RV-Archive.digest.vol-op
December 04, 2003 - December 15, 2003
________________________________________________________________________________
| Subject: | Re: Ignition Gromet for Rear Baffling...... |
| From: | Patty & Dan Krueger <pndkrueg(at)mchsi.com> |
>
> source for the plastic grommet type things for the ignition leads to
> pass through
> the rear baffling....
>
> A/C Spruce 2003-2004 pg 248
Dan Krueger
RV6A N926DK - Flying
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)qcbc.org> |
| Subject: | Re: Cockpit "Audio out" to videocamera |
They make in-line attenuators. Radio shack may even have one.
----- Original Message -----
From: "David Carter" <dcarter(at)datarecall.net>
Subject: RV-List: Cockpit "Audio out" to videocamera
>
> This is going to both the Aeroelectric and RV-lists, in hopes of
increasing
> probability of someone being able to help with this issue.
>
> I want to put cockpit audio into my video camera when doing test flying to
> get pictures of instruments & audio comments I make - should greatly
reduce
> "head down in cockpit" time taking notes and greatly increase amount of
> instrument reading data collected.
>
> I went to Radio Shack and bought a Y adapter (p/n 274-892) with single
male
> plug that goes into the "audio out" plug on instrument panel. The Y
adapter
> has two female holes (jacks?) into which the headset audio plug goes and
> also a 6' long extension cord with 1/4 male plug that goes into other hole
> of Y adapter, with its other end (1/8 male) plugged into video camera's
> audio jack.
>
> When I replay cockpit recordings, the audio of the video camera is
> distorted - amplitude too high coming out of intercom to be compatible
with
> video recorder.
> - Had same problem in F-100 30 years ago when trying to record
> air-to-air combat audio. Now I remember why my Avionics guys put a small
> (1" or less) centertap "audio transformer" into a little box (adapter)
that
> cut the signal amplitude in half - worked fine.
>
> Options:
> 1. I can do the 1973 version: Buy a small centertapped "audio output
> transformer" (RS p/n 273-1380: 1000 ohms and 8 ohms with center tap on
the
> 1000 ohm side?), then cut my 6' RS extension cord somewhere convenient,
> strip the cut ends and solder end(s) coming from aircraft audio jack to
the
> end of the ???
> -- I can't even visualize what I have to connect. Looks like
the
> raw (too big) audio signal would have to go into one end of the winding
that
> is NOT center-tapped and then have the other end of that winding go
____???.
> Then solder the other end of cord (that goes into the video camera) to
> center tap (which should have 1/2 audo amplitude of that coming into this
> transformer-adapter).
>
> 2. While shopping at Radio Shack today, I saw a TV thing: "300 ohm to
75
> ohm matching adapter". I'm assuming it has a transformer inside the neat
> fat cable housing. Problem: It has two U connectors on one end that
> obviously go onto two screws for antenna input; other end looks like a
> center conductor TV cable end. That is a 4 to 1 change of ohms (300 to 75
> or vice versa) - is it done with a transformer? If so, I could have a
> neater adapter by modifying that gadget to have a 1/4" male plug on one
end
> and a 1/4" female jack on other: I'd then plug it into the Y adapter,
then
> plug the 6' extension cord (unmodified in this option) into it and run the
> extension cord to the video camera.
> - It is a $5 part and I'd need add the 1/4" plug on one end and a 1/4
> inch jack on the other end.
> - Looks hard to do.
>
> If I can have some help figuring how to wire the audio transformer, then
> just cutting into the extension cord (it must have two conductors in it)
I'd
> probably run conductor #1 into side of transformer without center-tap and
> connect other cut end of conductor #1 to other end of that transformer.
I'd
> probably connect one end of conductor #2 to 1 end of the center-tapped
side
> and the other end of conductor #2 to the center tap.
> - After all that, I could just wrap the transformer wires in the cut
> area with electrical tape - or pot with RTV or Shoe Goo, etc.
> - Which conductor in the above narrative/guess would be conductor #1?
> The one that connects to the tip or body of the plug? These are molded
> cable ends so I can't unscrew to see wire attachments/colors to the plugs.
>
> Appreciate any tips.
>
> David Carter
>
>
________________________________________________________________________________
| From: | Laird Owens <owens(at)aerovironment.com> |
| Subject: | Propeller Performance Testing |
Jim Ayers posted some data a couple of days ago regarding a speed
increase with the Hartzell prop on an RV-6a by reducing the RPM.
I found this interesting, so I thought I go out and try to duplicate the data.
It looked like a good calm night tonight, so I thought I'd go out and
see if I what I found. I have an RV-6 with an O-360/Hartzell CS.
So, armed with a test card, I fired up the RV and headed to the
Camarillo area to burn some fuel. I like this area because it's flat
and any on-shore breeze isn't disrupted by mountains or such.
OAT was 16C, so I flew at 6400 (with the altimeter set to 29.92) to
get an 8000 ft density altitude. I got to altitutde and engaged the
2 axis AP, set up full throttle and full rpm (which is 2680). I
found the max EGT on #3 (hottest cyl), then backed up 50 deg.
I let everything stabilize then noted the GPS ground speed and the
ground track. Then turned about 120 degrees, and again let things
stablize and take ground speed and track. Once again another 120
degrees off the last heading.
I could tell the winds were really light. Speeds were 178, 179, and
177. Back at the computer program (I picked up from Kevin Horton's
flight test site), it show a 1 kt wind and a 178 avg speed. This is 2
kts less than I usually get. I changed a bunch of instrumentation
when I upgraded the RV a couple months ago, so that could have had a
effect, or maybe the air mass was decending slightly. You never
know. Indicated AS was 156-7.
I left everything alone, except I reduced the RPM to 2600 and did the
3 way run again. Speeds were 177,178,179. Again an average of 178
with a resultant wind of 1 kt. IAS was 156 kts.
Reduced to 2500 and got 177,176,176 for 176 avg with 1 kt of wind.
IAS was 155 kts.
2400 showed 174,175,173 for a 174 avg again with 1 kt. IAS wass 153kts
Just to double check the top speed to make sure everything was still
cool, I redid the first run again. 177,179,180 for 178 with 1 kt of
wind.
I like to use the wind results to validate the speeds. They SHOULD
be close if the data is to be believed. Sometimes it doesn't work
out, so that's why I mention it. Tuned out to be a really good
night. Not even a bump during the whole series.
Since I knew the winds were light, on the way home, I did a simple
double check. I stayed at the same altitude (6400) and full power
and noted a 180 ground speed, then reduced the rpm to 2600, speed
dropped by 1, down to 2500 and it dropped to 177, 2400 slowed to
175. This is not anywhere close to being as accurate, but it rough
enough to verify the results of the first tests.
Of course the one thing I forgot to record was GPH for the different
RPM settings. Oh well.
FInal results at 8000 DA:
2680 = 178kts
2600 = 178kts
2500 = 176kts
2400 = 174kts
So....I didn't see the TAS rise that Jim did during his tests with the RV-6a.
At least that's what I found tonight.
Laird
SoCal
________________________________________________________________________________
| From: | Blanton Fortson <blanton(at)alaska.net> |
| Subject: | Re: Cockpit "Audio out" to videocamera |
Northern Lights Avionics in Anchorage has a made-up pigtail for just
this. One wire plugs into the camcorder audio-out port, the rest of it
plugs in-line between your headset and intercom. I've had one for years
and they work great.
http://www.nlavionics.com/
b.
On Dec 4, 2003, at 1:33 PM, David Carter wrote:
>
> This is going to both the Aeroelectric and RV-lists, in hopes of
> increasing
> probability of someone being able to help with this issue.
>
> I want to put cockpit audio into my video camera when doing test
> flying to
> get pictures of instruments & audio comments I make - should greatly
> reduce
> "head down in cockpit" time taking notes and greatly increase amount of
> instrument reading data collected.
>
> I went to Radio Shack and bought a Y adapter (p/n 274-892) with single
> male
> plug that goes into the "audio out" plug on instrument panel. The Y
> adapter
> has two female holes (jacks?) into which the headset audio plug goes
> and
> also a 6' long extension cord with 1/4 male plug that goes into other
> hole
> of Y adapter, with its other end (1/8 male) plugged into video
> camera's
> audio jack.
>
> When I replay cockpit recordings, the audio of the video camera is
> distorted - amplitude too high coming out of intercom to be compatible
> with
> video recorder.
> - Had same problem in F-100 30 years ago when trying to record
> air-to-air combat audio. Now I remember why my Avionics guys put a
> small
> (1" or less) centertap "audio transformer" into a little box (adapter)
> that
> cut the signal amplitude in half - worked fine.
>
> Options:
> 1. I can do the 1973 version: Buy a small centertapped "audio output
> transformer" (RS p/n 273-1380: 1000 ohms and 8 ohms with center tap
> on the
> 1000 ohm side?), then cut my 6' RS extension cord somewhere
> convenient,
> strip the cut ends and solder end(s) coming from aircraft audio jack
> to the
> end of the ???
> -- I can't even visualize what I have to connect. Looks
> like the
> raw (too big) audio signal would have to go into one end of the
> winding that
> is NOT center-tapped and then have the other end of that winding go
> ____???.
> Then solder the other end of cord (that goes into the video camera) to
> center tap (which should have 1/2 audo amplitude of that coming into
> this
> transformer-adapter).
>
> 2. While shopping at Radio Shack today, I saw a TV thing: "300 ohm
> to 75
> ohm matching adapter". I'm assuming it has a transformer inside the
> neat
> fat cable housing. Problem: It has two U connectors on one end that
> obviously go onto two screws for antenna input; other end looks like a
> center conductor TV cable end. That is a 4 to 1 change of ohms (300
> to 75
> or vice versa) - is it done with a transformer? If so, I could have a
> neater adapter by modifying that gadget to have a 1/4" male plug on
> one end
> and a 1/4" female jack on other: I'd then plug it into the Y adapter,
> then
> plug the 6' extension cord (unmodified in this option) into it and run
> the
> extension cord to the video camera.
> - It is a $5 part and I'd need add the 1/4" plug on one end and a
> 1/4
> inch jack on the other end.
> - Looks hard to do.
>
> If I can have some help figuring how to wire the audio transformer,
> then
> just cutting into the extension cord (it must have two conductors in
> it) I'd
> probably run conductor #1 into side of transformer without center-tap
> and
> connect other cut end of conductor #1 to other end of that
> transformer. I'd
> probably connect one end of conductor #2 to 1 end of the center-tapped
> side
> and the other end of conductor #2 to the center tap.
> - After all that, I could just wrap the transformer wires in the
> cut
> area with electrical tape - or pot with RTV or Shoe Goo, etc.
> - Which conductor in the above narrative/guess would be conductor
> #1?
> The one that connects to the tip or body of the plug? These are molded
> cable ends so I can't unscrew to see wire attachments/colors to the
> plugs.
>
> Appreciate any tips.
>
> David Carter
>
>
> _-
> ======================================================================
> _-> _-
> =======================================================================
> _-
> =======================================================================
> _-
> =======================================================================
> _-
> =======================================================================
> >
>
>
________________________________________________________________________________
| From: | HereBostonTim(at)aol.com |
| Subject: | Re: AeroElectric-List: Cockpit "Audio out" to videocamera |
FUCK OFF AND DIE...
ONE MORE E-MAIL TO ME AND YOU WILL BE ARRESTED.
________________________________________________________________________________
| From: | Blanton Fortson <blanton(at)alaska.net> |
| Subject: | Re: "Audio out" to videocamera (photo of part) |
NLA audio pigtail for camcorder:
I posted a photo at
http://homepage.mac.com/blanton/PhotoAlbum22.html
-click on photo for larger image.
-B.
(cockpit conversation, narration, music through intercom, ATC &
traffic, etc. ... pretty cool, ... and simple)
On Dec 4, 2003, at 11:19 PM, Blanton Fortson wrote:
>
> Northern Lights Avionics in Anchorage has a made-up pigtail for just
> this. One wire plugs into the camcorder audio-out port, the rest of it
> plugs in-line between your headset and intercom. I've had one for years
> and they work great.
>
> http://www.nlavionics.com/ (Anchorage)
>
> -Blanton
> http://homepage.mac.com/blanton
>
> On Dec 4, 2003, at 1:33 PM, David Carter wrote:
>
>>
>> This is going to both the Aeroelectric and RV-lists, in hopes of
>> increasing
>> probability of someone being able to help with this issue.
