay. Randall > Randall, > First how do you like the battery, does it start ok for you? > As for the terminals when I get the battery and see exactly > what I need I plan on getting a copper or brass rod and machining > and threading one end to fit the battery and the other end to fit > the wire lugs I now have for the Concord RG battery. ________________________________________________________________________________
Date: Dec 28, 2002
From: "Michael J. Robbins" <michael.j.robbins(at)verizon.net>
Subject: Re: Battery Replacement
I'm very pleased with the 625. I've only been in service for 6 mos., but it cranks my (I)O-360 without a problem, including multiple attempts while learning how to start a fuel injected engine (I'm still learning). The 625 has 1/4" threaded studs on the top. Mike Robbins RV8Q N88MJ 150 hours Seattle area >Randall Henderson wrote: > > > > One thing I didn't see anybody address was the terminals -- I just swapped > > my RG25XC (after 3 years/500 hrs) for a PC680. The terminals on the new > > battery are different -- just female threaded in the battery and MS6 SS > > pan-head hex drive screws. >Randall, >First how do you like the battery, does it start ok for you? ________________________________________________________________________________
Date: Dec 28, 2002
From: Richard Dudley <rhdudley(at)att.net>
Subject: Re: First flights in Tampa
Congratulations, Jim!!! Richard Dudley Jim Norman wrote: > > > After 7.5 years, Slow-build (non-punched) RV-6A kit 24255 flew today. > > N555JN flew perfectly. Put a total of 4.2 hours on her today. > > What could be better??... how about this... My hangar mate Don Hughes just > flew off his 25 hours yesterday so he flew chase. He also carried his first > passenger... my wife. AND... it was my wife's first ride in an RV. > > After we landed, we all three had a big grin! > > N555JN "Razzmataz" is: > RV-6A > IO-360 > CS Hartzell > Highly modified Sam James Cowl, carbon fiber plenum, etc, etc, etc. > Full IFR UPS stack in custom fiberglass panel > Slaved autopilot > IK-2000 engine monitor system > AOA > Sony Stereo > Full Leather > Custom Sikkens "glamour color" paint with House of Colors pearl trim. > etc. > etc. > > What a blast! > > jim > Tampa > ________________________________________________________________________________
From: "Jack Blomgren" <jackanet(at)hotmail.com>
Subject: Re: Multi-pin connector source
Date: Dec 29, 2002
Steve, Call Digi-Key at 1-800-DIGI-KEY or web at < Digi-Key.com > for catalog and great service. See Connector section for Molex multi-pin connectors or Amp "Mate-N-LoK" muliti-pin and socket (Contact and Housing). One to Ten or more circuits. Info on pin wire size range and amp.ratings. Pin Insertion and extraction tools in tool section on page 83 of Sept-Dec 2002 Digi-Key paper catalog. Pricing for individual connector bodies and for tens or hundreds of pins and sockets (including gold plated-- if you can stand the price) makes Digi-Key a great source for individual builders. Jack Blomgren, Red Wing, MN -8 fuselage >From: "Steve J Hurlbut" <sjhdcl(at)kingston.net> >Reply-To: rv-list(at)matronics.com >To: , "RV-7 YAHOO" >Subject: RV-List: Multi-pin wire connectors >Date: Sat, 28 Dec 2002 15:40:14 -0500 > >The search continues. (Snip) >Thank you >Steve >RV7A >wiring, wiring, more wiring STOP MORE SPAM with the new MSN 8 and get 3 months FREE*. http://www.hotmail.msn.com/cgi-bin/getmsg&HL=1216hotmailtaglines_stopmorespam_3mf ________________________________________________________________________________
Date: Dec 28, 2002
From: Louis Willig <larywil(at)comcast.net>
Subject: Under the cowl GPS antenna ??
After going through the archives, I have decided to check the current status of "Under the cowl" installations for the GPS antenna. The Archives have a few different opinions, but few actual experiences. If metallic paint is NOT used on the cowl, will there be a problem with the installation? Also, is heat a problem for an under-the-cowl installation near the firewall? Louis - Louis I Willig 1640 Oakwood Dr. Penn Valley, PA 19072 610 668-4964 RV-4, N180PF "The Viagra Special" 190HP IO-360, C/S prop 295 exciting Hrs. ________________________________________________________________________________
From: "Jim Jewell" <jjewell(at)telus.net>
Subject: Re: Stripped prop hub threads
Date: Dec 28, 2002
Hi Ted, You should be able to repair the threads with Heli-Coil stainless steel thread inserts. Contact your local aircraft repair facility as to suitability or other possible approaches just to be sure. My personal choice would be the Heli- Coil. Jim in Kelowna ----- Original Message ----- From: "Ted Lumpkin" <tlump(at)attbi.com> Subject: RV-List: Stripped prop hub threads > > I have a used Hartzell constant speed prop I am getting ready to install > on my RV-4. As I went to install the front spinner bulkhead, I noticed that > one of the holes has stripped threads. > Does anyone have an idea of an acceptable repair for this problem? > > Thanks, > > Ted > > ________________________________________________________________________________
From: "Carl Froehlich" <carlfro(at)erols.com>
Subject: Under the cowl GPS antenna ??
Date: Dec 28, 2002
I was most concerned with heat. I mounted both my GPS antennas (GX-60 and Anywhere Map) on top of the glare shield, one on each side of center. Both GPS systems work well with this set up as I have never had either one not have continuous GPS track. Carl Froehlich RV-8A (flying) Vienna, VA -----Original Message----- From: owner-rv-list-server(at)matronics.com [mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Louis Willig Subject: RV-List: Under the cowl GPS antenna ?? After going through the archives, I have decided to check the current status of "Under the cowl" installations for the GPS antenna. The Archives have a few different opinions, but few actual experiences. If metallic paint is NOT used on the cowl, will there be a problem with the installation? Also, is heat a problem for an under-the-cowl installation near the firewall? Louis - Louis I Willig 1640 Oakwood Dr. Penn Valley, PA 19072 610 668-4964 RV-4, N180PF "The Viagra Special" 190HP IO-360, C/S prop 295 exciting Hrs. ________________________________________________________________________________
From: "Jim Norman" <jnorman(at)intermapsystems.com>
Subject: Under the cowl GPS antenna ??
Date: Dec 28, 2002
I have metalic paint on my cowl... Very metalic (but not metal flake), and the GPS works perfect. The signal strength is 10/10. The issue about metalic paint is a wive's tail... Jim Tampa -----Original Message----- From: owner-rv-list-server(at)matronics.com [mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Louis Willig Subject: RV-List: Under the cowl GPS antenna ?? After going through the archives, I have decided to check the current status of "Under the cowl" installations for the GPS antenna. The Archives have a few different opinions, but few actual experiences. If metallic paint is NOT used on the cowl, will there be a problem with the installation? Also, is heat a problem for an under-the-cowl installation near the firewall? Louis - Louis I Willig 1640 Oakwood Dr. Penn Valley, PA 19072 610 668-4964 RV-4, N180PF "The Viagra Special" 190HP IO-360, C/S prop 295 exciting Hrs. ________________________________________________________________________________
From: "DWAIN HARRIS" <DJaerosports(at)msn.com>
Subject: Re: Under the cowl GPS antenna ??
Date: Dec 28, 2002
Louis I have my GPS antenna under my cowl on my 6. She is painted Metallic Blue and I have a cooling tube blowing on the antenna. 5 yrs now with no problems. Dwain Tehachapi Ca. ----- Original Message ----- From: "Louis Willig" <larywil(at)comcast.net> Subject: RV-List: Under the cowl GPS antenna ?? > > > After going through the archives, I have decided to check the current > status of "Under the cowl" installations for the GPS antenna. The Archives > have a few different opinions, but few actual experiences. If metallic > paint is NOT used on the cowl, will there be a problem with the > installation? Also, is heat a problem for an under-the-cowl installation > near the firewall? > > Louis > > > - > Louis I Willig > 1640 Oakwood Dr. > Penn Valley, PA 19072 > 610 668-4964 > RV-4, N180PF "The Viagra Special" > 190HP IO-360, C/S prop > 295 exciting Hrs. > > ________________________________________________________________________________
From: "James E. Clark" <jclark(at)conterra.com>
Subject: Under the cowl GPS antenna ??