>>
>> I want to put cockpit audio into my video camera when doing test
>> flying to
>> get pictures of instruments & audio comments I make - should greatly
>> reduce
>> "head down in cockpit" time taking notes and greatly increase amount
>> of
>> instrument reading data collected.
>>
>> I went to Radio Shack and bought a Y adapter (p/n 274-892) with single
>> male
>> plug that goes into the "audio out" plug on instrument panel. The Y
>> adapter
>> has two female holes (jacks?) into which the headset audio plug goes
>> and
>> also a 6' long extension cord with 1/4 male plug that goes into other
>> hole
>> of Y adapter, with its other end (1/8 male) plugged into video
>> camera's
>> audio jack.
>>
>> When I replay cockpit recordings, the audio of the video camera is
>> distorted - amplitude too high coming out of intercom to be compatible
>> with
>> video recorder.
>> - Had same problem in F-100 30 years ago when trying to record
>> air-to-air combat audio. Now I remember why my Avionics guys put a
>> small
>> (1" or less) centertap "audio transformer" into a little box (adapter)
>> that
>> cut the signal amplitude in half - worked fine.
>>
>> Options:
>> 1. I can do the 1973 version: Buy a small centertapped "audio output
>> transformer" (RS p/n 273-1380: 1000 ohms and 8 ohms with center tap
>> on the
>> 1000 ohm side?), then cut my 6' RS extension cord somewhere
>> convenient,
>> strip the cut ends and solder end(s) coming from aircraft audio jack
>> to the
>> end of the ???
>> -- I can't even visualize what I have to connect. Looks
>> like the
>> raw (too big) audio signal would have to go into one end of the
>> winding that
>> is NOT center-tapped and then have the other end of that winding go
>> ____???.
>> Then solder the other end of cord (that goes into the video camera) to
>> center tap (which should have 1/2 audo amplitude of that coming into
>> this
>> transformer-adapter).
>>
>> 2. While shopping at Radio Shack today, I saw a TV thing: "300 ohm
>> to 75
>> ohm matching adapter". I'm assuming it has a transformer inside the
>> neat
>> fat cable housing. Problem: It has two U connectors on one end that
>> obviously go onto two screws for antenna input; other end looks like a
>> center conductor TV cable end. That is a 4 to 1 change of ohms (300
>> to 75
>> or vice versa) - is it done with a transformer? If so, I could have a
>> neater adapter by modifying that gadget to have a 1/4" male plug on
>> one end
>> and a 1/4" female jack on other: I'd then plug it into the Y adapter,
>> then
>> plug the 6' extension cord (unmodified in this option) into it and run
>> the
>> extension cord to the video camera.
>> - It is a $5 part and I'd need add the 1/4" plug on one end and a
>> 1/4
>> inch jack on the other end.
>> - Looks hard to do.
>>
>> If I can have some help figuring how to wire the audio transformer,
>> then
>> just cutting into the extension cord (it must have two conductors in
>> it) I'd
>> probably run conductor #1 into side of transformer without center-tap
>> and
>> connect other cut end of conductor #1 to other end of that
>> transformer. I'd
>> probably connect one end of conductor #2 to 1 end of the center-tapped
>> side
>> and the other end of conductor #2 to the center tap.
>> - After all that, I could just wrap the transformer wires in the
>> cut
>> area with electrical tape - or pot with RTV or Shoe Goo, etc.
>> - Which conductor in the above narrative/guess would be conductor
>> #1?
>> The one that connects to the tip or body of the plug? These are
>> molded
>> cable ends so I can't unscrew to see wire attachments/colors to the
>> plugs.
>>
>> Appreciate any tips.
>>
>> David Carter
>>
>>
>> _-
>> ======================================================================
>> >> _-> _-
>> ======================================================================
>> >> _-
>> ======================================================================
>> >> _-
>> ======================================================================
>> >> _-
>> ======================================================================
>> >>>
>>
>>
>
>
> _-
> ======================================================================
> _-> _-
> =======================================================================
> _-
> =======================================================================
> _-
> =======================================================================
> _-
> =======================================================================
> >
>
>
________________________________________________________________________________
| From: | "Phil N" <pnewlon(at)toosan.com> |
| Subject: | Priming the rivet heads after driving? |
Is it a good idea to prime the rivet heads after driving? I haven't
seen anyone mention this, though I think it wouldn't be a "bad" thing to
do. I'm specifically talking about places like the HS skeleton before
skinning - places you won't ever see again after the skin is installed.
Phil
________________________________________________________________________________
| From: | "Ross Mickey" <rmickey(at)ix.netcom.com> |
| Subject: | Re: Propeller Performance Testing |
Laird,
Did you leave the throttle at full power for all these runs or are they
"squared?" ie 2600 rpm-26" mp, 2500 rpm-25" mp...
Ross Mickey
----- Original Message -----
From: "Laird Owens" <owens(at)aerovironment.com>
> Of course the one thing I forgot to record was GPH for the different
> RPM settings. Oh well.
>
> FInal results at 8000 DA:
> 2680 = 178kts
> 2600 = 178kts
> 2500 = 176kts
> 2400 = 174kts
>
> So....I didn't see the TAS rise that Jim did during his tests with the
RV-6a.
>
> At least that's what I found tonight.
>
> Laird
________________________________________________________________________________
| From: | Rick Galati <rick6a(at)yahoo.com> |
| Subject: | Re: Priming the rivet heads after driving? |
Phil,
It is not necessary to prime rivet heads after driving but for me old hourly production
work habits die hard. Like routine construction practices required on
some of the taxpayers combat aircraft, I prime both the manufactured head AND
the shop head. In my case, after mixing and spraying epoxy primer there is
always a small amount of primer left in the paint gun (can) and it is simple enough
matter using a disposable art brush to make good use of the left over primer
to touch up bare rivets as I find them. Necessary? Of course not. But it
can't hurt a thing.
Rick Galati RV-6A "finishing"
Subject: Priming the rivet heads after driving?From: Phil N (pnewlon(at)toosan.com)Date:
Fri Dec 05 - 7:19 AM
prime the rivet heads after
driving? I haven't seen anyone mention this,
though I think it wouldn't be a "bad" thing todo. I'm specifically talking about
places like
the HS skeleton before skinning - places you
won't ever see again after the skin is installed.Phil
---------------------------------
Free Pop-Up Blocker - Get it now
________________________________________________________________________________
| From: | Andy Karmy <andy(at)karmy.com> |
| Subject: | Re: AFS Waterbourne painting |
Ok, I talked with Paul (owner of AFS) about this and have heard him
speak on it at one of the Arlington airshow forums about painting with
AFS.
The polyisocyanate that is in the paint is the bad stuff like you say.
The bad thing about ISO's in polyurethane is that they want to bind to
water molecules. Using a normal solvent based system the only water is
YOU so it wicks into your pores and tear ducts looking for water to
bind to.
With the AFS system the thinner is water... So as soon as you mix the
paint it has all the water it needs and then some so it is then no
longer a threat to you and thus the reason you don't need forced air
respiration.
- Andy Karmy (not a chemist, just listening to the smart guys that are)
From: P M Condon <pcondon(at)mitre.org>
Subject: RV-List: Re: AFS Waterbourne painting=A0=A0=A0
In reply to your recent post on AFS:=A0=A0AFS provides more then one
waterborne paint system. My comments were on the two part polyurathane
waterborne offering from AFS. Here is a clip from their web site:
PRODUCT DESCRIPTION
".....Aircraft Finishing Systems Waterborne TWO-PART POLYURETHANE
TOPCOAT is a
solvent free, water dispersible polyisocyanate. It provides outstanding
coverage, excellent durability, and ease of application as well as being
a low
VOC and EPA compliant coating. Aircraft Finishing Systems Waterborne
Two-Part
Polyurethane Topcoat offers superior adhesion and has film properties
that
exceed most solvent based catalyzed polyurethane systems......"
Notice the mention of ISO's in the description. Also, nowhere in the AFS
website is there mention of safety or breathing concerns. I think it
only prudent to error on the save side when using this(or any)
Polyurathane paint by using the proper breathing equipment.
________________________________________________________________________________
| From: | Laird Owens <owens(at)aerovironment.com> |
| Subject: | Re: Propeller Performance Testing |
All test conditions were at full throttle. Only the RPM was reduced.
Manifold pressure was consistent at 23.5 inches for all test points.
Laird
>
>Laird,
>
>Did you leave the throttle at full power for all these runs or are they
>"squared?" ie 2600 rpm-26" mp, 2500 rpm-25" mp...
>
>Ross Mickey
>
>
>----- Original Message -----
>From: "Laird Owens" <owens(at)aerovironment.com>
>> Of course the one thing I forgot to record was GPH for the different
>> RPM settings. Oh well.
>>
>> FInal results at 8000 DA:
>> 2680 = 178kts
>> 2600 = 178kts
>> 2500 = 176kts
>> 2400 = 174kts
>>
>> So....I didn't see the TAS rise that Jim did during his tests with the
>RV-6a.
>>
>> At least that's what I found tonight.
>>
>> Laird
>
>
________________________________________________________________________________
| From: | Charlie & Tupper England <cengland(at)netdoor.com> |
| Subject: | Re: Propeller Performance Testing |
Laird,
Thanks for the additional data points on prop testing. In my mind, the
significance isn't the speed change, which was only 2%, but the fuel
flow increase for effectively the same speed. 40% change in fuel flow
is a pretty big deal even if there had been an increase in speed of 2%.
If you have fuel flow measurement in your plane, would you do all of us
the favor of measuring your fuel flow at the same MP & the 3 rpms? You
shouldn't have to refly the speed test; just a flow number at that
density altitude & each rpm. Logically, the flow will be lower at lower
rpm but I'd really like to know if you see the same 40% increase from
2400 to 2700 rpm.
Thanks,
Charlie
Laird Owens wrote:
>
>All test conditions were at full throttle. Only the RPM was reduced.
>Manifold pressure was consistent at 23.5 inches for all test points.
>
>Laird
>
>
>
>>
>>Laird,
>>
>>Did you leave the throttle at full power for all these runs or are they
>>"squared?" ie 2600 rpm-26" mp, 2500 rpm-25" mp...
>>
>>Ross Mickey
>>
>>
>>----- Original Message -----
>>From: "Laird Owens" <owens(at)aerovironment.com>
>>
>>
>>> Of course the one thing I forgot to record was GPH for the different
>>> RPM settings. Oh well.
>>>
>>> FInal results at 8000 DA:
>>> 2680 = 178kts
>>> 2600 = 178kts
>>> 2500 = 176kts
>>> 2400 = 174kts
>>>
>>> So....I didn't see the TAS rise that Jim did during his tests with the
>>>
>>>
>>RV-6a.
>>
>>
>>> At least that's what I found tonight.
>>>
>>> Laird
>>>
________________________________________________________________________________
not hanger talk...but a fact....
i hear comments / questions about fuel flo...props....and such
the biggest change in fuel flow i've seen has resulted from electronic
ignition,
one to two gph...a fact...not hanger talk
mike
________________________________________________________________________________
| From: | Neil McLeod <neilmcleod(at)direcway.com> |
| Subject: | How many RV's to change a light bulb |
Actually found on the Acro list
(1) Changes the light bulb and posts that it has been
replaced.
(12) Share their experiences in light bulb changing
and methods of replacing bulbs.
(7) warn that changing the light bulb is dangerous.
(27) complain about the spelling and grammar of the
first 20.
(53) argue with the wise guys saying that "spling
doznt mattah".
(156) members IM the admins and mods that discussing
changing light bulbs is off topic in this forum.
(41) correct the grammar in the posts of the 80 that
argue.
(109) request the thread to be moved to the "light
bulb forum".
(203) request that the spelling/grammar argument
should be moved to the "grammar lounge" and the
"spelling test forum".
(111) say that we all use light bulbs and that
discussing changing them in a public forum may offend
some.
(306) argue about the best place to buy bulbs, the
best way to change them, and which brand of bulbs are
best.
(27) link to sites where you can see various bulbs.
(14) say that links don't work and that "here's the
right link".
(3) say that these sites are inaccessible through
their firewall or that those who visit them will get
fired.
(33) sort the previous posts and compile one big text
and add their own opinion at the end.
(12) claim that they are leaving the forum forever
because they can't stand the thread.
(4) suggest to start a FAQ on light bulbs and their
changing.
(25) request a new forum called "light bulb forum".
(47) claim that physics.cold.fusion was meant just for
this.
(56) argue about turbocharged vs NA bulbs.
(400) post complete and utter nonsense.
(85) complain that the 15k sized picture of the light
bulb is too large for their modems.
And then, the guy that posts to complain because the
original poster didn't do a search for "light bulbs"
before posting his experience!
________________________________________________________________________________
| From: | "Amit Dagan" <amitdagan(at)hotmail.com> |
| Subject: | Softcomm ATC 2p and SL-30 |
Has anyone had any experience with the combination of the Softcomm ATC-2P
and the SL-30?
I would like to see a wiring diagram.
Specificaly, did you connect the mic 2 (pin #15 on the Sl30 connector) to
anything?
Has anyone had any good/bad experience just using the internal intercom
within the SL30?
Thanks,
Amit.
________________________________________________________________________________
| From: | JNice51355(at)aol.com |
Folks
I am having an intercom problem in my spam can that I need some advice with.
Here is what is happening:
1. PTT Switch installed into mic jack and headset installed in headset jack
gives good TX and RCV on radios but NO Voice Actuated Intercom. This can be
duplicated on both pilot and copilot side of airplane.
2. PTT Switch installed as above except in the back seat area gives no TX
cuz it isn't wired for it back there, but has good RCV and will give sidetone
when PTT is keyed, but still no VOX.
3. Hooking up headsets to the headset jack and plugging the mic into the mic
jack gives good VOX from all positions along with good RCV.
Note that I have bought new PTT switch twice and symptoms did not change. I
took one of the "new" PTT switches to a "known good" aircraft and it still
didn't work. It did, however, work with the aircraft owners own PTT switch. I
have not yet taken a "known good" PTT switch to my aircraft. I just find it
difficult to believe that I would have the same problem with two new PTT
switches from different sources. Any help is appreciated.
Jim Nice
WA State
________________________________________________________________________________
| From: | "Bob U." <rv3(at)comcast.net> |
>Note that I have bought new PTT switch twice and symptoms did not change. I
>took one of the "new" PTT switches to a "known good" aircraft and it still
>didn't work. It did, however, work with the aircraft owners own PTT switch.
I
>have not yet taken a "known good" PTT switch to my aircraft. I just find it
>difficult to believe that I would have the same problem with two new PTT
>switches from different sources. Any help is appreciated.
>
>Jim Nice
>WA State
>
Absolutely begin with a "known good" PTT for your aircraft.
Are these $12 to $25 type PTT's?
If so.... think of them as low quality junk.
You can USUALLY tell high quality --
It makes you go 'OUCH' when you have
to plunk down your hard earned cash.
YMMV.
Bob - sometimes you get what you pay for.
________________________________________________________________________________
| From: | "Jim Nolan" <jamespnolan(at)earthlink.net> |
Listers,
Does anyone know if a Heated Pitot/static blade from a PA-28 161 have
the same mounting holes as a PA-28 140C. I had to order the 161 blade
because Piper didn't have the blade for the 140C. They couldn't tell me if
they were the same, all they could say was they had different part no's and
the blade length was the same.
By the way, there's no information about what I'm asking in the
archives and our local aircraft maintenance shop doesn't have that
information and this is RV related.
Jim Nolan
N444JN
________________________________________________________________________________
| From: | Joe Cleck <rvfan661(at)yahoo.com> |
| Subject: | Re: Building solo |
Hi Chuck,
I'm building an RV-9A with one arm. Not much solo sucess when my partner isn't
around (sloooooow progress) but my wife, kids, friends, and neighbors seem to
like watching me putter around and jump in when needed. I'd like to suggest
you call around to people in your area who are building or flying an RV. That's
pretty easy to do since a list is provided with the Info Pack from Vans. If
you didn't order the info pack, they might just send you the list; I don't know.
Or just order the emp. She wouldn't let a
few thousand bucks sit in the garage unused just because you needed a little
rivet help, would she? :)
Have fun and order the tail.
Joe Fleck
---------------------------------
________________________________________________________________________________
| From: | "thomas a. sargent" <sarg314(at)earthlink.net> |
| Subject: | Re: Building solo |
A quick build would certainly help. I'm pretty far into a RV-6A QB right now. However,
I am impressed that some people have been able to do nearly all of the
riveting solo. I don't think I could do that even though I wear a shirt with
a 34 inch sleeve. I ruin enough of the rivets as it is. I remember thinking
as my father and I were riveting the wing skin and the VS, that doing it alone
would be extremely difficult. Maybe if I had to do it solo I would have figured
out how, but I'm doubtful. You can only drill out a rivet so many times
and get away with it.
The worst thing about building for me is fouling up a piece I've put a lot of work
into and having to spend a lot more time fixing it or re-building it entirely.
I would have had to do a lot more of that if I didn't have help riveting.
--
Tom Sargent
RV-6A
________________________________________________________________________________
| From: | Michael McGee <jmpcrftr(at)teleport.com> |
At 00:42 2003-12-06, you wrote:
>
>Folks
>I am having an intercom problem in my spam can that I need some advice with.
>Here is what is happening:
>1. PTT Switch installed into mic jack and headset installed in headset jack
>gives good TX and RCV on radios but NO Voice Actuated Intercom. This can be
>duplicated on both pilot and copilot side of airplane.
>2. PTT Switch installed as above except in the back seat area gives no TX
>cuz it isn't wired for it back there, but has good RCV and will give sidetone
>when PTT is keyed, but still no VOX.
>3. Hooking up headsets to the headset jack and plugging the mic into the mic
>jack gives good VOX from all positions along with good RCV.
>
>Note that I have bought new PTT switch twice and symptoms did not change. I
>took one of the "new" PTT switches to a "known good" aircraft and it still
>didn't work. It did, however, work with the aircraft owners own PTT
>switch. I
>have not yet taken a "known good" PTT switch to my aircraft. I just find it
>difficult to believe that I would have the same problem with two new PTT
>switches from different sources. Any help is appreciated.
>
>Jim Nice
>WA State
Jim, there are two different ways to wire a PTT switch and they are not
interchangeable. It has specifically to do with two different types of
intercoms and the VOX equipment. For a good treatise on this hit Jim
Weir's RST Electronics web site:
http://www.rst-engr.com/
Or straight to the PDF file on PTT switches:
http://www.rst-engr.com/rst/support/APNOTE03.pdf
I've had to have two different sets of PTT switches depending on which
portable intercom setup I'm using. If I set it up for PTT from both
stations I need one style of PTT. If it's just pilot PTT the other style
is used and plugged in differently. For my Flightcom panel mount intercom
with VOX only one style of PTT would work. After you read the above PDF
file you'll understand why.
Blue skies,
Mike
Mike McGee, RV-4 N996RV, O320-E2G, Hillsboro, OR
13B in gestation mode
________________________________________________________________________________
| Subject: | Re: Ignition Gromet for Rear Baffling...... |
In a message dated 12/4/03 6:24:08 PM Pacific Standard Time, RV6AOKC(at)aol.com
writes:
<< source for the plastic grommet type things for the ignition leads to pass
through
the rear baffling.... >>
Spruce and Wicks both carry them in their catalogs. I can't give the exact
pages because I don't have my catalogs handy.
Harry Crosby
Pleasanton, California
RV-6, firewall forward
________________________________________________________________________________
| Subject: | Re: Amazing story re: DHL incident at Bagdad Int'l (NOT RV related) |
In a message dated 12/4/03 6:44:24 PM Pacific Standard Time, gert(at)execpc.com
writes:
<< gert(at)execpc.com >>
Did you get them?
Harry Crosby
Pleasanton, California
RV-6, firewall forward
________________________________________________________________________________
| From: | "Doug Weiler" <dougweil(at)pressenter.com> |
| Subject: | Prop and RV-6 wings for sale |
Fellow Listers:
I am posting this for a friend here in Minneapolis. He has two items for
sale:
1. Aymer-Demuth wood prop for 180 hp Lycoming. Cruise pitch. Excellent
condition. $300
2. RV-6 wings from partially completed kit. The wings are 90% finished and
includes center section components. $3500
Contact me off list and I'll forward your inquiry.
Thanks
Doug Weiler
Hudson, WI
________________________________________________________________________________
| From: | "pjoslin" <pjoslin(at)bellsouth.net> |
| Subject: | RV6-A Constant Speed Upgrade |
I have recently purchased a low time RV6-A with 0-320 160HP fixed pitch. With emphasis
on cruise speed and cost which constant speed propeller combination would
fellow listers recommend. I went into the archives but still not sure. Thanks
for any suggestions or tips.
Pete Joslin
________________________________________________________________________________
| From: | BELTEDAIR(at)aol.com |
| Subject: | Center bearing on Stab. |
Checking the archives we can't find too much info on the center Stab.bearing
a 218 or VA number, is this bearing supposed to be a ball bearing or a
sintered bronze insert in an aluminum mount? Thanks Jess
________________________________________________________________________________
| From: | Charlie & Tupper England <cengland(at)netdoor.com> |
| Subject: | Re: Center bearing on Stab. |
BELTEDAIR(at)aol.com wrote:
>
>Checking the archives we can't find too much info on the center Stab.bearing
>a 218 or VA number, is this bearing supposed to be a ball bearing or a
>sintered bronze insert in an aluminum mount? Thanks Jess
>
which plane?
________________________________________________________________________________
| From: | Gert <gert(at)execpc.com> |
| Subject: | Re: Amazing story re: DHL incident at Bagdad Int'l (NOT RV related) |
Hi Harry
Thanks !! they appeared to have arrived in good condition after
unzipping, thanks again..........
Gert
HCRV6(at)aol.com wrote:
>
> In a message dated 12/4/03 6:44:24 PM Pacific Standard Time, gert(at)execpc.com
> writes:
>
> << gert(at)execpc.com >>
>
> Did you get them?
>
> Harry Crosby
> Pleasanton, California
> RV-6, firewall forward
>
>
>
>
>
>
>
>
--
is subject to a download and archival fee in the amount of $500
________________________________________________________________________________
| From: | "Randy Compton" <thecomptons(at)bellsouth.net> |
| Subject: | Re: Prop and RV-6 wings for sale |
I'm seriously interested in the DeMuth prop. Does the $300 include
shipping? I'm in Gulf breeze, Fl, just outside Pensacola. How does your
friend want to be paid? Is a personal check ok...I swear it won't bounce!
:-)
Thanks,
Randy Compton
850-932-9381
----- Original Message -----
From: "Doug Weiler" <dougweil(at)pressenter.com>
Subject: RV-List: Prop and RV-6 wings for sale
>
> Fellow Listers:
>
> I am posting this for a friend here in Minneapolis. He has two items for
> sale:
>
> 1. Aymer-Demuth wood prop for 180 hp Lycoming. Cruise pitch. Excellent
> condition. $300
>
> 2. RV-6 wings from partially completed kit. The wings are 90% finished
and
> includes center section components. $3500
>
> Contact me off list and I'll forward your inquiry.
>
> Thanks
>
> Doug Weiler
> Hudson, WI
>
>
________________________________________________________________________________
| From: | "Stein Bruch" <stein(at)steinair.com> |
| Subject: | RV6-A Constant Speed Upgrade |
If you're purely interested in cruise speed, the F/P's will most of the time
outrun the C/S's on the top end. That being said, the C/S's can cruise
using 1-1.5gph less fuel. One of our own high time pilots here in the citis
with a "hotrod" did some figuring.
To earn back the cost of the C/S in fuel will take somewhere in the
neighboorhood of 1200 hrs. Remember, they also need an overhaul which costs
a bunch!
If you're purely interested in cost and speed, stick with a good course FP
Sensenich, if you want to climb like greased lightning, buy a C/S, but don't
be dissapointed when it's not a whole lot faster on the full outright top
end. Don't get me wrong, the C/S props are great for going up real fast,
and coming down real fast, but even with my lowly FP sensenich, I can still
easily get in an out of my 1500' grass strip with trees on the end, and I
can go every bit as fast outright as the C/S guys I fly with.
Just my 2 cents!
Cheers,
Stein.
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com]On Behalf Of pjoslin
Subject: RV-List: RV6-A Constant Speed Upgrade
I have recently purchased a low time RV6-A with 0-320 160HP fixed pitch.