Date: Dec 28, 2002
My partner and I have an RV6 with the GPS antenna mounted under the cowl. Center of firwall as high up as possible. Signal strength fine. No problems so far. James First "real" trip today ... > -----Original Message----- > From: owner-rv-list-server(at)matronics.com > [mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Louis Willig > Sent: Saturday, December 28, 2002 8:34 PM > To: rv-list(at)matronics.com > Subject: RV-List: Under the cowl GPS antenna ?? > > > After going through the archives, I have decided to check the current > status of "Under the cowl" installations for the GPS antenna. > The Archives > have a few different opinions, but few actual experiences. If metallic > paint is NOT used on the cowl, will there be a problem with the > installation? Also, is heat a problem for an under-the-cowl installation > near the firewall? > > Louis > > > - > Louis I Willig > 1640 Oakwood Dr. > Penn Valley, PA 19072 > 610 668-4964 > RV-4, N180PF "The Viagra Special" > 190HP IO-360, C/S prop > 295 exciting Hrs. > > ________________________________________________________________________________
From: "Jim Cimino" <jcimino(at)echoes.net>
Subject: Re: Re: Aero Trainer tires
Date: Dec 28, 2002
That is what I said today at the airport. Changing tires is not much fun, especially in an unheated hanger with about three inches of snow that has blown under the door. Jim James Cimino RV-8 SN 80039 80+ Hours 570-842-4057 http://www.geocities.com/jcimino.geo/ ----- Original Message ----- From: "Randall Henderson" <randallh(at)attbi.com> Subject: Re: RV-List: Re: Aero Trainer tires > > > I have worn out three sets of Aero Trainers. Landings > > on them were 211, 233, and 218. I figure the cost at about 30 cents per > > landing. I realize tires tend to be a macho thing and Aero Trainers are > > not macho, just a good value. > > Yeah but there's more to "value" than just cost. Swapping sides and changing > tires isn't much fun (to me anyway) so I'm willing to pay extra in order to > have to do that less often. > > My first set of tires were Aero Trainers; I got 278 landings on those. > > My second set of tires were Michelin Airs. I got 502 landings on those. So, > approaching twice the longevity. The tires were more than twice as much $$ > but to me the fact that I saved myself just about one whole tire R-L swap > and one whole tire change is significant. > > My current tires are Condors. Thought I'd try them out since they're a lot > cheaper than the Michelin Airs but supposed to last longer than the Aero > Trainers. Time will tell... > > BTW most of my landings (probably 95%) are on hard-surface runways. Also a > caveat -- the Aero Trainers were my FIRST set of tires, which means I > "flight-tested" on those; I probably leave less rubber on the runway now > than I did then. > > my .02. > > Randall Henderson, RV-6 N6R (~450 hrs) > Portland, OR > www.vanshomewing.org > > ________________________________________________________________________________
Date: Dec 29, 2002
From: Bill Irvine <wgirvine(at)yahoo.com>
Subject: Re: stripped prop hub threads
> I have a used Hartzell constant speed prop I am > getting ready to install on my RV-4. As I went to > install the front spinner bulkhead, I noticed > that one of the holes has stripped threads. > Does anyone have an idea of an acceptable repair for > this problem? Ted, you have one, and only one, option. Call Hartzell customer service and tell them your problem. They know their product better than anyone else. I suspect that because the prop mounting bolts are the most highly stressed parts on an airplane, Hartzell's answer will not make you happy. Bill Irvine Lancaster, CA ________________________________________________________________________________
From: "Rick Galati" <rick07x(at)earthlink.net>
Subject: re: need help engine failure-forced landing in St. Louis
Date: Dec 29, 2002
Thought the list might find this update interesting. I posted the open letter from Tim's mother on our Chapter 32 website, but unfortunately, I was not personally able to attend the rescue mission of his RV-6A. Rick Galati - RV-List message posted by: "Tim Lewis" timrv6a(at)earthlink.net I'm Tim Lewis's mother. He requested I send this e-mail because his engine failed and he was forced to make an emergency landing in a corn field southeast of the Scott Air Force/Mid America Airport in the St. Louis area. Group Member [ Edit My Membership ] Home Messages Post Chat Files Photos Links Database Polls Members Calendar Promote = Owner = Moderator = Online Messages Help Message 863 of 870 | Previous | Next [ Up Thread ] Message Index Msg # From: "Ashby" bluediamond42@c... Date: Sat Dec 28, 2002 7:38 pm Subject: Re: [eaa32] Downed Flyer Jim, Here's hoping that I have gotten part of this right. If not, then some of the other members of the "rescue team" can correct me or fill in the blanks. When you do your write-up, here is the beginning: Tim Lewis (USAF), his wife and 4-year-old son were flying (IFR?) on Christmas Eve in his RV6A from Washington, D.C., to spend Christmas with his parents who live at Marshfield, Missouri, near Springfield. Tim told me that he had been cleared to land at Scott AFB (Mid-America?). Snow had been packing in his intake filter, and he had no alternate air source since the RV did not have one in the design. He says that his next priority is to change the design and have one. His engine quit or was quitting. He said that he broke out of the clouds at 200 ft with some high-tension wires in front of him, but plenty of snow-covered field past that. He did a great job of landing the RV with only some minor damage to the wheel pants probably caused by the mud and snow. Tim and his family were met by some volunteer firemen from Mascoutah and taken to Scott Inn where they spent the night. He put out an email to an RV group in Washington. I don't know how Rick or someone got the message to our eaa32 group list, but it was there with an email address and a phone number to call. I called Christmas night, but he had checked out. I then emailed his mother and Tim called me back asking for help. He said the FAA had advised him not to take off from the field because of a possible prop strike on the plowed ground. I put out the call for eaa32 volunteers. Tim and his father came back for the plane and brought a trailer, but the weather had warmed up and the field was too soft to haul the plane on the trailer. Our crew joined them at 10 AM this morning in making a plywood sled to load the plane on. A local tractor retailer volunteered to bring a tractor to pull the sled and plane about 1/4 mile across the field to a highway where Tim could take off. (What a tractor! This thing could have pulled three houses behind it without a sled!) Thanks to our building expertise, :-) , the pull went without a problem. The firemen blocked the west end of the highway for us, while Tim's father blocked the east end about 1/2 mile away. After a warm-up and run-up, at about 2 PM, Tim took off, looking like the excellent pilot that he is. He headed for a local airport, while we gathered the sled and wood and loaded them on his father's trailer. The eaa32 crew then met at a local resturant and relaxed with coffee and food, feeling great that all had went well, and knowing we had made some new friends. Ed Ashby ----- Original Message ----- Downed Flyer asks for help Date: Fri, 27 Dec 2002 19:48:20 -0600 To those waiting for further info: Just got a call from Tim Lewis. He is spending the night at Scott (AFB) Inn. The trailer idea will not work. He is getting some boards and plywood to make a sled, and has hopes of getting a tractor to pull the sled about 1/4 mile to a road. His father is with him, but is unable to help with much physical labor. He needs all the help he can get to get the plane on the sled. His EW is about 1163 not counting fuel. He hopes that we can arrive about 10AM or shortly after that. Here are the directions he gave me: ( Someone might know a better way to get there.) I-64 East to exit 19 to 158 West (now going South) to 161 East goint to Mascoutah, then 4 South, Turn left (East) on 177 and left on August which is the 4th Street. There is a used car place at 177 and August. At the end of August walk through the yard of the last house on the Right, past the junk yard into field. If anyone wants to go help, maybe some of us can car-pool or go as a caravan. I can be at Kilroys at 8 if anyone wants me to, or I will just leave my house and drive over there if I get no response. Anyway, sounds like this fellow EAA pilot needs some big muscle work, so maybe several of us with smaller muscles can help. Feedback on this will be appreciated. Thanks, Ed Ashby Rick, you can be a volunteer Saturday if available. Any EAA 32, ARC worker, or Any others we can find may be needed. Please spread the word on this. Tim called me today. His RV6A is still in the field. They are bringing a truck and goose-neck trailer over tomorrow, but we may have to actually pick the plane up and carry it or drag it across the field. The FAA advised him that the ruts were too deep for take-off without a possible prop-strike. I have the contact numbers for him. As soon as I get more info, I will post it on the list. Ed Ashby ----- Original Message ----- From: Rick Galati rick07x(at)earthlink.net To: eaa32(at)yahoogroups.com Sent: Thursday, December 26, 2002 4:35 PM Subject: [eaa32] Re: Fw: Flyer help Ed, Tim Lewis here... Thanks so much for contacting my mom and for calling the Inn. We'd just left to drive to Springfield with my mother. The plane is functional. I got it running this afternoon. It turns out the problem that brought us down was snow/ice clogging the engine (carbeurator) air filter. (I've worked with my favorite IA to be sure the diagnosis is correct... I'm confident we understand the cause of the forced landing) The RV's use a carb heat system that is in front of the air filter. It didn't have enough heat to melt the snow/ice that was starving my engine of air, and it doesn't provide an alternate air path if the filter is blocked. I'm going to change that design (alternate air) when I get home. Getting it out on a flat bed poses lots of problems. The flat bed opeator is not confident he can get the truck off the field, and his path off the field isn't wide enough to remove the plane with the wings on. So, my current plan is for my dad and I to take his four wheel drive pickup to St Louis tomorrow morning and pack the snow down to make a runway. The field is very long (a mile, at least), and remarkably smooth. I think we'll be able to handle the work, but I'll take your phone number in case we need to call for reinforcements. Thanks, Tim Lewis Privacy Policy - Terms of Service - Guidelines - Help He is requesting help from any RVers in the St. Louis area that could help arrange for moving the airplane (flatbed or other means) and/or locating a hanger at Scott/Mid America (BLV) or Shafer Airport (3K6)where he could work on the plane. Use of the hanger would be short term; just until he can find the cause of the engine failure and fix it. Tim can be contacted at the Scott Inn at Scott Air Force Base - phone # 618-744-1200 and ask for Tim Lewis. ****Do NOT REPLY to this message. Tim does not have e-mail access.**** You may e-mail me at ard863s(at)smsu.edu. I will check my e-mail before 8 am Wednesday, then after late Wednesday evening when I return home with Tim's wife and son. Carol Lewis Other Matronics Email List Services Post A New Message RV-List(at)matronics.com UN/SUBSCRIBE http://www.matronics.com/subscription List FAQ http://www.matronics.com/FAQ/RV-List.htm Full Archive Search Engine http://www.matronics.com/search 7-Day List Browsing http://www.matronics.com/browse Browse the List Digests http://www.matronics.com/digest Archive Downloading http://www.matronics.com/archives Photo Share http://www.matronics.com/photoshare Other Email Lists http://www.matronics.com/emaillists Contributions http://www.matronics.com/contributions These Email List Services are sponsored solely by Matronics and through the generous contributions of its members. -- Please support this service by making your Contribution today! -- ________________________________________________________________________________
From: "Ollie Washburn" <skybolt-aviator(at)msn.com>
Subject: Re: First flights in Tampa
Date: Dec 29, 2002
----- Original Message ----- From: Jim Norman Subject: RV-List: First flights in Tampa After 7.5 years, Slow-build (non-punched) RV-6A kit 24255 flew today. N555JN flew perfectly. Put a total of 4.2 hours on her today. Congratulations Jim and welcome to the fleet. Ollie 6A-------Loves Landing ________________________________________________________________________________
From: "Charles Rowbotham" <crowbotham(at)hotmail.com>
Subject: Re: First flights in Tampa
Date: Dec 29, 2002
Jim, CONGRATULATIONS and WELL DONE !!!! Chuck & Dave Rowbotham RV-8A >From: "Jim Norman" <jnorman(at)intermapsystems.com> >Reply-To: rv-list(at)matronics.com >To: >Subject: RV-List: First flights in Tampa >Date: Sat, 28 Dec 2002 14:45:57 -0500 > > >After 7.5 years, Slow-build (non-punched) RV-6A kit 24255 flew today. > >N555JN flew perfectly. Put a total of 4.2 hours on her today. > >What could be better??... how about this... My hangar mate Don Hughes just >flew off his 25 hours yesterday so he flew chase. He also carried his first >passenger... my wife. AND... it was my wife's first ride in an RV. > >After we landed, we all three had a big grin! > >N555JN "Razzmataz" is: >RV-6A >IO-360 >CS Hartzell >Highly modified Sam James Cowl, carbon fiber plenum, etc, etc, etc. >Full IFR UPS stack in custom fiberglass panel >Slaved autopilot >IK-2000 engine monitor system >AOA >Sony Stereo >Full Leather >Custom Sikkens "glamour color" paint with House of Colors pearl trim. >etc. >etc. > >What a blast! > >jim >Tampa > > http://www.hotmail.msn.com/cgi-bin/getmsg&HL=1216hotmailtaglines_advancedjmf_3mf ________________________________________________________________________________
From: "lucky macy" <luckymacy(at)hotmail.com>
"rv-list"
Subject: rear spar flange and rib dimple/countersink question.