With emphasis on cruise speed and cost which constant speed propeller
combination would fellow listers recommend. I went into the archives but
still not sure. Thanks for any suggestions or tips.
Pete Joslin
________________________________________________________________________________
| From: | "Doug Rozendaal" <dougr(at)petroblend.com> |
| Subject: | Re: RV6-A Constant Speed Upgrade |
Sir,
"With emphasis on cruise speed and cost," stay with a fixed pitch. A fixed
pitch prop with a big bite in it will cruise as fast, or faster than a C/S
and is a bunch cheaper! The only thing that suffers is the climb
performance. But to get the speed, you need a metal fixed pitch. They are
much more effiecient.
If you want to climb like a homesick angel, and go fast, you gotta have a
C/S, and none of them are cheap.
Tailwinds,
Doug Rozendaal
----- Original Message -----
From: "pjoslin" <pjoslin(at)bellsouth.net>
Subject: RV-List: RV6-A Constant Speed Upgrade
>
> I have recently purchased a low time RV6-A with 0-320 160HP fixed pitch.
With emphasis on cruise speed and cost which constant speed propeller
combination would fellow listers recommend. I went into the archives but
still not sure. Thanks for any suggestions or tips.
> Pete Joslin
>
>
________________________________________________________________________________
| From: | "Gary Crowder" <rv9(at)3rivers.net> |
| Subject: | Car gas in Ellisons |
I would like to hear from anyone who has experience running car gas with an Ellison
TBI.
Thanks,
Gary RV-9A 55 hrs
________________________________________________________________________________
| From: | kempthornes <kempthornes(at)earthlink.net> |
| Subject: | Carb heat connector P/N DL-07 |
Hi,
I have cowling off my RV6a and one thing I wanted to check on was why carb
heat seems to have so little effect. Door operates properly, horizontal
muff (Robbins I think) is okay. I look at another RV and see it does not
have the part P/N DL-07 that mine has. This part creates two gaps about
1/2 by 2 1/2 each. Van's catalog says:
"Stand-off design allows hot air to escape when carb heat is not selected
and allows full operation of lever opening alternate air door."
Makes some sense but ... how does yours work?
K. H. (Hal) Kempthorne
RV6-a N7HK - Three trips to OSH now.
PRB (El Paso de Robles, CA)
________________________________________________________________________________
| From: | kempthornes <kempthornes(at)earthlink.net> |
| Subject: | RV6-A Constant Speed Upgrade |
>
>If you're purely interested in cruise speed, the F/P's will most of the time
>outrun the C/S's on the top end.
On the other hand, if you are only interested in climb performance, the F/P
prop is the best choice. ?????
K. H. (Hal) Kempthorne
RV6-a N7HK - Three trips to OSH now.
PRB (El Paso de Robles, CA)
________________________________________________________________________________
| From: | "jgburns" <jgburns(at)comcast.net> |
| Subject: | Where's the best place to purchase PPG? |
I've decided to try PPG DP48 two part Epoxy Primer (white) if it's readily available.
Otherwise, DX 1791 - Self-Etching Wash Primer.
The PPG website is not easy to navigate. I'd appreciate a URL or advice on where
to purchase.
Thanks,
John
________________________________________________________________________________
| From: | "GMC" <gmcnutt(at)intergate.ca> |
-----------snip-----------------------------
Has anyone had any good/bad experience just using the internal intercom
within the SL30?
Hi Amit
I am using the internal intercom in a SL-60 GPS/COMM which is probably the
same. It is satisfactory but not as good as intercoms that use individual
microphone circuits.
Setup is critical, getting the squelch, gain and other settings set properly
makes it give reasonable performance. Setup is done with the front panel
controls and some settings are in the maintenance section which is accessed
on startup. Should be in installation manual.
George McNutt
Langley, BC
6A
________________________________________________________________________________
| From: | "Fred Stucklen" <wstucklen1(at)cox.net> |
| Subject: | RE: Carb heat connector P/N DL-07 |
Hal,
On both RV-6a's I've built I've always closed in those gaps. I too
found that there was not enough hot air getting into the air box, and
found that by modifying the Carb heat connector from Van's, by adding
additional metal in the gap areas, more heat was available to the air
box.
The FAR's (part 23 I think) state that the alternate air source should
be capable of increasing the carb inlet air temp by 20*C (20* C above
ambient.. It doesn't state under what conditions, so I assumed at cruise
RPM...). So I've added a heat muff on one of the exhaust crossover pipes
that is solely dedicated to heating alternate air. Inside the muff,
wrapped around the exhaust pipe, is a stainless 1/4" spring (constructed
by winding .032" safety wire on a 1/4" dowel). The muff is the same size
as the cabin heat muff, so a lot of hot air is generated.
I've found that the best way to quantify the muff's performance is to
insert a temperature probe into the top lid of the air box (outside the
filter). This probe could be a simple as a Radio Shack outside air probe
(dual channel, so you could see ambient and carb inlet temps). I have
extra channels on the Electronics International Ultimate temp scanner,
so that's what I used.
I've been in light icing, and medium level snow showers, and have not
had any issues with carb heat. With the temp probe always indicating
actual inlet air temps that a well above freezing, I'm confident that I
shouldn't have any alternate air issues.....
Fred Stucklen
RV-6A N926RV
108 Hrs since Aug 03 !
From: kempthornes <kempthornes(at)earthlink.net>
Subject: Carb heat connector P/N DL-07
Hi,
I have cowling off my RV6a and one thing I wanted to check on was
why carb
heat seems to have so little effect. Door operates properly,
horizontal
muff (Robbins I think) is okay. I look at another RV and see it
does not
have the part P/N DL-07 that mine has. This part creates two gaps
about
1/2 by 2 1/2 each. Van's catalog says:
"Stand-off design allows hot air to escape when carb heat is not
selected
and allows full operation of lever opening alternate air door."
Makes some sense but ... how does yours work?
K. H. (Hal) Kempthorne
RV6-a N7HK - Three trips to OSH now.
PRB (El Paso de Robles, CA)
________________________________________________________________________________
| Subject: | Re: Where's the best place to purchase PPG? |
Just look in your local phone book in the Auto Body Supply section, there
should be a number of places that sell paint & supplies to local auto body
shops.
Randy Lervold
RV-8 primed with DX1791 and painted with Concept DCC
> I've decided to try PPG DP48 two part Epoxy Primer (white) if it's readily
available. Otherwise, DX 1791 - Self-Etching Wash Primer.
>
> The PPG website is not easy to navigate. I'd appreciate a URL or advice on
where to purchase.
>
> Thanks,
> John
________________________________________________________________________________
| From: | "Eustace Bowhay" <ebowhay(at)jetstream.net> |
| Subject: | Re: RV6-A Constant Speed Upgrade |
Hi Pete:
For me it is not so much about performance as it is about engine handling.
The constant speed will give you the ability to accurately set what ever
power you want to pull from the engine.
With a manifold gauge installed and the constant speed you can now set the
most suitable rpm in relation to the throttle setting.
Eustace Bowhay Blind Bay, B.C.
----- Original Message -----
From: "pjoslin" <pjoslin(at)bellsouth.net>
Subject: RV-List: RV6-A Constant Speed Upgrade
>
> I have recently purchased a low time RV6-A with 0-320 160HP fixed pitch.
With emphasis on cruise speed and cost which constant speed propeller
combination would fellow listers recommend. I went into the archives but
still not sure. Thanks for any suggestions or tips.
> Pete Joslin
>
>
________________________________________________________________________________
| Subject: | Re: Ignition Gromet for Rear Baffling...... |
| From: | Boyd Braem <bcbraem(at)comcast.net> |
Harry--
This memory thing gets harder and harder--unlike the part that my wife
liked--but I believe that the "grommets" ACS sells are bigger (9 or 11
mm) than the standard sparkplug cables (7 mm)--I have no idea why or if
this is still the case, but I would ask (axe) before I spent money.
________________________________________________________________________________
| From: | Kevin Horton <khorton01(at)rogers.com> |
| Subject: | Re: Ignition Gromet for Rear Baffling...... |
>
>Harry--
>
>This memory thing gets harder and harder--unlike the part that my wife
>liked--but I believe that the "grommets" ACS sells are bigger (9 or 11
>mm) than the standard sparkplug cables (7 mm)--I have no idea why or if
>this is still the case, but I would ask (axe) before I spent money.
I can confirm the ACS ones were about 2 mm bigger than my plug wires. I'm
on the road right now so I can't measure the actual diameters. A kind
lister sent me some ones that fit my wires much better.
Kevin Horton
RV-8 (Finishing Kit)
Ottawa, Canada
http://go.phpwebhosting.com/~khorton/rv8/
________________________________________________________________________________
| Subject: | Re: Ignition Gromet for Rear Baffling...... |
When I saw the prices for these feed-thrus, paying in CAN$ plus taxes, that
was enough for me to design an fabricate my own out of a block of 3/4" thick
UHMW which I had on hand and found most useful for making other insulators
such as battery box, main-spar feed-thrus, etc. I have a dimensional drawing
of the spark plug lead insulator on file which I could forward to anybody
interested.
Cheers!! ----Henry Hore
________________________________________________________________________________
| From: | Charlie & Tupper England <cengland(at)netdoor.com> |
| Subject: | Re: Car gas in Ellisons |
Terry Watson wrote:
>
>Ellison doesn't want you to use auto gas with their throttle body. This is
>right off their website:
>
>Use with Auto Fuel
>The Ellison Throttle Body Injector has been designed specifically for
>aircraft use and has been thoroughly tested with aviation fuels. We do not
>recommend the use of auto fuel with the TBI. Several of our customers who
>have used auto fuel have had substantial damage to the rubber and metal
>parts of the TBI. When operated only on aviation fuel, we have never
>observed any deterioration of metal or rubber parts in the unit.
>The EPA has required the oil companies to add oxygenates to auto fuel in in
>many parts of the country to reduce pollution in the winter months. In most
>areas this additive is alcohol which will damage aircraft fuel systems. In
>addition to possible chemical incompatibility, the high vapor pressure of
>auto fuel can be a problem when used in aircraft, as it is much more likely
>to boil that aviation fuel. Unlike aviation fuel, the formula of auto fuel
>is altered as the seasons change, so winter grade fuel is even more likely
>to form vapor.
>Many of our customers have stated that they believe there is no chemical
>difference between aviation fuel and auto fuel. A dramatic difference can
>be demonstrated by pouring a sample of each into Styrofoam coffee cups. The
>aviation fuel will remain contained in the cup, but auto fuel will dissolve
>the cup and flow right through the bottom.
>
>Terry
>
Bummer...Forced to settle for aircraft quality again.
________________________________________________________________________________
I have checked the archives, etc. ...... does anyone know how to contact Lyle
Hefel?
Len Leggette, RV-8A
Greensboro, NC N910LL
175 hrs
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)qcbc.org> |
Lyle Hefel, 2821 Elm Street, Dubuque, Iowa 52001 563-583-4657
He is a member of Chapter 75 and just finished another RV-8
rvbuilder(at)dubuque.net
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: <Lenleg(at)aol.com>
Subject: RV-List: Lyle Hefel
>
> I have checked the archives, etc. ...... does anyone know how to contact
Lyle
> Hefel?
>
> Len Leggette, RV-8A
> Greensboro, NC N910LL
> 175 hrs
>
>
________________________________________________________________________________
| From: | Kevin Horton <khorton01(at)rogers.com> |
>
>Listers,
> Does anyone know if a Heated Pitot/static blade from a PA-28 161 have
>the same mounting holes as a PA-28 140C. I had to order the 161 blade
>because Piper didn't have the blade for the 140C. They couldn't tell me if
>they were the same, all they could say was they had different part no's and
>the blade length was the same.
> By the way, there's no information about what I'm asking in the
>archives and our local aircraft maintenance shop doesn't have that
>information and this is RV related.
>Jim Nolan
>N444JN
I don't know if all Piper pitot/static blades have the same mounting holes
or not, but I know that many of them do. I know that there are several
different Piper pitot/static blades with the same mounting holes, but
different angles on the bottom face - this may be why you are seeing
different part numbers. The different angle on the bottom face changes the
sensed static pressure, so that the accuracy of the static source position
error can be tuned to best work with the airframe it is designed to be
installed on.
So, if you are using the static source on the blade, and you are happy with
the accuracy now, you need to replace it with the same part number. If you
are only using the pitot part then it doesn't matter what the angle on the
bottom face is.
Diamond had a real tough time when they went from the DA-20A1 to the
DA-20C1. The heavier engine on the DA-20C1 led them to sweep the wings
forward ever so slightly, and that led to a slight change in spar location
which meant they had to move the Piper pitot/static blade. The one they
used on the DA-20A1 worked fine there, but it gave large static source
errors when installed on the DA-20C1. They tried all the available Piper
part numbers, and couldn't find one that gave acceptable accuracy. There
was one in particular that gave a very low indicated stall speed, and an
indicated speed in cruise that was way too high. We joked that they should
offer that pitot/static blade as a high performance option :). In the end
they ended up modifying a Piper pitot/static blade to have a custom angle
on the bottom to get acceptable accuracy.
Kevin Horton
RV-8 (Finishing Kit)
Ottawa, Canada
http://go.phpwebhosting.com/~khorton/rv8/
________________________________________________________________________________
| Subject: | WW 200RV test results in |
Guys,
This weekend I finally had a chance to test the new Whirl Wind 200RV. The
results are posted on my prop page at...
www.rv-8.com/Prop.htm
Suffice it to say that the 200RV bested all other props in every category --
this is one sweet prop!
Randy Lervold
RV-8, 364 hrs
www.rv-8.com
EAA Technical Counselor
Home Wing VAF
________________________________________________________________________________
| From: | "John Brick" <jbrick(at)wolfenet.com> |
| Subject: | WW 200RV test results in |
Thanks Randy, great work.
Would you refresh us on the particulars of your engine. Compression, carb or
FI, plenum, Lazar, etc.
jb
> This weekend I finally had a chance to test the new Whirl Wind 200RV. The
> results are posted on my prop page at...
> www.rv-8.com/Prop.htm
>
> Suffice it to say that the 200RV bested all other props in every
> category --
> this is one sweet prop!
>
> Randy Lervold
> RV-8, 364 hrs
> www.rv-8.com
> EAA Technical Counselor
> Home Wing VAF
________________________________________________________________________________
| From: | P M Condon <pcondon(at)mitre.org> |
| Subject: | Where's the best place to purchase PPG |
It might depend on where you live. In South NJ, there was/is no PPG
distributer that I could use.Neerest jobbber was 75 miles away and not
open on Saturdays. I ended up using Glasurit because the jobber near
where I worked supplied and mixed Glasurit and the jobber near my hanger
also supplied the Glasurit Line. My first choice was PPG Concept, but I
am very happy with the Glasurit 22 line S/S (same type as PPG Concept).
Having the supplier a few miles from the project was very helpful. Now
that I am knowledgable with the Glasurit paint system, my next airplane
will be in Glasurit. If I choose a Dupont line, I would say the same
thing for Dupont. My point is once I became good, and comfortable with a
specific product, there is no sence in relearning another paint
product/system.
________________________________________________________________________________
| From: | Rob Prior <rv7(at)b4.ca> |
| Subject: | Re: WW 200RV test results in |
Randy Lervold wrote:
> Suffice it to say that the 200RV bested all other props in every category --
> this is one sweet prop!
Hi Randy,
In your Summary remarks, you say that:
"The WW 200C aerobatic prop ... For those of you looking forward to more
frequent acro this might be the best choice. It's hard to beat the 200RV
as the best overall prop however. I suppose that's what results from a
no-compromise design for the RV."
Is the 200RV not intended/recommended for Aerobatics? And if not, how
can it be considered a "no-compromise design for the RV?"
-Rob
________________________________________________________________________________
| From: | "Dennis Persyk" <dpersyk(at)worldnet.att.net> |
| Subject: | Re: RV6-A Constant Speed Upgrade |
Hi Pete,
The constant speed prop will not give you any faster cruise speed than a
correctly pitched fixed-pitch prop. What it will give you is faster climb
and a greater margin of safety. With the constant speed prop you have
greater obstacle clearance climb and the ability to make steep, controlled
descents without overspeeding the engine.
Dennis Persyk N600DP 6A C/S sold
Specs and pictures at http://home.att.net/~dpersyk/rv6a.htm
________________________________________________________________________________
| From: | "Phil N" <pnewlon(at)toosan.com> |
| Subject: | Redimple the skin? |
I've got both my HS skins dimpled and ready for riveting. Or so I
thought anyway. As I started riveting the left skin on the skeleton, I
found that several of the dimples I made using the Avery c-frame and a
4LB bronze hammer came up a little short of full depth (as compared to
the dimples along the edges made using the squeezer). Am I OK with
taking the Avery speed deburring tool and skimming the hole a little so
that the rivet sits down into it correctly? I saw lots of opinions
about the type of hammer to use with the c-frame. It seems that a
plastic dead blow is popular, but I don't understand how it would
provide a better dimple than the heavy bronze one I'm now using.
I haven't started riveting the right skin yet, I figured I'd redimple it
using some other hammer if the consensus from the experts is that I'm
better of re-dimpling than hitting the dimples with the deburring tool.
Phil
________________________________________________________________________________
| From: | Bob Japundza <bjapundza(at)yahoo.com> |
| Subject: | Re: WW 200RV test results in |
Randy, I'd be willing to bet the marginal speed/climb increases with the new prop
are due to the reduction in trim drag from the lighter prop and lighter battery...
I would really like to see what the new blended airfoil hartzell does in comparison
to these props (both Hartzell and WW).
Regards, Bob
RV-6 flying 500-something hours
F1 QB under const.
---------------------------------
________________________________________________________________________________
| From: | "Neil McLeod" <bedrock(at)theriver.com> |
| Subject: | WW 200RV test results in |
It's not counterweighted and will go to fine pitch with a loss of oil
pressure therefore not "aerobatic". Unfortunately they are not planning
to do an aerobatic version, at least that's what they told me about a
month ago.
Neil McLeod
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Rob Prior
Subject: Re: RV-List: WW 200RV test results in
Randy Lervold wrote:
> Suffice it to say that the 200RV bested all other props in every
category --
> this is one sweet prop!
Hi Randy,
In your Summary remarks, you say that:
"The WW 200C aerobatic prop ... For those of you looking forward to more
frequent acro this might be the best choice. It's hard to beat the 200RV
as the best overall prop however. I suppose that's what results from a
no-compromise design for the RV."
Is the 200RV not intended/recommended for Aerobatics? And if not, how
can it be considered a "no-compromise design for the RV?"
-Rob
=
=
=
=
________________________________________________________________________________
| Subject: | Re: Redimple the skin? |
I would use the bronze. I hit the dimpler twice. The first hit gives you
80% of the dimple the next finishes it off. You can tell buy the sound when
everything "bottoms out".
>
>I've got both my HS skins dimpled and ready for riveting. Or so I
>thought anyway. As I started riveting the left skin on the skeleton, I
>found that several of the dimples I made using the Avery c-frame and a
>4LB bronze hammer came up a little short of full depth (as compared to
>the dimples along the edges made using the squeezer). Am I OK with
>taking the Avery speed deburring tool and skimming the hole a little so
>that the rivet sits down into it correctly? I saw lots of opinions
>about the type of hammer to use with the c-frame. It seems that a
>plastic dead blow is popular, but I don't understand how it would
>provide a better dimple than the heavy bronze one I'm now using.
>
>I haven't started riveting the right skin yet, I figured I'd redimple it
>using some other hammer if the consensus from the experts is that I'm
>better of re-dimpling than hitting the dimples with the deburring tool.
>
>Phil
>
>
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
________________________________________________________________________________
| From: | "Greg Milner" <tldrgred(at)execpc.com> |
| Subject: | Gas scooter fits in baggage compartment |
I recently bought a gas scooter at Checker Auto Parts for $250. It fits in the
back of my -4 (with rear seat removed) and is real handy to transport from airports
to restaurants. Goes allmost 20mph and is fun! Well worth the investment.
It fell over while idling and broke a brake lever and they are going to send
a new on under warranty.
Red Milner
RV-4 79KM O-290 385hrs
________________________________________________________________________________
| From: | Rob Prior <rv7(at)b4.ca> |
| Subject: | Re: WW 200RV test results in |
Neil McLeod wrote:
>
> It's not counterweighted and will go to fine pitch with a loss of oil
> pressure therefore not "aerobatic". Unfortunately they are not planning
> to do an aerobatic version, at least that's what they told me about a
> month ago.
Too bad. Although personally i'd be more concerned with whether or not
it can take the gyroscopic forces resulting from the aerobatic
manoeuvers than whether it goes to coarse or fine pitch when oil
pressure is lost.
-Rob
> -----Original Message-----
> From: owner-rv-list-server(at)matronics.com
> [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Rob Prior
> To: rv-list(at)matronics.com
> Subject: Re: RV-List: WW 200RV test results in
>
>
> Randy Lervold wrote:
>
>>Suffice it to say that the 200RV bested all other props in every
> category -- this is one sweet prop!
>
> Hi Randy,
>
> In your Summary remarks, you say that:
>
> "The WW 200C aerobatic prop ... For those of you looking forward to more
> frequent acro this might be the best choice. It's hard to beat the 200RV
> as the best overall prop however. I suppose that's what results from a
> no-compromise design for the RV."
>
> Is the 200RV not intended/recommended for Aerobatics? And if not, how
> can it be considered a "no-compromise design for the RV?"
________________________________________________________________________________
| From: | Rob Prior <rv7(at)b4.ca> |
| Subject: | Re: Redimple the skin? |
Phil N wrote:
> Am I OK with taking the Avery speed deburring tool and skimming the
> hole a little so that the rivet sits down into it correctly?
Not if you want to retain the strength that was designed into the
structure in the first place. There's a reason the skins were designed
to be dimpled instead of countersunk, it's because the skins are too
thin to countersink. If you "skim" a little material from the hole, you
skim a little strength from that joint.
You're better off finding a way to dimple those properly in-place. A
pop-rivet or through-hole dimple die is probably the best way, if the
skin can't be removed to return to your C-frame.
-Rob
________________________________________________________________________________
| From: | michael michael <top_gun_toronto(at)yahoo.ca> |
| Subject: | Re: Gas scooter fits in baggage compartment |
Do you have a web link to that...like to see a pic....;)
Thanks
Michael
Greg Milner wrote:
I recently bought a gas scooter at Checker Auto Parts for $250. It fits in the
back of my -4 (with rear seat removed) and is real handy to transport from airports
to restaurants. Goes allmost 20mph and is fun! Well worth the investment.
It fell over while idling and broke a brake lever and they are going to send
a new on under warranty.
Red Milner
RV-4 79KM O-290 385hrs
---------------------------------
________________________________________________________________________________
| Subject: | Re: WW 200RV test results in |
I talked with Jim at WW a while back and I belive, in his mind, any prop,
that does not go to corse pitch when pressure is lost, is not recommended
for aerobatics. You might want to verify this.
>
>Neil McLeod wrote:
>>
>> It's not counterweighted and will go to fine pitch with a loss of oil
>> pressure therefore not "aerobatic". Unfortunately they are not planning
>> to do an aerobatic version, at least that's what they told me about a
>> month ago.
>
>Too bad. Although personally i'd be more concerned with whether or not
>it can take the gyroscopic forces resulting from the aerobatic
>manoeuvers than whether it goes to coarse or fine pitch when oil
>pressure is lost.
>
>-Rob
>
>> -----Original Message-----
>> From: owner-rv-list-server(at)matronics.com
>> [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Rob Prior
>> To: rv-list(at)matronics.com
>> Subject: Re: RV-List: WW 200RV test results in
>>
>>
>> Randy Lervold wrote:
>>
>>>Suffice it to say that the 200RV bested all other props in every
>> category -- this is one sweet prop!
>>
>> Hi Randy,
>>
>> In your Summary remarks, you say that:
>>
>> "The WW 200C aerobatic prop ... For those of you looking forward to more
>> frequent acro this might be the best choice. It's hard to beat the 200RV
>> as the best overall prop however. I suppose that's what results from a
>> no-compromise design for the RV."
>>
>> Is the 200RV not intended/recommended for Aerobatics? And if not, how
>> can it be considered a "no-compromise design for the RV?"
>
>
________________________________________________________________________________
| From: | "Richard Bibb" <rebibb(at)comcast.net> |
| Subject: | Re: Redimple the skin? |
The HS skins are 0.032 and can be countersunk or dimpled for 3/32 rivets so
I don;t see the problem....