Date: Dec 29, 2002
On the wing's rear spar (707A), where each main rib intersects the spar's bottom flange for one rivet hole, while the ribs/spars are still only cleco'd together, are we supposed to match drill and dimple the flange and rib hole before riveting the ribs to the back and front of each rib to the spars? Or are we supposed to countersink the rear flange only and leave the rib? I can't find a detailed drawing for this area. If anyone knows what I'm referring to, please clue me in to the drawing. lucky ________________________________________________________________________________
From: "Norman" <nhunger(at)sprint.ca>
Subject: Wiring Harness Connectors
Date: Dec 29, 2002
These look promissing as a waterproof connector: http://www.amp.com/prodnews.asp?ID361 Here is a page that starts a search for many other types of connectors: http://catalog.tycoelectronics.com/TE/bin/TE.Menu?MMENU&ID14073&LG1&I13 To see pictures you have to constantly look for a tab that says "product detail" or "product photo". There are many types of water proof and water resitant connectors that would be much better in the wing root than a Molex connector. The Molex connectors that I have are wide open to letting in water. I feel this would be asking for trouble in the wing root area. The brand "Tyco Electronics" is available from this rather large company: http://www.mouser.com/index.cfm?handlerhome Norman Hunger RV6A Delta BC ________________________________________________________________________________
From: "Elsa & Henry" <elsa-henry@darlor-watch.com>
Subject: Re: Rv8 wing conduit routing---and wiring connectors
Date: Dec 29, 2002
Hi Norman and other Listers on the subject, I don't know how the RV8 wing differs from the -6 wing, but I used a 5/8" o.d. PVC tube to run the wing wiring through. I certainly did not like the way Van's shows the routing in the manual photos, (in my old manual, vintage 1995), with the wires close to rivet heads, rib bolts, etc, potential chafers. So I drilled 5/8" dia. holes through all the main ribs, (centered between adjacent skin rivet holes), between the front and second lightening holes of the rib's webs. They are located about 1" up from the bottom skins. This positions the conduit just aft of the joggle in the skin for the aileron bell-crank access panel. If later I want to install a heated pitot-tube, the wire can easily be added to the conduit. Regarding wing wiring, I can't imagine why any one would want to add connectors to it! How many times are you going to remove and replace the fully wired wings??? Every connector pin adds 3 more joints to the wiring! Being an ex spacecraft chap, we avoided connectors like the plague! Just another source of un-reliability! With the wiring conduit placed where I have it, it penetrates the fuselage skin behind the aileron push-rods,out of the way, and the seat skins have matching holes for sections of the same conduit between them. Splicing of the left and right wing wiring for landing and navigation lights and the supplies from the panel are done under the sloping part of the seat skins between the innermost rib and the next outboard rib. Also, as I have my Whelen 3 strobe power supply under the seat skins, the shielded cables are run right through from the wings and tail and spliced to the Whelen connector pig-tails in the space between adjacent ribs on the opposite side of center to where the other splices are. The cable shields are spliced together and grounded to the power supply at a single point. No detected noise from any of that wiring! I don't like butt-splices, (can't inspect the crimp!), so I use cap-splices with their skirt trimmed off. The wires are twisted together and soldered, the cap lightly crimped-on and shrink-tubing applied over the cap and wires going into it. Works great, and my Final Inspector loved the method I used. Cheers!!------Happy New Year!!-------Henry Hore ________________________________________________________________________________
Date: Dec 29, 2002
From: Jim Oke <wjoke(at)shaw.ca>
Subject: Re: Rv8 wing conduit routing---and wiring connectors
I would second all of Henry's comments below and add a few more. - I used flexible polyethylene tubing about 3/8" dia in my wing (RV-6) positioned about as Henry suggests. This stuff is very light, inexpensive, and the flexibility helps when putting it in place. It is nice and "slippery" so feeding the wires through is easy. I drilled holes in the ribs that were a snug fit for the tube - its not going anywhere and there was no need for proseal or whatever to hold it in place. Think ahead to the number and size of conductors you will want to have and size the tubing accordingly. - When the wings are installed there is not much room between the root rib and fuselage side so do some measurements and try and have the wiring entrance to the fuselage line up with the exit from the wing. Avoids joggles and extra bends in the wiring. - Inside the fuselage, I used a few more feet of the same tube to pass the wire through the seat ribs. Good support, no need for grommets, etc. Note: It is much easier to drill the holes in the seat ribs before assembly and not afterwards! - An even better alternative might be to leave the tubing in the wings an extra three feet long and feed it directly into the fuselage seta ribs when putting the wings on. A bit of extra work when putting the wings on but provides a ideal path for the wiring from whatever terminal block arrangement you use all the way to the wingtips. Jim Oke RV-6A Winnipeg, MB ----- Original Message ----- From: "Elsa & Henry" <elsa-henry@darlor-watch.com> Subject: Re: RV-List: Rv8 wing conduit routing---and wiring connectors <elsa-henry@darlor-watch.com> > > Hi Norman and other Listers on the subject, > I don't know how the RV8 wing differs from the -6 wing, but I used a 5/8" > o.d. PVC tube to run the wing wiring through. I certainly did not like the > way Van's shows the routing in the manual photos, (in my old manual, vintage > 1995), with the wires close to rivet heads, rib bolts, etc, potential > chafers. So I drilled 5/8" dia. holes through all the main ribs, (centered > between adjacent skin rivet holes), between the front and second lightening > holes of the rib's webs. They are located about 1" up from the bottom skins. > This positions the conduit just aft of the joggle in the skin for the > aileron bell-crank access panel. If later I want to install a heated > pitot-tube, the wire can easily be added to the conduit. > > Regarding wing wiring, I can't imagine why any one would want to add > connectors to it! How many times are you going to remove and replace the > fully wired wings??? Every connector pin adds 3 more joints to the wiring! > Being an ex spacecraft chap, we avoided connectors like the plague! Just > another source of un-reliability! With the wiring conduit placed where I > have it, it penetrates the fuselage skin behind the aileron push-rods,out of > the way, and the seat skins have matching holes for sections of the same > conduit between them. Splicing of the left and right wing wiring for landing > and navigation lights and the supplies from the panel are done under the > sloping part of the seat skins between the innermost rib and the next > outboard rib. Also, as I have my Whelen 3 strobe power supply under the seat > skins, the shielded cables are run right through from the wings and tail and > spliced to the Whelen connector pig-tails in the space between adjacent ribs > on the opposite side of center to where the other splices are. The cable > shields are spliced together and grounded to the power supply at a single > point. No detected noise from any of that wiring! > > I don't like butt-splices, (can't inspect the crimp!), so I use cap-splices > with their skirt trimmed off. The wires are twisted together and soldered, > the cap lightly crimped-on and shrink-tubing applied over the cap and wires > going into it. Works great, and my Final Inspector loved the method I used. > > Cheers!!------Happy New Year!!-------Henry Hore > > ________________________________________________________________________________
From: "Donald Mei" <don_mei(at)hotmail.com>
Subject: Wingtip HID lights for LESS
Date: Dec 29, 2002
Listers, do you crave HID lighting? I do. I understand that it can't be "wig wagged". But if you want it listen up. This will be short on details because I'm trying to get out to go flying, but will post more later. A good friend of mine has a Cherokee 140. He wanted to upgrade his landing lights, so he purchased a set of RMD hornier wing tips with standard Par type landing lights. About the same time, he purchased a set of HID driving lights from JC whitney for his car. When he was looking at them, he realized, hey they might fit in the RMD tips. Well, when he split the clamshell case of the lights and put one half on the front opening of the hole in the wingtip intended for the Par type lights, and put the back part of the case on the other side of the fiberglass bulkhead, they fit perfectly. When he screwed the two halves together, they were securely fastened to the wing tips with no modifications to the tips. Curious he called J.C. Whitney and got the name of the manufacturer of the lights. He contacted them and they said that there was no reason they wouldn't work in an airplane. Then the guy said, oh wait, I think we sell lights to a guy, . . wait, I think his name is Lopresti or something like that??!!!! So here is the idea $499 for a set of 2 from J.C. Whitney. I bet RMD would sell you the rv tip light kit for less without the lights and all the hardware. So, somewhere around $800 for 2 HID wingtip lights. This is going long and I want to fly now, but will research part numbers, etc if anyone is interested. Oh yeah, my friend is a radio guy, his business is integrating and installing radios in public safety vehicles. He did his normal testing and found no noise issues. He eventuallygot it all approved on a 337 form and the plane is probablythe only Cherokee (a 140 none the less) with Dual HIDs. Granted, no wig wag, but You can see him coming from 20 miles out. Very cool. By the way, he has experienced the RV magic and is eagerly awaiting the '10. Don Mei We tested them on the ground and the difference was MIND BOGGLING. At least 5 times brighter than the Par type landing light and at 30 Watts a side. Americans used to roar like lions for liberty: Now they bleat like sheep for security Norman Vincent Peale STOP MORE SPAM with the new MSN 8 and get 3 months FREE*. http://www.hotmail.msn.com/cgi-bin/getmsg&HL=1216hotmailtaglines_stopmorespam_3mf ________________________________________________________________________________
From: "Bob Hassel" <bob@hassel-usa.com>
Subject: Wingtip HID lights for LESS
Date: Dec 29, 2002
I'd like to know more! DNA Bob Hassel -----Original Message----- From: owner-rv-list-server(at)matronics.com [mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Donald Mei Subject: RV-List: Wingtip HID lights for LESS Listers, do you crave HID lighting? I do. I understand that it can't be "wig wagged". But if you want it listen up. This will be short on details because I'm trying to get out to go flying, but will post more later. A good friend of mine has a Cherokee 140. He wanted to upgrade his landing lights, so he purchased a set of RMD hornier wing tips with standard Par type landing lights. About the same time, he purchased a set of HID driving lights from JC whitney for his car. When he was looking at them, he realized, hey they might fit in the RMD tips. Well, when he split the clamshell case of the lights and put one half on the front opening of the hole in the wingtip intended for the Par type lights, and put the back part of the case on the other side of the fiberglass bulkhead, they fit perfectly. When he screwed the two halves together, they were securely fastened to the wing tips with no modifications to the tips. Curious he called J.C. Whitney and got the name of the manufacturer of the lights. He contacted them and they said that there was no reason they wouldn't work in an airplane. Then the guy said, oh wait, I think we sell lights to a guy, . . wait, I think his name is Lopresti or something like that??!!!! So here is the idea $499 for a set of 2 from J.C. Whitney. I bet RMD would sell you the rv tip light kit for less without the lights and all the hardware. So, somewhere around $800 for 2 HID wingtip lights. This is going long and I want to fly now, but will research part numbers, etc if anyone is interested. Oh yeah, my friend is a radio guy, his business is integrating and installing radios in public safety vehicles. He did his normal testing and found no noise issues. He eventuallygot it all approved on a 337 form and the plane is probablythe only Cherokee (a 140 none the less) with Dual HIDs. Granted, no wig wag, but You can see him coming from 20 miles out. Very cool. By the way, he has experienced the RV magic and is eagerly awaiting the '10. Don Mei We tested them on the ground and the difference was MIND BOGGLING. At least 5 times brighter than the Par type landing light and at 30 Watts a side. Americans used to roar like lions for liberty: Now they bleat like sheep for security Norman Vincent Peale STOP MORE SPAM with the new MSN 8 and get 3 months FREE*. http://www.hotmail.msn.com/cgi-bin/getmsg&HL=1216hotmailtaglines_stopmorespa m_3mf ________________________________________________________________________________
From: "Al Karpinski" <karpinski(at)baldcom.net>
Subject: Using 5/8 wave radio antenna vs 1/4 wave...