----- Original Message -----
From: "Rob Prior" <rv7(at)b4.ca>
Subject: Re: RV-List: Redimple the skin?
>
> Phil N wrote:
> > Am I OK with taking the Avery speed deburring tool and skimming the
> > hole a little so that the rivet sits down into it correctly?
>
> Not if you want to retain the strength that was designed into the
> structure in the first place. There's a reason the skins were designed
> to be dimpled instead of countersunk, it's because the skins are too
> thin to countersink. If you "skim" a little material from the hole, you
> skim a little strength from that joint.
>
> You're better off finding a way to dimple those properly in-place. A
> pop-rivet or through-hole dimple die is probably the best way, if the
> skin can't be removed to return to your C-frame.
>
> -Rob
>
>
________________________________________________________________________________
| From: | "lucky macy" <luckymacy(at)hotmail.com> |
| Subject: | replacement part for the black "T" in Van's Static Air kit |
I read most of the 21 posts that came up when I searched for a recommended
replacement part for the T fitting in Van's static air kit and came up with
nothing.
Many gripes about the kit inn general but no specific suggestions. I don't
like to use the T type of fitting with hard, plastic tubes when the fit is
very tight- they can cause the tubes to can crack easily. Anyone got a
replacement part from ACS or similar place for a T fitting that is flared
and threaded for that diameter of tubing?
thanks,
lucky
RV8 fuse
Browse styles for all ages, from the latest looks to cozy weekend wear at
MSN Shopping. And check out the beauty products! http://shopping.msn.com
________________________________________________________________________________
| Subject: | Re: WW 200RV test results in |
O-360 A1A (non-counterweighted crank), Millenium cylinders, 8.5-1
compression, LASAR ignition. More info on my engine page if anyone has any
interest...
www.rv-8.com/Engine.htm
Randy
>
> Thanks Randy, great work.
>
> Would you refresh us on the particulars of your engine. Compression, carb
or
> FI, plenum, Lazar, etc.
>
> jb
>
> > This weekend I finally had a chance to test the new Whirl Wind 200RV.
The
> > results are posted on my prop page at...
> > www.rv-8.com/Prop.htm
> >
> > Suffice it to say that the 200RV bested all other props in every
> > category --
> > this is one sweet prop!
> >
> > Randy Lervold
> > RV-8, 364 hrs
> > www.rv-8.com
> > EAA Technical Counselor
> > Home Wing VAF
________________________________________________________________________________
| Subject: | Re: WW 200RV test results in |
> In your Summary remarks, you say that:
>
> "The WW 200C aerobatic prop ... For those of you looking forward to more
> frequent acro this might be the best choice. It's hard to beat the 200RV
> as the best overall prop however. I suppose that's what results from a
> no-compromise design for the RV."
>
> Is the 200RV not intended/recommended for Aerobatics? And if not, how
> can it be considered a "no-compromise design for the RV?"
>
> -Rob
First off, I'm no aerobatics expert, but my understanding is that a true
hard core acro prop needs to accelerate from slow speeds at the end of a
maneuver where you've spent all your energy to medium speeds for the next
maneuver as fast as possible. This is not the typical RV mission where most
guys just do occasional acro and would trade other qualities for that
specific acceleration. No question the 200RV will do aerobatics just fine,
but I don't think it will accelerate as hard from say 90 mph back up to 150
which is what the 200C is specifically designed to do.
If this is an area of interest I'd give Whirl Wind a call and they can
provide a better explanation than I just tried to do. They are great people
and will help you select the right prop for your application. Jim Rust, the
owner and head designer, has a Laser that he built. I flew formation with
him once and watched as he did an aerobatic routine... fabulous, but not
what I want to do in my RV. Short story: I remember that flight well because
we landed as a flight back at Gillespie. His plane has no flaps and I flew
his wing right down to landing at 90 mph and wheeled it on with him. It
actually wasn't that bad but way different than I'd landed ever before.
Randy
________________________________________________________________________________
| Subject: | Re: WW 200RV test results in |
> Randy, I'd be willing to bet the marginal speed/climb increases with the
new prop are due to the reduction in trim drag from the lighter prop and
lighter battery...
My plane goes the same speed whether solo or dual, therefore I doubt the
trim differences are responsible for the different figures.
> I would really like to see what the new blended airfoil hartzell does in
comparison to these props (both Hartzell and WW).
Me too!
> Regards, Bob
>
> RV-6 flying 500-something hours
> F1 QB under const.
Hey, how's the F1 coming along? Now THAT will be a thrill!
Randy
________________________________________________________________________________
| From: | Bobby Hester <bhester(at)hopkinsville.net> |
| Subject: | Re: Redimple the skin? |
Phil N wrote:
>
>I've got both my HS skins dimpled and ready for riveting. Or so I
>thought anyway. As I started riveting the left skin on the skeleton, I
>found that several of the dimples I made using the Avery c-frame and a
>4LB bronze hammer came up a little short of full depth (as compared to
>the dimples along the edges made using the squeezer). Am I OK with
>taking the Avery speed deburring tool and skimming the hole a little so
>that the rivet sits down into it correctly? I saw lots of opinions
>about the type of hammer to use with the c-frame. It seems that a
>plastic dead blow is popular, but I don't understand how it would
>provide a better dimple than the heavy bronze one I'm now using.
>
>I haven't started riveting the right skin yet, I figured I'd redimple it
>using some other hammer if the consensus from the experts is that I'm
>better of re-dimpling than hitting the dimples with the deburring tool.
>
>Phil
>
>
Phil, I had the same problem and found that it was how I had my c-frame
mounted. I made a pocket in my work bench to sit my c-frame in so that
it would be level with the bench top when using. I made a 2x4 leg that
is mounted directly under the striking surface of the c-frame, so I
thought it had a good solid striking area, wrong! I cut a 1/4" piece of
plate steel to size to fit in the bench pocket and then sit the c-frame
on it. As soon as I hit it the first time after adding this I knew that
was the correct fix. Your c-frame has got to have a solid surface to sit
on. I think you will find that if you do this your dimpling problem will
be fixed. Yes, you can go back over your current dimple and redimple. I
used a plastic dead blow hammer. I built both my horizonal and vertical
stabalizers before I realized it did not look right. My wings looked
great after the fix.
--
Surfing the Web from Hopkinsville, KY
Visit my web site at: http://www.geocities.com/hester-hoptown/RVSite/
RV7A Slowbuild wings-QB Fuse :-)
________________________________________________________________________________
| From: | "Wayne Pedersen" <wayne(at)pedersentransport.com> |
| Subject: | panel lay out with Dynon |
Just starting to work on the panel layout for my -7a tip up and need some
input. Will be installing 3 flight instruments ALt, VSI and HSI plus the
DYNON and IK2000. Question is
Those using the Dynon - would you mount it as a primary instrument i.e. dead
center or would you mount it below the 3 back up flight instruments ? Is it
easy to wean your self from the "old" dial/needle flight instruments to the
Dynon High tech ribbon and digital ?
thanks
Wayne
RV 7a - workin on panel
S.Alberta
---
________________________________________________________________________________
| Subject: | Re: panel lay out with Dynon |
I'd mount it top center, right where the Attitude indicator should be. It
will be your primary instrument.
One question, why would you not have an airspeed indicator also as a back up?
If you are short on panel space one thing to think about is to ditch the VSI
(the Dynon has one) and add an airspeed indicator. Then if the Dynon craps
out, you will still have altitude and airpseed. The 2 most important things to
land an airplane....
Just my $0.02 worth.
-Mike Kraus
RV-4, flying with the Dynon for 100 hours!
________________________________________________________________________________
| From: | Charlie & Tupper England <cengland(at)netdoor.com> |
| Subject: | Re: Redimple the skin? |
Phil N wrote:
>
>I've got both my HS skins dimpled and ready for riveting. Or so I
>thought anyway. As I started riveting the left skin on the skeleton, I
>found that several of the dimples I made using the Avery c-frame and a
>4LB bronze hammer came up a little short of full depth (as compared to
>the dimples along the edges made using the squeezer). Am I OK with
>taking the Avery speed deburring tool and skimming the hole a little so
>that the rivet sits down into it correctly? I saw lots of opinions
>about the type of hammer to use with the c-frame. It seems that a
>plastic dead blow is popular, but I don't understand how it would
>provide a better dimple than the heavy bronze one I'm now using.
>
>I haven't started riveting the right skin yet, I figured I'd redimple it
>using some other hammer if the consensus from the experts is that I'm
>better of re-dimpling than hitting the dimples with the deburring tool.
>
>Phil
>
I've had good luck using a couple of techniques to 'finish' a dimple in
place, even a missed dimple in a rib.
Mounting the female die in a bucking bar & the male in a rivet set, you
can usually finish the dimple with the rivet gun using relatively high
pressure & quick, hard firing of the gun. If that fails, you might try
making your own female die in the bucking bar with a countersink but
over-sink the bar slightly to compensate for the double thickness.
Obviously, you want total control over the gun & bucking bar if you try
this.
Charlie
As to which hammer to use, I think we should start a 2 month thread on
that. My personal preference is to live dangerously by using a regular
claw hammer, without the benefit of eye protection. ;-)
________________________________________________________________________________
| From: | "Dean" <dvanwinkle(at)royell.net> |
| Subject: | Re: Redimple the skin? |
Phil
I have a sturdy work bench and a light plywood slotted shelf almost the size
of the bench that brings the skins level with the male dimple die in the
bottom of the Avery c-frame. I also always push the female die/shaft down
firmly against the skin and hold it with my other hand before striking the
shaft with the Avery plastic mallet. This precludes any bouncing and always
gives a good full dimple. The 20 inch c-frame throats will not reach approx
20 rivet holes in the center of the RV-7/RV-9 fuselage center skins (the
newer Avery 22 inch c-frame will). The Avery pop-rivet dimple dies worked
well in that location, also for a j-stringer I added in the bottom fwd
tailcone skin to stop an oil-canning panel. Even though .032 skin can be
countersunk, my preference would always be to redimple where possible,
rather than cutting away metal.
Dean Van Winkle
Retired Aero Engineer
RV-9A Fus/Finish
13B NA Rotary
----- Original Message -----
From: "Phil N" <pnewlon(at)toosan.com>
Subject: RV-List: Redimple the skin?
>
> I've got both my HS skins dimpled and ready for riveting. Or so I
> thought anyway. As I started riveting the left skin on the skeleton, I
> found that several of the dimples I made using the Avery c-frame and a
> 4LB bronze hammer came up a little short of full depth (as compared to
> the dimples along the edges made using the squeezer). Am I OK with
> taking the Avery speed deburring tool and skimming the hole a little so
> that the rivet sits down into it correctly? I saw lots of opinions
> about the type of hammer to use with the c-frame. It seems that a
> plastic dead blow is popular, but I don't understand how it would
> provide a better dimple than the heavy bronze one I'm now using.
>
> I haven't started riveting the right skin yet, I figured I'd redimple it
> using some other hammer if the consensus from the experts is that I'm
> better of re-dimpling than hitting the dimples with the deburring tool.
>
> Phil
>
>
________________________________________________________________________________
| From: | <impalaflyer(at)sev.org> |
| Subject: | For Sale 160 HP Lycoming |
I have a 160 HP Lycoming O-320-H2AD core for sale, 1586 SMOH, 3736 TT, flywheel,
carb and mags included with complete logs and no known damage history.
I've pulled a couple lifters (you don't need to split the case on the '76' series
engine to inspect the lifters) and they are spalled, so plan on rebuilding
it before flight.
See this message from Eric Newton when he rebuilt his H2AD... http://www.matronics.com/searching/getmsg_script.cgi?INDEX119749968?KEYSeric_&_newton_&_h2ad?LISTNAMERV?HITNUMBER3?SERIAL1749004870?SHOWBUTTONSYES
Grand Total for Overhaul $5,060.00
Cost of Engine Core $2,300.00
Total cost of SMOH engine $7,360.00
You can also do a Matronics search for "eric & newton & h2ad" to find this (Engine
Overhaul Cost) March 02 message.
Overhaul it yourself and have a zero-time engine for low $$$.
I'm selling this engine because I got a great deal on another low-time firewall-forward
engine package (also an H2AD) and I'm not going to build the first Twin
RV.
Price is ONLY $3,000.00 + freight from Toledo, OH.
Tony Kirk
RV6A Finish
419-376-4536
See pictures at... http://members.accesstoledo.com/jkirk/h2ad/index.htm
________________________________________________________________________________
| From: | "Darwin N. Barrie" <ktlkrn(at)cox.net> |
| Subject: | Re: panel lay out with Dynon |
I'm going with the Dynon where the AH would be then 2.25" altimeter, T & B,
and airspeed below the Dynon as the back up stuff.
Darwin N. Barrie
Chandler AZ
----- Original Message -----
From: <N223RV(at)aol.com>
Subject: Re: RV-List: panel lay out with Dynon
>
> I'd mount it top center, right where the Attitude indicator should be. It
> will be your primary instrument.
>
> One question, why would you not have an airspeed indicator also as a back
up?
> If you are short on panel space one thing to think about is to ditch the
VSI
> (the Dynon has one) and add an airspeed indicator. Then if the Dynon
craps
> out, you will still have altitude and airpseed. The 2 most important
things to
> land an airplane....
>
> Just my $0.02 worth.
> -Mike Kraus
> RV-4, flying with the Dynon for 100 hours!
>
>
________________________________________________________________________________
| From: | "Paul Besing" <azpilot(at)extremezone.com> |
| Subject: | Re: replacement part for the black "T" in Van's Static Air kit |
Check out Ace Hardware, True Value, etc. They have nylon hose parts like
that, which will work with that installation. I ended up scrapping just
about everything in that kit, except for the tubing and a couple of fittings
for the rear of the gauges.
Paul Besing
RV-6A Sold (RV-10 Soon)
http://www.lacodeworks.com/besing
Kitlog Builder's Log Software
http://www.kitlog.com
----- Original Message -----
From: "lucky macy" <luckymacy(at)hotmail.com>
Subject: RV-List: replacement part for the black "T" in Van's Static Air kit
>
> I read most of the 21 posts that came up when I searched for a recommended
> replacement part for the T fitting in Van's static air kit and came up
with
> nothing.
>
> Many gripes about the kit inn general but no specific suggestions. I
don't
> like to use the T type of fitting with hard, plastic tubes when the fit is
> very tight- they can cause the tubes to can crack easily. Anyone got a
> replacement part from ACS or similar place for a T fitting that is flared
> and threaded for that diameter of tubing?
>
> thanks,
> lucky
> RV8 fuse
>
> Browse styles for all ages, from the latest looks to cozy weekend wear at
> MSN Shopping. And check out the beauty products! http://shopping.msn.com
>
>
________________________________________________________________________________
| Subject: | Re: Redimple the skin? |
| From: | Genev E Reed <genevreed(at)juno.com> |
Phil: you say some of the dimples are short. It sounds like you are not
hitting with the same force.
Doyle Reed 7A 146 hrs on the hobbs
________________________________________________________________________________
| From: | "Greg Milner" <tldrgred(at)execpc.com> |
| Subject: | Re: Gas scooter fits in baggage compartment |
WWW.applighting.com The spec sheet is on this website. Just checked WWW.Checkerautoparts.com
and didn`t see it (I purchased it at one of their stores)
________________________________________________________________________________
| Subject: | Re: panel lay out with Dynon |
In a message dated 12/8/2003 9:06:25 PM Eastern Standard Time,
dan(at)rvproject.com writes:
http://rvproject.com/images/panel/panel_640x210.jpg
All that lovely space,
Paul
RV-8 guy
________________________________________________________________________________
| From: | Larygagnon(at)aol.com |
| Subject: | Re: Gas scooter fits in baggage compartment |
Try GETaPED.com They list electric and gas scooters. Most are 20 to 25
pounds and up.
Larry Gagnon
RV6 N6LG
________________________________________________________________________________
| From: | "David E. Nelson" <david.nelson(at)pobox.com> |
Hi All,
I've tried e-mailing KitLog (info(at)kitlog.com and support(at)kitlog.com) and both
addresses have bounced with:
<<< 551 5.0.0 SMTP ACCESS DENIED
550 ... User unknown
The web site is still up, though. Anybody know other e-mail addresses?
Thanks,
/\/elson
--
~~ ** ~~ If you didn't learn anything when you broke it the 1st ~~ ** ~~
time, then break it again.
________________________________________________________________________________
| From: | "Greg Milner" <tldrgred(at)execpc.com> |
| Subject: | Re: Gas scooter fits in baggage compartment |
Just wanted to let people know it`s slick having a compact mode of transportation.
I think the spec weight is with the box it`s shipped in (not a factor for
me). Don`t forget the mono-shock suspension when considering one. It smooths out
terrain.
________________________________________________________________________________
| From: | "John" <n1cxo320(at)salidaco.com> |
| Subject: | Redimple The Skin? |
I used an Avery C-frame to build my slow-build RV6A and a normal carpenter's
steel headed hammer. I placed the shaft down into the pre-drilled hole and
gave it one good whack. Out of the thousands of dimples I didn't have one
that was under-dimpled.....I think some may be over analyzing this rather
simple procedure.
FWIW
John
________________________________________________________________________________
| From: | Laird Owens <owens(at)aerovironment.com> |
| Subject: | Re: Propeller Performance Testing |
Charlie,
I got a chance to do a quick check on the conditions below. Same
8000 DA, full throttle, leaned 50 deg rich of peak at 2700 rpm, then
reduced rpm by 100 and noted fuel flow. Now my fuel flow isn't the
most rock stable number on the instrument panel, so I took the best
average of what I was seeing.
Since we're really changing the power by reducing RPM, I'd expect to
be able to get better fuel flow by tweaking the mixture for the new
RPM, but I didn't do that to keep the test points the same. So on
the surface it looks more like a 10% increase in fuel flow for 2% of
kts/hr.
2680 rpm = 178kts = 12.1 gph
2600 rpm = 178kts = 11.8 gph
2500 rpm = 176kts = 11.3 gph
2400 rpm = 174kts = 10.8 gph
Laird
>
>Laird,
>
>Thanks for the additional data points on prop testing. In my mind, the
>significance isn't the speed change, which was only 2%, but the fuel
>flow increase for effectively the same speed. 40% change in fuel flow
>is a pretty big deal even if there had been an increase in speed of 2%.
>
>If you have fuel flow measurement in your plane, would you do all of us
>the favor of measuring your fuel flow at the same MP & the 3 rpms? You
>shouldn't have to refly the speed test; just a flow number at that
>density altitude & each rpm. Logically, the flow will be lower at lower
>rpm but I'd really like to know if you see the same 40% increase from
>2400 to 2700 rpm.
>
>Thanks,
>
>Charlie
>
>
> >>
>>>----- Original Message -----
>>>From: "Laird Owens" <owens(at)aerovironment.com>
>>>
>>>
>>>> Of course the one thing I forgot to record was GPH for the different
>>>> RPM settings. Oh well.
>>>>
> >>> FInal results at 8000 DA:
>>>> 2680 = 178kts
>>>> 2600 = 178kts
>>>> 2500 = 176kts
> >>> 2400 = 174kts
> >>>
>>>> So....I didn't see the TAS rise that Jim did during his tests with the
>>>>
>>>>
>>>RV-6a.
>>>
>>>
>>>> At least that's what I found tonight.
>>>>
>>>> Laird
> >>>
________________________________________________________________________________
| From: | "Jim Jewell" <jjewell(at)telus.net> |
| Subject: | Re: Redimple The Skin? |
The skin with dimples should be flat across the top.
To test for flatness, use a straight edge.
If not flat?, hit harder,
or more often,
or with a bigger hammer,
or a better hammer,
or any combination that gets the skin in the immediate area of the dimples
to lay flat.
Beat that aluminum into submition, wail on it until it's an arplane and then
go fly the damn thing {[;-).
Jim in Kelowna
----- Original Message -----
From: "John" <n1cxo320(at)salidaco.com>
Subject: RV-List: Redimple The Skin?
>
> I used an Avery C-frame to build my slow-build RV6A and a normal
carpenter's
> steel headed hammer. I placed the shaft down into the pre-drilled hole and
> gave it one good whack. Out of the thousands of dimples I didn't have one
> that was under-dimpled.....I think some may be over analyzing this rather
> simple procedure.
> FWIW
>
> John
>
>
________________________________________________________________________________
| Subject: | Help - Jon Johanson and his RV4 trapped on American Antarctic |
base
| From: | <John.Morrissey(at)csiro.au> |
Hi Guys,
Jon has been a naughty boy! In a news article on this mornings news it
has been reported that Jon Johanson and his RV4 are trapped at the
American base in Antarctica and he is being refused permission and fuel
to fly his aircraft back home. Basically Jon wanted to fly his RV4 to
the south pole from NZ then onto South America. Unfortunately he
encountered strong headwinds that forced a diversion to the US base at
McMurdo. Upon landing Jon has been advised that the US will fly him home
but the RV4 will have to stay. As the base operates an ice runway the
RV4 will be lost in the summer melt if Jon cannot get permission from
the US to leave with his aircraft. Do we want to lose this historic
aircraft???
Can we on the list help?? Time for some letter writing from some RV US
citizens??
I'll send some URL's as sone as something appears in the written press.
Cheers
John Morrissey
________________________________________________________________________________
| From: | "C. Rabaut" <crabaut(at)coalinga.com> |
| Subject: | Re: Help - Jon Johanson and his RV4 trapped on American Antarctic |
base
John,
Count me in !!! Let's do what we can.
Chuck
----- Original Message -----
From: <John.Morrissey(at)csiro.au>
Subject: RV-List: Help - Jon Johanson and his RV4 trapped on American
Antarctic base
>
> Hi Guys,
>
>
> Jon has been a naughty boy! In a news article on this mornings news it
> has been reported that Jon Johanson and his RV4 are trapped at the
> American base in Antarctica and he is being refused permission and fuel
> to fly his aircraft back home. Basically Jon wanted to fly his RV4 to
> the south pole from NZ then onto South America. Unfortunately he
> encountered strong headwinds that forced a diversion to the US base at
> McMurdo. Upon landing Jon has been advised that the US will fly him home
> but the RV4 will have to stay. As the base operates an ice runway the
> RV4 will be lost in the summer melt if Jon cannot get permission from
> the US to leave with his aircraft. Do we want to lose this historic
> aircraft???
>
>
> Can we on the list help?? Time for some letter writing from some RV US
> citizens??
>
>
> I'll send some URL's as sone as something appears in the written press.
>
>
> Cheers
>
>
> John Morrissey
>
>
________________________________________________________________________________
| From: | Steven Eberhart <newtech(at)newtech.com> |
| Subject: | Re: Help - Jon Johanson and his RV4 trapped on American |
Antarctic base
RV-8 builder and pilot Jim Inhofe is a US Senator. That would be a good
place to start. Don't know if he monitors this list but an e-mail or
phone call to him in the US senate couldn't hurt.
Steve Eberhart
RV-7A - still working on wings :-(
John.Morrissey(at)csiro.au wrote:
>
> Hi Guys,
>
>
> Jon has been a naughty boy! In a news article on this mornings news it
> has been reported that Jon Johanson and his RV4 are trapped at the
> American base in Antarctica and he is being refused permission and fuel
> to fly his aircraft back home. Basically Jon wanted to fly his RV4 to
> the south pole from NZ then onto South America. Unfortunately he
> encountered strong headwinds that forced a diversion to the US base at
> McMurdo. Upon landing Jon has been advised that the US will fly him home
> but the RV4 will have to stay. As the base operates an ice runway the
> RV4 will be lost in the summer melt if Jon cannot get permission from
> the US to leave with his aircraft. Do we want to lose this historic
> aircraft???
>
>
> Can we on the list help?? Time for some letter writing from some RV US
> citizens??
>
>
> I'll send some URL's as sone as something appears in the written press.
>
>
> Cheers
>
>
> John Morrissey
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Andrew Barker" <Andrew(at)trutrakap.com> |
| Subject: | Help - Jon Johanson (long) |
To all on the RV list...
This is all of the information that we have at this time. Jon is our
(TruTrak) distributor in Australia, I e-mailed him as soon as I found out
that there was a problem.
>Hi Andrew,
>Yes, please go ahead and post the press release.