Date: Dec 29, 2002
First.. All this talk of wiring in the wings has been very timly and helpful.. Given a RV8-QB wings and fuss arrived 12/23 !! Nice ! *************************** Here is my inputs... I ran the three wire shielded strobe thru the standard plastic grommeted locations.. And than ran two thin wall 3/8 ID tygon tubing thru the little opening right between the main spar and the ribs.. Nice tight fit for the tubing.. and real nice to slide wires thru..... !! keeping everything away from the strobe lines too... Just in case... One of the 3/8"ID's .. I use #14 for the Nav lights..With room for 2 or 4 more wires) The other 3/8" ID tygon tube I ran the a RG-58 antenna wire... Speaking of antenna's... :? ****************************************** I have given the archives a look.. but see nothing on the subject of 5/8 Wave antenna's ? Looks like everyone who uses wing tip antennas use the 1/4 Wave design ..about 22" long Anyone out there fab a 5/8 wave antenna for the wing tips.. ?? My rusty calculations... from my ham radio days... show a 5/8 bottom loaded antenna would be about 69" long..( 127mhz) Which would just fit inside the fiberglass tips.. :>! Would have the shape of an "L".. and have some gain .. but might be even more plagged by the "Shadow" effects of the wings... Anyone ever try fabing a 5/8 wave ? or know why I should not give it a try.. ?? **************************** Al Karpinski RV8QB Central NY ! ________________________________________________________________________________
Date: Dec 29, 2002
Subject: [ Henry Hore ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Poster: Henry Hore <elsa-henry@darlor-watch.com> Subject: RV6-A Tip-up Canopy Stiffener http://www.matronics.com/photoshare/elsa-henry@darlor-watch.com.12.29.2002/index.html -------------------------------------------- o EMAIL LIST PHOTO SHARE Share your files and photos with other List members simply by emailing the files to: pictures(at)matronics.com Please view the typical Share above and include the Description Text Fields as shown along with your submission of files and photos. o Main Photo Share Index: http://www.matronics.com/photoshare -------------------------------------------- ________________________________________________________________________________
Date: Dec 29, 2002
From: Jerry Springer <jsflyrv(at)earthlink.net>
Subject: Re: [ Henry Hore ] : New Email List Photo Share Available!
Email List Photo Shares wrote: > > > A new Email List Photo Share is available: > > Poster: Henry Hore <elsa-henry@darlor-watch.com> > > > Subject: RV6-A Tip-up Canopy Stiffener > > http://www.matronics.com/photoshare/elsa-henry@darlor-watch.com.12.29.2002/index.html > > Henry that looks like a good way to stiffen your canopy frame. While looking at your pictures I noticed your gas struts, I think that you would find that they well work much better if you turn them end for end and have the barrel part of the strut on the top. IMO Jerry ________________________________________________________________________________
Date: Dec 29, 2002
From: David Lundquist <lundquist(at)ieee.org>
Subject: Re: Using 5/8 wave radio antenna vs 1/4 wave...
Al, I'm not necessarily the expert here, but that's never stopped me before... A 5/8 wave antenna produces gain perpendicular to the antenna and lower radiated power perpendicular to the antenna. Just the thing you want for ham 2m mobile. In an airplane it might help if you it were pointed straight up or down, but clearly inside the tips it won't be. Oriented horizontally it will be a wash. You'll get better reception to the sides and worse front and back. Dave Lundquist RV-6 wings ----- Original Message ----- From: "Al Karpinski" <karpinski(at)baldcom.net> Subject: RV-List: Using 5/8 wave radio antenna vs 1/4 wave... > > > First.. > > All this talk of wiring in the wings has been very timly and helpful.. > > Given a RV8-QB wings and fuss arrived 12/23 !! Nice ! > > *************************** > > Here is my inputs... > > I ran the three wire shielded strobe thru the standard plastic grommeted > locations.. > > And than ran two thin wall 3/8 ID tygon tubing thru the little opening > right between the main spar and the ribs.. Nice tight fit for the tubing.. > and real nice to slide wires thru..... !! keeping everything away from the > strobe lines too... Just in case... > > One of the 3/8"ID's .. I use #14 for the Nav lights..With room for 2 or 4 > more wires) > > The other 3/8" ID tygon tube I ran the a RG-58 antenna wire... > > Speaking of antenna's... :? > > ****************************************** > > I have given the archives a look.. but see nothing on the subject of 5/8 > Wave antenna's ? > > Looks like everyone who uses wing tip antennas use the 1/4 Wave design > ..about 22" long > > Anyone out there fab a 5/8 wave antenna for the wing tips.. ?? > > My rusty calculations... from my ham radio days... show a 5/8 bottom loaded > antenna would be about 69" long..( 127mhz) Which would just fit inside > the fiberglass tips.. :>! Would have the shape of an "L".. and have some > gain .. but might be even more plagged by the "Shadow" effects of the > wings... > > Anyone ever try fabing a 5/8 wave ? or know why I should not give it a > try.. ?? > > **************************** > > > Al Karpinski > RV8QB > Central NY ! > > ________________________________________________________________________________
From: "Norman" <nhunger(at)sprint.ca>
Subject: Re: 1 1/2" Beauty Ring
Date: Dec 29, 2002
> Alternatively you could, if you don't mind plastic, go to a hardware > store and look for cable holes for desks, they come in various diameters. > > they are normally used for routing computer cables etc. through desktops. Thanks all. I went to Home Depot and scored a couple of shower drains. I'll cut them down to just the rings and paint them black. They should do just fine. Norman Hunger RV6A Delta BC ________________________________________________________________________________
Date: Dec 29, 2002
From: Dan Reeves <reevesfamily(at)comcast.net>
Subject: rear spar flange and rib dimple/countersink question.
I had the same question and ended up match drilling, deburring, and dimpling these holes prior to riveting the rear spar to the main ribs. Dan Reeves 7A - Riveting Left Top Main Skins N516DR reserved -----Original Message----- From: owner-rv-list-server(at)matronics.com [mailto:owner-rv-list-server(at)matronics.com]On Behalf Of lucky macy Subject: RV-List: rear spar flange and rib dimple/countersink question. On the wing's rear spar (707A), where each main rib intersects the spar's bottom flange for one rivet hole, while the ribs/spars are still only cleco'd together, are we supposed to match drill and dimple the flange and rib hole before riveting the ribs to the back and front of each rib to the spars? Or are we supposed to countersink the rear flange only and leave the rib? I can't find a detailed drawing for this area. If anyone knows what I'm referring to, please clue me in to the drawing. lucky ________________________________________________________________________________
From: "Elsa & Henry" <elsa-henry@darlor-watch.com>
Subject: Re: Wing root fairings...in finish kit?---when to drill?
Date: Dec 29, 2002
Hi Dan, Listers, Saw postings on subject and thought I would add my 2 Bits worth (RV6, 6A): To start with, the WRF's are in the finish kit and you'll find that they are basically trimmed but not a usable fit as supplied.(Not mine anyway). So you'll have to trim them to follow your particular fuselage contour. But FIRST, you have to have the wings installed and rigged so there is no forward or rearward sweep, perfectly perpendicular to the direction of forward flight and the angle of incidence set correctly! then when you are satisfied with all of the above, drill that pesky 5/16" hole for the rear spar attach-bolt! THEN and only then is the time to drill the WRF's, otherwise the gap between the trimmed WRF and the fuselage side will not be correct if you vary the rig of the wing later. I had a perplexing experience trying to set the wing's sweep. I could not get the darned things in to prevent a forward sweep of 1/4'' (tip to root), both wings the same! After much heaving and coaxing to get it right and not succeeding, I found the problem: The forward tang of the rear spar attach clevis (F605-B) was butting against the flange of the root rib (W610) where it is riveted to wing's rear spar. Had to remove both wings and trim-off 1/16" of that tang to allow proper insertion of the wings with zero sweep--both sides! A good trick to drill the WRF attach holes in the right place is to mark some lines 1" apart on the wing skin, measured from the center of the flange where the plate-nuts will go.Then the WRF can be laid in place and back-measured from the nearest visible line. The WRF should be trimmed so that the initial gap will not be greater than 3/16", as I found THAT is the best gap to have so that the "h" shaped weather-strip supplied in the kit makes a nice fit. Once all the holes have been drilled (#30) and the WRF clecoed in place, it's easy to scribe the final trimline using a 3/16" spacer. Cheers!! ---Henry Hore ________________________________________________________________________________
From: "Scott Johnson" <scottjohnson345(at)attbi.com>
Subject: RV8A kit past quickbuilt stage for sale or trade ...
Date: Dec 29, 2002
I have an RV8A past the quickbuilt stage available for sale or trade. I have the complete kit as sold by Vans. It is my second RV, the first one has been flying a number of years. Beautiful craftsmanship ... I am asking $16,500. or Would consider trade for: 1.) Newer Harley 2.) Challenger ultralight kit ... Pictures of this plane can be seen at: http://www.geocities.com/dan_s_johnson/RV8A/index.html ________________________________________________________________________________
From: "Dan Checkoway" <dan(at)rvproject.com>
Subject: Re: rear spar flange and rib dimple/countersink question.
Date: Dec 29, 2002
Don't forget to trim the inboard ends of the rear wing spars now when it's convenient. It's really no big deal to trim them after the wings are complete (just did that the other day: http://www.rvproject.com/20021227.html), but you may as well make it easier on yourself and do it now on the bench. If you don't have the fuselage drawing that outlines the trim dimensions, let me know and I'll take a digital photo. )_( Dan RV-7 N714D (fuselage) http://www.rvproject.com ----- Original Message ----- From: "Dan Reeves" <reevesfamily(at)comcast.net> Subject: RE: RV-List: rear spar flange and rib dimple/countersink question. > > I had the same question and ended up match drilling, deburring, and dimpling > these holes prior to riveting the rear spar to the main ribs. > > Dan Reeves > 7A - Riveting Left Top Main Skins > N516DR reserved > > -----Original Message----- > From: owner-rv-list-server(at)matronics.com > [mailto:owner-rv-list-server(at)matronics.com]On Behalf Of lucky macy > To: rv8list rv8list; rv-list > Subject: RV-List: rear spar flange and rib dimple/countersink question. > > > On the wing's rear spar (707A), where each main rib intersects the spar's > bottom flange for one rivet hole, while the ribs/spars are still only > cleco'd together, are we supposed to match drill and dimple the flange and > rib hole before riveting the ribs to the back and front of each rib to the > spars? > > Or are we supposed to countersink the rear flange only and leave the rib? > > I can't find a detailed drawing for this area. If anyone knows what I'm > referring to, please clue me in to the drawing. > > lucky > > ________________________________________________________________________________
From: "Elsa & Henry" <elsa-henry@darlor-watch.com>
Subject: Re: [ Henry Hore ] : New Email List Photo Share Available! Tip-up
canopy stiffener.
Date: Dec 29, 2002
Thanks, Jerry, I'll try it in the Spring when I awake from my "hibernation" (Too cold to go out to my unheated hangar now, in CYCC, Cornwall, Ontario. Actually, when I got the gas struts from Van's way back when, there was a photo included in the kit which shows a woman working on seat cushions, with pictures of their installation showing the struts installed as I did. The instructions that came with the kit concluded with the writer (referring to the fiberglass fill in the frame channel) saying "---he wished he could reinforce the frame with metal but hadn't figured out how---" Having seen some rather untidy work here on other RV's, I took the challenge and made what is in the photo. I used .025 aluminum gleaned from the rear window cut-out. When I clecoed the three pieces to the drilled frame parts and tried the mod. on the fuselage it really stiffened-up the frame, but I noticed some differential bowing between the side plates and the center plate at the gaps where the "J" hinge hooks go. So I put those caps over them which really made everything much stiffer.Worked great! I promptly sent photos and descriptions to Van's (Tom Green) in march 1998, of what I had done, but never got any acknowledgement. (fair enough, I suppose when you consider all the mail they must get) But I was rather P----d off when I received the third issue of the 2001 RVator (pg 13) showing off what I had reported to Van's 3 years earlier! In a subsequent discussion with Tom, he said that their mod really didn't work well but they were being pestered by would-be buyers of the kit, so decided to sell it anyway!-- I discussed with him the reasons why their mod probably didn't work well,---lightening holes, no caps over "J" hinges,etc.and that is where I left it! Now I read postings of users of the mod and seem to be happy with it. I would like to find out details of the skins that are used, purely from an interest point of view, to see what is different from the photo in the RVator which according to Tom did not work well at that time. Any volunteers? Cheers!!----Happy New Year-----Henry Hore ________________________________________________________________________________
From: "James E. Clark" <jclark(at)conterra.com>
Subject: Random (engine??) "POP" noise ... HELP request
Date: Dec 30, 2002
This is an appeal to the list for help in solving a mystery .... My partner (Patty) and I have an RV6 with a carbureted O-320 (B2B), that has a strange "quirk". From time to time we hear a "pop"/"pup"/"pup-pup" sound that *sounds* like it could be: a small backfire -or- a single misfire -or- metal oilcanning somewhere -or- something slipping and banging into something under the cowl -or- something somewhere else ??? We have no idea what the real deal is and when we removed the cowl last, we saw nothing askance. When we inspect the airframe we find nothing so far. When it happens we *seem* to continue maintaining full power (it is over quickly). For a while it *appeared* to happen only during climbout (interestingly enough only when I was flying at first :-) ) It also seemed to happen once and be over. It has now happened in LEVEL flight It has now happened during "pull-up" from level flight It has now happened with BOTH of us in the plane It has now happened more than once during a flight It has now happened more than once during a climbout Everything else seems just fine with the plane. Hummed beautifully to Florida and back yesterday. Any tips? Suggestions? Wild ideas to look into? Similar experiences? Source of foo-foo dust to exorcise this demon?? James N996PJ (45+ hours) "If you don't make dust, you eat dust" ________________________________________________________________________________
From: "Alex Peterson" <alexpeterson(at)usjet.net>
Subject: Random (engine??) "POP" noise ... HELP request
Date: Dec 30, 2002
Just a real off-chance guess: I heard someone else describe something similar when their wing root fairing gasket was loose at the aft end and banging the fuselage.... Alex Peterson Maple Grove, MN RV6-A N66AP 247 hours www.usfamily.net/web/alexpeterson > -----Original Message----- > From: owner-rv-list-server(at)matronics.com > [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of > James E. Clark > Sent: Monday, December 30, 2002 12:18 AM > To: Rv-List(at)Matronics.Com > Subject: RV-List: Random (engine??) "POP" noise ... HELP request > > > > This is an appeal to the list for help in solving a mystery .... > > > My partner (Patty) and I have an RV6 with a carbureted O-320 > (B2B), that has a strange "quirk". > > From time to time we hear a "pop"/"pup"/"pup-pup" sound that > *sounds* like it could be: > > a small backfire -or- > a single misfire -or- > metal oilcanning somewhere -or- > something slipping and banging into something under the cowl > -or- something somewhere else ??? > > We have no idea what the real deal is and when we removed the > cowl last, we saw nothing askance. When we inspect the > airframe we find nothing so far. > > When it happens we *seem* to continue maintaining full power > (it is over quickly). For a while it *appeared* to happen > only during climbout (interestingly enough only when I was > flying at first :-) ) It also seemed to happen once and be over. > > It has now happened in LEVEL flight > It has now happened during "pull-up" from level flight > It has now happened with BOTH of us in the plane > It has now happened more than once during a flight > It has now happened more than once during a climbout > > Everything else seems just fine with the plane. Hummed > beautifully to Florida and back yesterday. > > Any tips? Suggestions? Wild ideas to look into? Similar > experiences? Source of foo-foo dust to exorcise this demon?? > > James > N996PJ (45+ hours) > > > "If you don't make dust, you eat dust" > > > ========== > ========= > Matronics Forums. > ========= > List members. > ========= > ========= > > > > > ________________________________________________________________________________
From: "James E. Clark" <jclark(at)conterra.com>
Subject: Random (engine??) "POP" noise ... HELP request (MORE INFO)
Date: Dec 30, 2002
Should have included the following info in original post: Ignition: One mag, one Jeff Rose/ElectroAir Engine: <50 hours since overhaul Engine: B2B at 160 HP Carb: standard, no modification of jets James > -----Original Message----- > From: owner-rv-list-server(at)matronics.com > [mailto:owner-rv-list-server(at)matronics.com]On Behalf Of James E. Clark > Sent: Monday, December 30, 2002 1:18 AM > To: Rv-List(at)Matronics.Com > Subject: RV-List: Random (engine??) "POP" noise ... HELP request > > > > This is an appeal to the list for help in solving a mystery .... > > > My partner (Patty) and I have an RV6 with a carbureted O-320 > (B2B), that has > a strange "quirk". > > >From time to time we hear a "pop"/"pup"/"pup-pup" sound that > *sounds* like > it could be: > > a small backfire -or- > a single misfire -or- > metal oilcanning somewhere -or- > something slipping and banging into something under the cowl -or- > something somewhere else ??? > > We have no idea what the real deal is and when we removed the > cowl last, we > saw nothing askance. > When we inspect the airframe we find nothing so far. > > When it happens we *seem* to continue maintaining full power (it is over > quickly). > For a while it *appeared* to happen only during climbout (interestingly > enough only when I was flying at first :-) ) > It also seemed to happen once and be over. > > It has now happened in LEVEL flight > It has now happened during "pull-up" from level flight > It has now happened with BOTH of us in the plane > It has now happened more than once during a flight > It has now happened more than once during a climbout > > Everything else seems just fine with the plane. Hummed beautifully to > Florida and back yesterday. > > Any tips? Suggestions? Wild ideas to look into? Similar > experiences? Source > of foo-foo dust to exorcise this demon?? > > James > N996PJ (45+ hours) > > > "If you don't make dust, you eat dust" > > > > > > ________________________________________________________________________________
From: "James E. Clark" <jclark(at)conterra.com>
Subject: Random (engine??) "POP" noise ... HELP request
Date: Dec 30, 2002
Thanks. We think we had that too and Patty "lubricated" the rubber gasket and that *different* noise seems to have gone away. It was more of a metal bang. Seemed to ONLY occur during takeoff, presumbably as the wing was unloaded from the flex of liftoff. It seems that if you make that fairing and gasket fit REALLY snug on the ground, you will have the possibility of that happening. Keep those off-chance guesses coming!! James > -----Original Message----- > From: owner-rv-list-server(at)matronics.com > [mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Alex Peterson > Sent: Monday, December 30, 2002 8:58 AM > To: rv-list(at)matronics.com > Subject: RE: RV-List: Random (engine??) "POP" noise ... HELP request > > > Just a real off-chance guess: I heard someone else describe something > similar when their wing root fairing gasket was loose at the aft end and > banging the fuselage.... > > Alex Peterson > Maple Grove, MN > RV6-A N66AP 247 hours > www.usfamily.net/web/alexpeterson > > > > -----Original Message----- > > From: owner-rv-list-server(at)matronics.com > > [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of > > James E. Clark > > Sent: Monday, December 30, 2002 12:18 AM > > To: Rv-List(at)Matronics.Com > > Subject: RV-List: Random (engine??) "POP" noise ... HELP request > > > > > > > > This is an appeal to the list for help in solving a mystery .... > > > > > > My partner (Patty) and I have an RV6 with a carbureted O-320 > > (B2B), that has a strange "quirk". > > > > From time to time we hear a "pop"/"pup"/"pup-pup" sound that > > *sounds* like it could be: > > > > a small backfire -or- > > a single misfire -or- > > metal oilcanning somewhere -or- > > something slipping and banging into something under the cowl > > -or- something somewhere else ??? > > > > We have no idea what the real deal is and when we removed the > > cowl last, we saw nothing askance. When we inspect the > > airframe we find nothing so far. > > > > When it happens we *seem* to continue maintaining full power > > (it is over quickly). For a while it *appeared* to happen > > only during climbout (interestingly enough only when I was > > flying at first :-) ) It also seemed to happen once and be over. > > > > It has now happened in LEVEL flight > > It has now happened during "pull-up" from level flight > > It has now happened with BOTH of us in the plane > > It has now happened more than once during a flight > > It has now happened more than once during a climbout > > > > Everything else seems just fine with the plane. Hummed > > beautifully to Florida and back yesterday. > > > > Any tips? Suggestions? Wild ideas to look into? Similar > > experiences? Source of foo-foo dust to exorcise this demon?? > > > > James > > N996PJ (45+ hours) > > > > > > "If you don't make dust, you eat dust" > > > > > > ========== > > ========= > > Matronics Forums. > > ========= > > List members. > > ========= > > ========= > > > > > > > > > > > > ________________________________________________________________________________
From: "RV6 Flyer" <rv6_flyer(at)hotmail.com>
Subject: Random (engine??) "POP" noise ... HELP request (MORE INFO)
Date: Dec 30, 2002
----Original Message Follows---- From: "James E. Clark" <jclark(at)conterra.com> Subject: RE: RV-List: Random (engine??) "POP" noise ... HELP request (MORE INFO) Date: Mon, 30 Dec 2002 09:13:17 -0500 Should have included the following info in original post: Ignition: One mag, one Jeff Rose/ElectroAir Engine: <50 hours since overhaul Engine: B2B at 160 HP Carb: standard, no modification of jets James > -----Original Message----- > From: owner-rv-list-server(at)matronics.com > [mailto:owner-rv-list-server(at)matronics.com]On Behalf Of James E. Clark > Sent: Monday, December 30, 2002 1:18 AM > To: Rv-List(at)Matronics.Com > Subject: RV-List: Random (engine??) "POP" noise ... HELP request > > > > This is an appeal to the list for help in solving a mystery .... > > > My partner (Patty) and I have an RV6 with a carbureted O-320 > (B2B), that has > a strange "quirk". > > >From time to time we hear a "pop"/"pup"/"pup-pup" sound that > *sounds* like > it could be: > > a small backfire -or- > a single misfire -or- > metal oilcanning somewhere -or- > something slipping and banging into something under the cowl -or- > something somewhere else ??? > > We have no idea what the real deal is and when we removed the > cowl last, we > saw nothing askance. > When we inspect the airframe we find nothing so far. > > When it happens we *seem* to continue maintaining full power (it is over > quickly). > For a while it *appeared* to happen only during climbout (interestingly > enough only when I was flying at first :-) ) > It also seemed to happen once and be over. > > It has now happened in LEVEL flight > It has now happened during "pull-up" from level flight > It has now happened with BOTH of us in the plane > It has now happened more than once during a flight > It has now happened more than once during a climbout > > Everything else seems just fine with the plane. Hummed beautifully to > Florida and back yesterday. > > Any tips? Suggestions? Wild ideas to look into? Similar > experiences? Source > of foo-foo dust to exorcise this demon?? > > James > N996PJ (45+ hours) > > > "If you don't make dust, you eat dust" > James: I have an O-320 B2B 1961 vintage Narrow Deck installed in my airplane. It was rebuilt to new specs before going into the RV. It has over 4,500 TT since new. I converted it to Constant Speed prop at rebuild. The only time I get popping sound is when the throttle is moved to idle at speed. This would be backfiring. I have the origional M-S carb. Think it is a MA3SPA or MA4SPA. No rejetting on it. I was not able to get the idle mixture set properly till around 40 hours when the engine was broke in. Not sure what the sound is that you are hearing with power. The only thing that I have heard with power on would be the rubber molding at the fuselage. It needs to be glued on or have an EXTREMELY tight fit to keep it from slapping the airplane. Gary A. Sobek "My Sanity" RV-6 N157GS O-320 Hartzell, 1,225 + Flying Hours So. CA, USA http://SoCAL_WVAF.rvproject.com http://www.hotmail.msn.com/cgi-bin/getmsg&HL=1216hotmailtaglines_addphotos_3mf ________________________________________________________________________________
From: "Steve J Hurlbut" <sjhdcl(at)kingston.net>
Subject: Re: Random (engine??) "POP" noise ... HELP request
Date: Dec 30, 2002
I've seen this 'popping sound before on RV6. Not sure if its the same thing as yours. This one was very quiet but still noticeable. Turned out it was the bottom skin just aft of bulkhead 607. I'm not sure if that number is correct but its the skin just aft of where the elevator bell crank and bell crank rib are located. There is no stiffeners or ribs on the floor in that area. Problem was solved by gluing some rigid foam lengthwise. You could also install a couple stiffeners. Maybe try laying under the plane and pushing up on the skin. Steve RV7A ----- Original Message ----- From: "James E. Clark" <jclark(at)conterra.com> Subject: RE: RV-List: Random (engine??) "POP" noise ... HELP request > > Thanks. > > We think we had that too and Patty "lubricated" the rubber gasket and that > *different* noise seems to have gone away. It was more of a metal bang. > Seemed to ONLY occur during takeoff, presumbably as the wing was unloaded > from the flex of liftoff. It seems that if you make that fairing and gasket > fit REALLY snug on the ground, you will have the possibility of that > happening. > > Keep those off-chance guesses coming!! > > > James > > > > -----Original Message----- > > From: owner-rv-list-server(at)matronics.com > > [mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Alex Peterson > > Sent: Monday, December 30, 2002 8:58 AM > > To: rv-list(at)matronics.com > > Subject: RE: RV-List: Random (engine??) "POP" noise ... HELP request > > > > > > > > Just a real off-chance guess: I heard someone else describe something > > similar when their wing root fairing gasket was loose at the aft end and > > banging the fuselage.... > > > > Alex Peterson > > Maple Grove, MN > > RV6-A N66AP 247 hours > > www.usfamily.net/web/alexpeterson > > > > > > > -----Original Message----- > > > From: owner-rv-list-server(at)matronics.com > > > [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of > > > James E. Clark > > > Sent: Monday, December 30, 2002 12:18 AM > > > To: Rv-List(at)Matronics.Com > > > Subject: RV-List: Random (engine??) "POP" noise ... HELP request > > > > > > > > > > > > This is an appeal to the list for help in solving a mystery .... > > > > > > > > > My partner (Patty) and I have an RV6 with a carbureted O-320 > > > (B2B), that has a strange "quirk". > > > > > > From time to time we hear a "pop"/"pup"/"pup-pup" sound that > > > *sounds* like it could be: > > > > > > a small backfire -or- > > > a single misfire -or- > > > metal oilcanning somewhere -or- > > > something slipping and banging into something under the cowl > > > -or- something somewhere else ??? > > > > > > We have no idea what the real deal is and when we removed the > > > cowl last, we saw nothing askance. When we inspect the > > > airframe we find nothing so far. > > > > > > When it happens we *seem* to continue maintaining full power > > > (it is over quickly). For a while it *appeared* to happen > > > only during climbout (interestingly enough only when I was > > > flying at first :-) ) It also seemed to happen once and be over. > > > > > > It has now happened in LEVEL flight > > > It has now happened during "pull-up" from level flight > > > It has now happened with BOTH of us in the plane > > > It has now happened more than once during a flight > > > It has now happened more than once during a climbout > > > > > > Everything else seems just fine with the plane. Hummed > > > beautifully to Florida and back yesterday. > > > > > > Any tips? Suggestions? Wild ideas to look into? Similar > > > experiences? Source of foo-foo dust to exorcise this demon?? > > > > > > James > > > N996PJ (45+ hours) > > > > > > > > > "If you don't make dust, you eat dust" > > > > > > > > > ========== > > > ========= > > > Matronics Forums. > > > ========= > > > List members. > > > ========= > > > ========= > > > > > > > > > > > > > > > > > > > > > ________________________________________________________________________________
From: "James E. Clark" <jclark(at)conterra.com>
Subject: Random (engine??) "POP" noise ... HELP request
Date: Dec 30, 2002
Hmmm. Must take a look at that. Thanks, James > -----Original Message----- > From: owner-rv-list-server(at)matronics.com > [mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Steve J Hurlbut > Sent: Monday, December 30, 2002 11:07 AM > To: rv-list(at)matronics.com > Subject: Re: RV-List: Random (engine??) "POP" noise ... HELP request > > > I've seen this 'popping sound before on RV6. Not sure if its the > same thing > as yours. > This one was very quiet but still noticeable. Turned out it was the bottom > skin > just aft of bulkhead 607. I'm not sure if that number is correct > but its the > skin just aft of where > the elevator bell crank and bell crank rib are located. There is no > stiffeners or ribs on the floor > in that area. Problem was solved by gluing some rigid foam lengthwise. You > could also install a > couple stiffeners. Maybe try laying under the plane and pushing up on the > skin. > > Steve > RV7A > > ----- Original Message ----- > From: "James E. Clark" <jclark(at)conterra.com> > To: > Subject: RE: RV-List: Random (engine??) "POP" noise ... HELP request > > > > > > Thanks. > > > > We think we had that too and Patty "lubricated" the rubber > gasket and that > > *different* noise seems to have gone away. It was more of a metal bang. > > Seemed to ONLY occur during takeoff, presumbably as the wing > was unloaded > > from the flex of liftoff. It seems that if you make that fairing and > gasket > > fit REALLY snug on the ground, you will have the possibility of that > > happening. > > > > Keep those off-chance guesses coming!! > > > > > > James > > > > > > > -----Original Message----- > > > From: owner-rv-list-server(at)matronics.com > > > [mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Alex Peterson > > > Sent: Monday, December 30, 2002 8:58 AM > > > To: rv-list(at)matronics.com > > > Subject: RE: RV-List: Random (engine??) "POP" noise ... HELP request > > > > > > > > > > > > > Just a real off-chance guess: I heard someone else describe something > > > similar when their wing root fairing gasket was loose at the > aft end and > > > banging the fuselage.... > > > > > > Alex Peterson > > > Maple Grove, MN > > > RV6-A N66AP 247 hours > > > www.usfamily.net/web/alexpeterson > > > > > > > > > > -----Original Message----- > > > > From: owner-rv-list-server(at)matronics.com > > > > [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of > > > > James E. Clark > > > > Sent: Monday, December 30, 2002 12:18 AM > > > > To: Rv-List(at)Matronics.Com > > > > Subject: RV-List: Random (engine??) "POP" noise ... HELP request > > > > > > > > > > > > > > > > > This is an appeal to the list for help in solving a mystery .... > > > > > > > > > > > > My partner (Patty) and I have an RV6 with a carbureted O-320 > > > > (B2B), that has a strange "quirk". > > > > > > > > From time to time we hear a "pop"/"pup"/"pup-pup" sound that > > > > *sounds* like it could be: > > > > > > > > a small backfire -or- > > > > a single misfire -or- > > > > metal oilcanning somewhere -or- > > > > something slipping and banging into something under the cowl > > > > -or- something somewhere else ??? > > > > > > > > We have no idea what the real deal is and when we removed the > > > > cowl last, we saw nothing askance. When we inspect the > > > > airframe we find nothing so far. > > > > > > > > When it happens we *seem* to continue maintaining full power > > > > (it is over quickly). For a while it *appeared* to happen > > > > only during climbout (interestingly enough only when I was > > > > flying at first :-) ) It also seemed to happen once and be over. > > > > > > > > It has now happened in LEVEL flight > > > > It has now happened during "pull-up" from level flight > > > > It has now happened with BOTH of us in the plane > > > > It has now happened more than once during a flight > > > > It has now happened more than once during a climbout > > > > > > > > Everything else seems just fine with the plane. Hummed > > > > beautifully to Florida and back yesterday. > > > > > > > > Any tips? Suggestions? Wild ideas to look into? Similar > > > > experiences? Source of foo-foo dust to exorcise this demon?? > > > > > > > > James > > > > N996PJ (45+ hours) > > > > > > > > > > > > "If you don't make dust, you eat dust" > > > > > > > > > > > > ========== > > > > ========= > > > > Matronics Forums. > > > > ========= > > > > List members. > > > > ========= > > > > ========= > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > ________________________________________________________________________________
From: SportAV8R(at)aol.com
Date: Dec 30, 2002
Subject: Re: Random (engine??) "POP" noise ... HELP request
In a message dated 12/30/2002 11:13:00 AM Eastern Standard Time, sjhdcl(at)kingston.net writes: > I've seen this 'popping sound before on RV6. Not sure if its the same thing > as yours. > This one was very quiet but still noticeable. Turned out it was the bottom > skin > just aft of bulkhead 607. I'm not sure if that number is correct but its > the > skin just aft of where > the elevator bell crank and bell crank rib are located. There is no > stiffeners or ribs on the floor > I've noticed similar and it is accentuated by the fact that the noise is just sufficient to break the squelch on my intercom, which allows a large imrush of ambient noise through the microphone into the headset, along with the "pop." Open the squelch (or remove the headset) and the actual "pops" are veery low intensity and don't have nearly the ringing quality that the intercom artifact causes. I've learned to ignore this noise for over 4 years now. Usually heard on climb-out at higher power settings. Bill B RV-6A 275 hrs ________________________________________________________________________________
From: Jerry2DT(at)aol.com
Date: Dec 30, 2002
Subject: Re: RV-paradise...
Thanks for that Ken, one of the best letters ever. Very inspiring to us ground-bound garage hounds... Jerry Cochran Wilsonville, OR RV6a/slaving away on the panel ________________________________________________________________________________
From: "Steve J Hurlbut" <sjhdcl(at)kingston.net>
Subject: Re: Random (engine??) "POP" noise ... HELP request
Date: Dec 30, 2002
We also placed rigid foam on the sides of the fuse around that area. The RV was almost 'ring' free. Good luck and let us know the problem and cure of its found. It will be a good one for the archives. Steve RV7A wiring ----- Original Message ----- From: "James E. Clark" <jclark(at)conterra.com> Subject: RE: RV-List: Random (engine??) "POP" noise ... HELP request > > Hmmm. > > Must take a look at that. > > Thanks, > > James > > > > -----Original Message----- > > From: owner-rv-list-server(at)matronics.com > > [mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Steve J Hurlbut > > Sent: Monday, December 30, 2002 11:07 AM > > To: rv-list(at)matronics.com > > Subject: Re: RV-List: Random (engine??) "POP" noise ... HELP request > > > > > > > > I've seen this 'popping sound before on RV6. Not sure if its the > > same thing > > as yours. > > This one was very quiet but still noticeable. Turned out it was the bottom > > skin > > just aft of bulkhead 607. I'm not sure if that number is correct > > but its the > > skin just aft of where > > the elevator bell crank and bell crank rib are located. There is no > > stiffeners or ribs on the floor > > in that area. Problem was solved by gluing some rigid foam lengthwise. You > > could also install a > > couple stiffeners. Maybe try laying under the plane and pushing up on the > > skin. > > > > Steve > > RV7A > > > > ----- Original Message ----- > > From: "James E. Clark" <jclark(at)conterra.com> > > To: > > Subject: RE: RV-List: Random (engine??) "POP" noise ... HELP request > > > > > > > > > > Thanks. > > > > > > We think we had that too and Patty "lubricated" the rubber > > gasket and that > > > *different* noise seems to have gone away. It was more of a metal bang. > > > Seemed to ONLY occur during takeoff, presumbably as the wing > > was unloaded > > > from the flex of liftoff. It seems that if you make that fairing and > > gasket > > > fit REALLY snug on the ground, you will have the possibility of that > > > happening. > > > > > > Keep those off-chance guesses coming!! > > > > > > > > > James > > > > > > > > > > -----Original Message----- > > > > From: owner-rv-list-server(at)matronics.com > > > > [mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Alex Peterson > > > > Sent: Monday, December 30, 2002 8:58 AM > > > > To: rv-list(at)matronics.com > > > > Subject: RE: RV-List: Random (engine??) "POP" noise ... HELP request > > > > > > > > > > > > > > > > > > Just a real off-chance guess: I heard someone else describe something > > > > similar when their wing root fairing gasket was loose at the > > aft end and > > > > banging the fuselage.... > > > > > > > > Alex Peterson > > > > Maple Grove, MN > > > > RV6-A N66AP 247 hours > > > > www.usfamily.net/web/alexpeterson > > > > > > > > > > > > > -----Original Message----- > > > > > From: owner-rv-list-server(at)matronics.com > > > > > [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of > > > > > James E. Clark > > > > > Sent: Monday, December 30, 2002 12:18 AM > > > > > To: Rv-List(at)Matronics.Com > > > > > Subject: RV-List: Random (engine??) "POP" noise ... HELP request > > > > > > > > > > > > > > > > > > > > > > This is an appeal to the list for help in solving a mystery .... > > > > > > > > > > > > > > > My partner (Patty) and I have an RV6 with a carbureted O-320 > > > > > (B2B), that has a strange "quirk". > > > > > > > > > > From time to time we hear a "pop"/"pup"/"pup-pup" sound that > > > > > *sounds* like it could be: > > > > > > > > > > a small backfire -or- > > > > > a single misfire -or- > > > > > metal oilcanning somewhere -or- > > > > > something slipping and banging into something under the cowl > > > > > -or- something somewhere else ??? > > > > > > > > > > We have no idea what the real deal is and when we removed the > > > > > cowl last, we saw nothing askance. When we inspect the > > > > > airframe we find nothing so far. > > > > > > > > > > When it happens we *seem* to continue maintaining full power > > > > > (it is over quickly). For a while it *appeared* to happen > > > > > only during climbout (interestingly enough only when I was > > > > > flying at first :-) ) It also seemed to happen once and be over. > > > > > > > > > > It has now happened in LEVEL flight > > > > > It has now happened during "pull-up" from level flight > > > > > It has now happened with BOTH of us in the plane > > > > > It has now happened more than once during a flight > > > > > It has now happened more than once during a climbout > > > > > > > > > > Everything else seems just fine with the plane. Hummed > > > > > beautifully to Florida and back yesterday. > > > > > > > > > > Any tips? Suggestions? Wild ideas to look into? Similar > > > > > experiences? Source of foo-foo dust to exorcise this demon?? > > > > > > > > > > James > > > > > N996PJ (45+ hours) > > > > > > > > > > > > > > > "If you don't make dust, you eat dust" > > > > > > > > > > > > > > > ========== > > > > > ========= > > > > > Matronics Forums. > > > > > ========= > > > > > List members. > > > > > ========= > > > > > ========= > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > ________________________________________________________________________________
From: "Norman" <nhunger(at)sprint.ca>
Subject: Re: Random (engine??) "POP" noise ... HELP request
Date: Dec 30, 2002
> This one was very quiet but still noticeable. Turned out it was the bottom > skin > just aft of bulkhead 607. I'm not sure if that number is correct but its the > skin just aft of where > the elevator bell crank and bell crank rib are located. There is no > stiffeners or ribs on the floor > in that area. Problem was solved by gluing some rigid foam lengthwise. You > could also install a > couple stiffeners. There are some very good adhesive tapes available from auto body supply shops that are used to glue on body mouldings and door guard strips. They are double sided dense foam tape. They would be perfect for installing stiffners in completed aircraft. You could experiment very easily by making a stiffner out of some 025 scrap and sticking in that compartment. The key to having the tape work properly is to have the aircraft skin, the stiffner, and the tape at a very warm temperature BEFORE attempting to stick them together. Norman Hunger RV6A Delta BC ________________________________________________________________________________
Date: Dec 30, 2002
From: Ross Schlotthauer <rdschlotthauer(at)yahoo.com>
Subject: Re: Random (engine??) "POP" noise ... HELP request
I heard a similar noise when I took to $60,000 ride at vans in their blue RV-6A. I heard it several times during the flight and it was quite noticible. It startled me but I was didn't ask what it was. You might call Vans and ask if they know what causes that "oil can" sound. Ross Schlotthauer RV7 Fuse --- "James E. Clark" wrote: > > > This is an appeal to the list for help in solving a > mystery .... > > > My partner (Patty) and I have an RV6 with a > carbureted O-320 (B2B), that has > a strange "quirk". > > From time to time we hear a "pop"/"pup"/"pup-pup" > sound that *sounds* like > it could be: > > a small backfire -or- > a single misfire -or- > metal oilcanning somewhere -or- > something slipping and banging into something under > the cowl -or- > something somewhere else ??? > > We have no idea what the real deal is and when we > removed the cowl last, we > saw nothing askance. > When we inspect the airframe we find nothing so far. > > When it happens we *seem* to continue maintaining > full power (it is over > quickly). > For a while it *appeared* to happen only during > climbout (interestingly > enough only when I was flying at first :-) ) > It also seemed to happen once and be over. > > It has now happened in LEVEL flight > It has now happened during "pull-up" from level > flight > It has now happened with BOTH of us in the plane > It has now happened more than once during a flight > It has now happened more than once during a climbout > > Everything else seems just fine with the plane. > Hummed beautifully to > Florida and back yesterday. > > Any tips? Suggestions? Wild ideas to look into? > Similar experiences? Source > of foo-foo dust to exorcise this demon?? > > James > N996PJ (45+ hours) > > > "If you don't make dust, you eat dust" > > > > Click on the > this > generous > _-> > Contributions > any other > Forums. > > latest messages. > List members. > > http://www.matronics.com/subscription > http://www.matronics.com/FAQ/RV-List.htm > Digests:http://www.matronics.com/digest/rv-list > http://www.matronics.com/archives > http://www.matronics.com/photoshare > http://www.matronics.com/emaillists > > > > > ________________________________________________________________________________
From: "Jim Lane" <jlane(at)crosscountybank.com>
Subject: infinity grip wiring
Date: Dec 30, 2002
The archives tell me how to wire the flap switch to relays and flap motor, but I cannot find information on WHICH relays I need and how to wire them for ENGINE START, FUEL PUMP, and STROBES. Are you using the same type relays for these functions, and can you please help me with wiring instructions or schematics showing how to wire these switches. I am sure it would be of great help in wiring the stick grips if I could get it right the first time. I have the ACS keyed ignition switch and Van's wiring harness in the RV-8. If I can get the stick grips installed, I should be finished with the wiring so that I can rivet the top skin on and glass in the windshield. I really want to fly this thing soon. Thanks to all who are willing to share their knowledge and experience. Free Web Email & Filter Enhancements. http://www.freewebemail.com/filtertools/ ________________________________________________________________________________
From: "Eustace Bowhay" <ebowhay(at)jetstream.net>
Subject: Re: Random (engine??) "POP" noise ... HELP request (MORE INFO)
Date: Dec 30, 2002
I would what to make sure you don't have a sticking valve, When a valve hangs up and the engine fires on a partially open .valve it will blow into the induction system if it is an intake or make that popping noise if it is a exhaust valve Intake valves rarely give trouble as they are being cooled by the intake mixture. I would do a differential after landing while it is still hot just to make sure. This doesn't always pick it up as valve sticking seems associated with conditions of flight. I have had a wing fairing rubber seal come loose in flight, about eight inches from the flap forward, it beats against the side of fuselage but this is a continuous noise and the sound only changes with airspeed. Eustace Bowhay ----- Original Message ----- From: "RV6 Flyer" <rv6_flyer(at)hotmail.com> Subject: RE: RV-List: Random (engine??) "POP" noise ... HELP request (MORE INFO) > > ----Original Message Follows---- > From: "James E. Clark" <jclark(at)conterra.com> > To: > Subject: RE: RV-List: Random (engine??) "POP" noise ... HELP request (MORE > INFO) > Date: Mon, 30 Dec 2002 09:13:17 -0500 > > > Should have included the following info in original post: > > > Ignition: One mag, one Jeff Rose/ElectroAir > Engine: <50 hours since overhaul > > > Engine: B2B at 160 HP > Carb: standard, no modification of jets > > James > > > > -----Original Message----- > > From: owner-rv-list-server(at)matronics.com > > [mailto:owner-rv-list-server(at)matronics.com]On Behalf Of James E. Clark > > Sent: Monday, December 30, 2002 1:18 AM > > To: Rv-List(at)Matronics.Com > > Subject: RV-List: Random (engine??) "POP" noise ... HELP request > > > > > > > > This is an appeal to the list for help in solving a mystery .... > > > > > > My partner (Patty) and I have an RV6 with a carbureted O-320 > > (B2B), that has > > a strange "quirk". > > > > >From time to time we hear a "pop"/"pup"/"pup-pup" sound that > > *sounds* like > > it could be: > > > > a small backfire -or- > > a single misfire -or- > > metal oilcanning somewhere -or- > > something slipping and banging into something under the cowl -or- > > something somewhere else ??? > > > > We have no idea what the real deal is and when we removed the > > cowl last, we > > saw nothing askance. > > When we inspect the airframe we find nothing so far. > > > > When it happens we *seem* to continue maintaining full power (it is over > > quickly). > > For a while it *appeared* to happen only during climbout (interestingly > > enough only when I was flying at first :-) ) > > It also seemed to happen once and be over. > > > > It has now happened in LEVEL flight > > It has now happened during "pull-up" from level flight > > It has now happened with BOTH of us in the plane > > It has now happened more than once during a flight > > It has now happened more than once during a climbout > > > > Everything else seems just fine with the plane. Hummed beautifully to > > Florida and back yesterday. > > > > Any tips? Suggestions? Wild ideas to look into? Similar > > experiences? Source > > of foo-foo dust to exorcise this demon?? > > > > James > > N996PJ (45+ hours) > > > > > > "If you don't make dust, you eat dust" > > > > James: > > I have an O-320 B2B 1961 vintage Narrow Deck installed in my airplane. It > was rebuilt to new specs before going into the RV. It has over 4,500 TT > since new. I converted it to Constant Speed prop at rebuild. > > The only time I get popping sound is when the throttle is moved to idle at > speed. This would be backfiring. > > I have the origional M-S carb. Think it is a MA3SPA or MA4SPA. No > rejetting on it. I was not able to get the idle mixture set properly till > around 40 hours when the engine was broke in. > > Not sure what the sound is that you are hearing with power. The only thing > that I have heard with power on would be the rubber molding at the fuselage. > It needs to be glued on or have an EXTREMELY tight fit to keep it from > slapping the airplane. > > > Gary A. Sobek > "My Sanity" RV-6 N157GS O-320 Hartzell, > 1,225 + Flying Hours So. CA, USA > http://SoCAL_WVAF.rvproject.com > > http://www.hotmail.msn.com/cgi-bin/getmsg&HL=1216hotmailtaglines_addphotos_3 mf > > ________________________________________________________________________________
From: "Karen and Robert Brown" <bkbrown(at)wmca.net>
Subject: Re: Multi-pin wire connectors
Date: Dec 30, 2002
If we could find out who makes the connectors for the RC airplane business, we might be on to what Steve and I have been asking about, which is a plug for 6 or so conductors that could be used inside the control sticks (and as a trim wiring disconnect). I have looked around, and I know that they are not Deans, they are smaller than Deans by 50%. I KNOW I have seen these on someone's RV site, but I was not smart enough to realize how much trouble I would have finding them later on...The guy said he had found them at a supplier to the RC industry and that they were a special made item. I'll continue searching and will let the list know if/when I find these plugs. Bob RV7A-Fuselage ________________________________________________________________________________
From: Vanremog(at)aol.com
Date: Dec 30, 2002
Subject: Re: Battery Replacement
In a message dated 12/28/2002 1:49:13 PM Pacific Standard Time, randallh(at)attbi.com writes: > One thing I didn't see anybody address was the terminals -- I just swapped > my RG25XC (after 3 years/500 hrs) for a PC680. The terminals on the new > battery are different -- just female threaded in the battery and MS6 SS > pan-head hex drive screws. The RG25 has larger (1/4"?) posts. The Concorde RG-25 has M8 (.315") coarse female threads (with hex bolts) and the Odyssey PC680 has M6 (.236") coarse female threads (with button head screws). When switching from the RG-25 to the PC680, I didn't change the .312" ID terminal lugs on my battery cables to .250" ID. I just made some very short metal spacers to fill in the annular gap from stainless tubing I had laying around (.250" ID X .312" OD). Just make two of these about .030" shorter than the cable terminal lug is thick. This then allows for switching back and forth between different batteries in a pinch. -GV (RV-6A N1GV 586hrs) ________________________________________________________________________________
Date: Dec 30, 2002
From: Sam Buchanan <sbuc(at)hiwaay.net>
Subject: Re: Rv8 wing conduit routing---and wiring connectors
Elsa & Henry wrote: > > Regarding wing wiring, I can't imagine why any one would want to add > connectors to it! How many times are you going to remove and replace the > fully wired wings??? Every connector pin adds 3 more joints to the wiring! > Being an ex spacecraft chap, we avoided connectors like the plague! Just > another source of un-reliability! With the wiring conduit placed where I > have it, it penetrates the fuselage skin behind the aileron push-rods,out of > the way, and the seat skins have matching holes for sections of the same > conduit between them. Splicing of the left and right wing wiring for landing > and navigation lights and the supplies from the panel are done under the > sloping part of the seat skins between the innermost rib and the next > outboard rib. Also, as I have my Whelen 3 strobe power supply under the seat > skins, the shielded cables are run right through from the wings and tail and > spliced to the Whelen connector pig-tails in the space between adjacent ribs > on the opposite side of center to where the other splices are. The cable > shields are spliced together and grounded to the power supply at a single > point. No detected noise from any of that wiring! The method described above certainly seems like a workable scheme if you want to postpone all wiring until the wings are attached to the fuse. Since I wanted to complete all wiring while the plane was still in my shop at home (with wings detached) I elected to use Molex-type connectors at the wing roots (and yes, not only are they made out of cheap looking plastic.....they came from Radio Shack!!) I also made labels describing the connector pinouts and stuck them to the fuse inside the wing roots in case I ever need to trace the wiring. This meant I could apply voltage to the wiring system in the shop for a dress rehearsal and know that the electrons were flowing the correct direction at least as far as the wing roots. ;-) Once the wings were in place at the hangar, it only took a minute to join the connectors and the wiring was complete. I have had no service problems with the connectors in the three+ years and 440 hrs of service (I did solder the wires to the connector pins). But...if problems do arise (and I don't expect them to) in a couple of minutes I can remove a few screws, lift the wing root fairing and have access to the connectors. For me the connectors worked very nicely. > > I don't like butt-splices, (can't inspect the crimp!), so I use cap-splices > with their skirt trimmed off. The wires are twisted together and soldered, > the cap lightly crimped-on and shrink-tubing applied over the cap and wires > going into it. Works great, and my Final Inspector loved the method I used. I LOVE butt splices! I have no idea how many are in my plane but I find them invaluable for the tinkering with the wiring I have been more or less constantly doing since the plane has been flying. I use a high quality crimping tool from AeroElectric Connections, give each wire a hefty tug following the crimp (never had one to fail) and move on to the next task in a fraction of the time it would take to finish a soldered joint (and I possess a military certification for soldering). So many ways to accomplish the same tasks! We all have to evaluate our skill level, capacity for patience, desire to obsess over details, and go with what works for us as we complete our projects. And you will LOVE the final product! :-) Sam Buchanan "The RV Journal" http://thervjournal.com ________________________________________________________________________________
From: "Van Artsdalen, Scott" <svanarts(at)unionsafe.com>
Subject: Rv8 wing conduit routing---and wiring connectors
Date: Dec 30, 2002
FWIW, I delayed wing wiring until the wings were mated permanently. Had the plastic conduit in the wings. No connectors at the root. I didn't anticipate removing the wings again either. Works great. First flight should be in a few weeks. -----Original Message----- From: Sam Buchanan [mailto:sbuc(at)hiwaay.net] Subject: Re: RV-List: Rv8 wing conduit routing---and wiring connectors Elsa & Henry wrote: > <elsa-henry@darlor-watch.com> > Regarding wing wiring, I can't imagine why any one would want to add > connectors to it! How many times are you going to remove and replace the > fully wired wings??? Every connector pin adds 3 more joints to the wiring! > Being an ex spacecraft chap, we avoided connectors like the plague! Just > another source of un-reliability! With the wiring conduit placed where I > have it, it penetrates the fuselage skin behind the aileron push-rods,out of > the way, and the seat skins have matching holes for sections of the same > conduit between them. Splicing of the left and right wing wiring for landing > and navigation lights and the supplies from the panel are done under the > sloping part of the seat skins between the innermost rib and the next > outboard rib. Also, as I have my Whelen 3 strobe power supply under the seat > skins, the shielded cables are run right through from the wings and tail and > spliced to the Whelen connector pig-tails in the space between adjacent ribs > on the opposite side of center to where the other splices are. The cable > shields are spliced together and grounded to the power supply at a single > point. No detected noise from any of that wiring! The method described above certainly seems like a workable scheme if you want to postpone all wiring until the wings are attached to the fuse. Since I wanted to complete all wiring while the plane was still in my shop at home (with wings detached) I elected to use Molex-type connectors at the wing roots (and yes, not only are they made out of cheap looking plastic.....they came from Radio Shack!!) I also made labels describing the connector pinouts and stuck them to the fuse inside the wing roots in case I ever need to trace the wiring. This meant I could apply voltage to the wiring system in the shop for a dress rehearsal and know that the electrons were flowing the correct direction at least as far as the wing roots. ;-) Once the wings were in place at the hangar, it only took a minute to join the connectors and the wiring was complete. I have had no service problems with the connectors in the three+ years and 440 hrs of service (I did solder the wires to the connector pins). But...if problems do arise (and I don't expect them to) in a couple of minutes I can remove a few screws, lift the wing root fairing and have access to the connectors. For me the connectors worked very nicely. > > I don't like butt-splices, (can't inspect the crimp!), so I use cap-splices > with their skirt trimmed off. The wires are twisted together and soldered, > the cap lightly crimped-on and shrink-tubing applied over the cap and wires > going into it. Works great, and my Final Inspector loved the method I used. I LOVE butt splices! I have no idea how many are in my plane but I find them invaluable for the tinkering with the wiring I have been more or less constantly doing since the plane has been flying. I use a high quality crimping tool from AeroElectric Connections, give each wire a hefty tug following the crimp (never had one to fail) and move on to the next task in a fraction of the time it would take to finish a soldered joint (and I possess a military certification for soldering). So many ways to accomplish the same tasks! We all have to evaluate our skill level, capacity for patience, desire to obsess over details, and go with what works for us as we complete our projects. And you will LOVE the final product! :-) Sam Buchanan "The RV Journal" http://thervjournal.com ________________________________________________________________________________
From: "William Davis" <rvpilot(at)695online.com>
Subject: Re: Random (engine??) "POP" noise ... HELP request
Date: Dec 30, 2002
James, A strange noise in my RV-8 turned out to be about 8-10 inches of the rubber sealing strip at the wing root fairing that had come loose and would flap in the wind occasionally. Bill ----- Original Message ----- From: "James E. Clark" <jclark(at)conterra.com> Subject: RV-List: Random (engine??) "POP" noise ... HELP request > > This is an appeal to the list for help in solving a mystery .... > > > My partner (Patty) and I have an RV6 with a carbureted O-320 (B2B), that has > a strange "quirk". > > >From time to time we hear a "pop"/"pup"/"pup-pup" sound that *sounds* like > it could be: > > a small backfire -or- > a single misfire -or- > metal oilcanning somewhere -or- > something slipping and banging into something under the cowl -or- > something somewhere else ??? > > We have no idea what the real deal is and when we removed the cowl last, we > saw nothing askance. > When we inspect the airframe we find nothing so far. > > When it happens we *seem* to continue maintaining full power (it is over > quickly). > For a while it *appeared* to happen only during climbout (interestingly > enough only when I was flying at first :-) ) > It also seemed to happen once and be over. > > It has now happened in LEVEL flight > It has now happened during "pull-up" from level flight > It has now happened with BOTH of us in the plane > It has now happened more than once during a flight > It has now happened more than once during a climbout

December 23, 2002 - December 30, 2002

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