>If you know of anyone who can exert political pressure to persuade the
>"boss" of the govt agency that controls the McMurdo base to let Jon have
>(or buy) 400litres of fuel that would be a great help. The Foreign
>Minister here is working on the case . It will only be resolved at the
>political level as it needs the highest authority for the McMurdo station
>director to be told he has to help. The normal rules are not to help a
>"tourist". We are not sure if there is any spare Avgas at the base but
>there is ordinary petrol which will be OK as Jon can mix this with his
>remaining fuel.
>Jon has done an amazing job to fly 26.5 hours and go over the Pole - he is
>the first! As the weatherman said afterwards it was the "a" (antarctic)
>unpredictability factor that got him with the headwinds that were much
>stronger than forecast.
>Be assured that Jon is safe on the ground and his airplane is OK too.
>Regards,
> Sue Ball
and here is the press release on the flight...
MEDIA RELEASE 10 DECEMBER 2003
Jon Johanson sets new Polar Flight record
On Monday 8 December, Australian pilot, Jon Johanson became the first pilot
to fly a homebuilt, single engine aircraft over the South Pole. It is
believed that he is also the first person ever to fly a fixed wing aircraft
solo over the South Pole on a long distance flight.
Jon set this new world record during a non-stop flight from Invercargill,
New Zealand to overfly the South Pole before landing at the joint
US(McMurdo) / NZ (Scott )Base in Antarctica.
He flew his special RV-4 aircraft, call sign VH-NOJ, that he has already
flown three times around the world including over the North Pole.
His aircraft was modified for this history-making flight with a specialised
engine and increased fuel capacity.
The total flight distance was 3,345 nautical miles and took 26.5 hours.
The flight has taken years of planning. Jon is delighted to have made it
this week, in time for the centenary of powered flight on 17 December 2003.
Jon's flight is an amazing effort, worthy of recognition in the history of
aviation as a true endurance flight in an experimental aircraft. He has
re-created the pioneering spirit that led to that first powered flight a 100
years ago.
Jon left his home town of Adelaide South Australia quietly on Saturday
morning for a 10 hour flight to Invercargill, New Zealand.
Jon took off for his record flight on Sunday, at 5.30pm Adelaide time (8pm
in New Zealand). He planned to fly direct from Invercargill to the
Antarctic, over the South Pole and then to Ushuaia in Argentina.
But headwinds were much stronger than forecast. With airports few and far
between in the Antarctic, Jon changed his destination to fly to McMurdo
after overflying the South Pole. Jon remains at McMurdo /Scott Base unable
to depart until he can get more fuel. The Australian Government is
currently negotiating with relevant US/NZ authorities to assist.
Last week Jon made a final test flight, setting a new class record Round
Australia, flying the designated course from Adelaide via Melbourne, Sydney,
Brisbane, Townsville, Darwin, Port Hedland (fuel stop), Carnarvon, Perth and
back to Adelaide. His elapsed time was 38.5 hours which included only one
stop of 1.5 hours. This record breaking flight was just one of the flights
in the extensive test program undertaken during the planning for the flight
over the South Pole.
All the work on Jon's aircraft was done at Parafield Airport in South
Australia, mostly self-funded by Jon with some help from a few key sponsors
who were willing to support Jon's vision with their products and services.
For more information contact: Sue Ball 0417 813 699
Dick Smith 02
9450 0600
Photos of Jon are available on http://users.senet.com.au/~jonj/photos.html
Andrew Barker
TruTrak Flight Systems
479-751-0250
www.trutrakap.com
________________________________________________________________________________
| Subject: | Re: RV6-A Constant Speed Upgrade |
| From: | czechsix(at)juno.com |
Guys, one thing to keep in mind...several have made comments to the effect that
a C.S. prop isn't any faster than a correctly pitched cruise prop. This is absolutely
correct....BUT...remember that this is only true under certain limited
conditions, primarily those where the FP prop can run wide-open-throttle without
overspeeding, which is only possible above a certain altitude (anywhere
from 5-12K' according to pilot reports I've read from flying RV's)....and the
altitude depends on several factors including HP and airframe drag, but the pitch
of the FP prop is the primary consideration.
To relate all that to real life, if you have an "average" pitch recommended by
Vans for your Sensenich, and you're flying formation with your buddy who has a
CS prop down at 3500', he's going to outrun you simply because he can open it
up all the way whereas you cannot run W.O.T. without exceeding 2700 rpm. If
you both climb to something like 8-10K (or wherever you can open up your throttle
all the way), you'll probably be almost exactly the same speed. I think Rusty
Duffy found the Sensenich to be slightly faster than the older model Hartzell
(not the new blended airfoil model) once he was able to open the throttle
all the way on the Sensenich. If you climb even higher, I would imagine (although
I don't have any evidence to back it up) that the CS prop would once again
gain a speed advantage because the rpm on the FP application would be steadily
decreasing even with full throttle, whereas the CS prop could continue to
run higher rpms if it proved beneficial for more spee
d.
Not a flame to anyone, just some caveats to keep in mind if you're pondering the
FP vs CS options. The CS is more flexible in ALL operating conditions, the
FP is only optimized for one speed condition...
--Mark Navratil
Cedar Rapids, Iowa
RV-8A N2D finishing...Sensenich sold...blended-airfoil Hartzell shipping this month...
From: "Dennis Persyk" <dpersyk(at)worldnet.att.net>
Subject: RV-List: Re: RV6-A Constant Speed Upgrade
Hi Pete,
The constant speed prop will not give you any faster cruise speed than a
correctly pitched fixed-pitch prop. What it will give you is faster climb
and a greater margin of safety. With the constant speed prop you have
greater obstacle clearance climb and the ability to make steep, controlled
descents without overspeeding the engine.
Dennis Persyk N600DP 6A C/S sold
Specs and pictures at http://home.att.net/~dpersyk/rv6a.htm
________________________________________________________________________________
| From: | "RV6 Flyer" <rv6_flyer(at)hotmail.com> |
| Subject: | EAA link to Jon Johanson and his RV4 |
http://www.eaa.org/communications/eaanews/031209_johanson.html
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell,
1,410 + Flying Hours So. CA, USA
http://SoCAL_WVAF.rvproject.com
Take advantage of our best MSN Dial-up offer of the year six months
________________________________________________________________________________
| Subject: | Redimple The Skin? |
This thread makes me really excited about my DRDT-1 frame that's on the back
of a Fed Ex truck headed my way ( http://www.experimentalaero.com/ )!
I've done most of my emp using the standard Avery frame. While it wasn't
mounted I did have really straight skins and fairly consistent results -
mostly my arms just wore out :o)
Hence the new dimpling frame.
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Jim Jewell
Subject: Re: RV-List: Redimple The Skin?
The skin with dimples should be flat across the top.
To test for flatness, use a straight edge.
If not flat?, hit harder,
or more often,
or with a bigger hammer,
or a better hammer,
or any combination that gets the skin in the immediate area of the dimples
to lay flat.
Beat that aluminum into submition, wail on it until it's an arplane and then
go fly the damn thing {[;-).
Jim in Kelowna
----- Original Message -----
From: "John" <n1cxo320(at)salidaco.com>
Subject: RV-List: Redimple The Skin?
>
> I used an Avery C-frame to build my slow-build RV6A and a normal
carpenter's
> steel headed hammer. I placed the shaft down into the pre-drilled hole and
> gave it one good whack. Out of the thousands of dimples I didn't have one
> that was under-dimpled.....I think some may be over analyzing this rather
> simple procedure.
> FWIW
>
> John
>
>
________________________________________________________________________________
| Subject: | John Johanson - another new article |
| From: | <John.Morrissey(at)csiro.au> |
Hi All,
For those of you interested have a look at
http://theaustralian.com.au/common/story_page/0,5744,8122136%255E1702,00
.html
The picture about what Jon's troubles are seems to be getting clearer
all the time and do vary a bit from the TV news story broadcast this
morning. The main issue revolves around the lack of resources in the
Antarctic regarding fuel. Understandable.
Watch this space :-)
Cheers
John Morrissey
________________________________________________________________________________
| From: | kempthornes <kempthornes(at)earthlink.net> |
| Subject: | Re: Help - Jon Johanson |
So, does anyone know anyone at CBS or NBC? How about the AOPA, they always
tell us how many problems they solve - are they working on this?
K. H. (Hal) Kempthorne
RV6-a N7HK - Three trips to OSH now.
PRB (El Paso de Robles, CA)
________________________________________________________________________________
| From: | "David Carter" <dcarter(at)datarecall.net> |
| Subject: | Re: Cockpit "Audio out" to videocamera |
I bought the "attenuating audio cable" as suggested and it worked fine
Saturday.
"Thanks" to all on both lists for the excellent suggestions. This one seems
to be the easiest to implement and best value. If I'd had a small mick to
put in earcup, that would have also been a "top pick".
David
----- Original Message -----
From: "James E. Clark" <james(at)nextupventures.com>
Subject: RE: RV-List: Cockpit "Audio out" to videocamera
>
> Try ...
>
>
> 42-2152
>
> 6.5' Attenuating Dubbing Cord
>
> $3.99
> ... FEATURES: Connects earphone jack from radio, cassette or CD to
> recorder's input or mic jack 1/8" phone plug on both ends Length
> 6-1/2-feet
>
> Radio Shack
> 42-2152
>
>
> James
>
>
> > -----Original Message-----
> > From: owner-rv-list-server(at)matronics.com
> > [mailto:owner-rv-list-server(at)matronics.com]On Behalf Of David Carter
> > Sent: Thursday, December 04, 2003 5:33 PM
> > To: RV-list; aeroelectric-list
> > Subject: RV-List: Cockpit "Audio out" to videocamera
> >
> >
> >
>
>
> >[SNIP]
>
> >
> > When I replay cockpit recordings, the audio of the video camera is
> > distorted - amplitude too high coming out of intercom to be
> > compatible with
> > video recorder.
> > Appreciate any tips.
> >
> > David Carter
________________________________________________________________________________
| From: | "Eustace Bowhay" <ebowhay(at)jetstream.net> |
| Subject: | Jon Johanson (Long) |
I normally don't get involved in this kind of discussion on the RV list but the
situation with Jon has really saddened me.
What ever is happening to good old fashioned good will. In 1952 I was hired by
a major oil company headquartered in Tulsa OK to organize and head up a Canadian
aviation section to take care of there upcoming exploration program. I spent
several months flying out of Tulsa as a indoctrination into the company. I met
so many great people many who remained friends for years.
On another note through aviation I met Clayton Scott, one of the test pilots for
Boeing during the 707 development. Spent an afternoon with him and his crew
doing stalls in a 707.
After World War II working for a small flying school in Calgary I was ferrying
a Aeronca Champ back from Middletown and got caught in a strong wing north of
Great Falls and noticed a wind sock flying at some farm buildings. When I circled
to have a look two fellows came out of the house and motioned for me to land.
They walked to a big shed and signaled for me to come on down. I lowered the
Champ down and one on each wing pushed me into the shed and invited me to overnight,
they also had a Champ in the shed.
Because of all the help and kindness I have received all through my aviation career
I have a really warm feeling and because of this made it a practice to help
others where ever I can. Some years after retiring I got a call from a friend
that was having pilot problems on a Aztec that was flying fire patrol and asked
me to fill in until a replacement could be found. One morning while I was
tidying up the Aztec a C180 landed and taxied up to the refueling pumps nearby.
I didn't pay much attention other than it had a N registration. A few minutes
later I heard the engine start and then a lot of strange noises, I looked around
and fibleglass parts were flying everywhere.
He had pulled up to the cabinets on his off side and when he started away forgot
about the second cabinet and turned into it. Fortunately the prop only hit fiberglass
and was running at low RPM. I walked over and he was just devastated.
He had his wife and young daughter with him and this was the first day of their
holidays.
In the course of our conversation he said he was from Snohomish just by Seattle
and that he had a spare prop at his airport. Well I thought about this for a
bit and realized I didn't have a flight that day so why not go pick up his spare
prop. He off course was concerned about the cost and I told him not to worry
about it. We removed the damaged prop and took it with us, picked up his spare
about a four hour round trip, installed it and had him ready to go the next
morning. He asked what he owed me and my reply was just put some fuel in the
Aztec.
In the summer of 1998 I took Jon Johanson in my RV 6 on a tour through the Canadian
arctic to give him and idea of what he could expect on his planned flight
over the North Pole the following year. We stopped at a friends place who owns
a lodge on Great Bear Lake and when we fueled up to leave I asked what I owed
him and his reply was "forget it we spill more than that around here".
So what's this got to do with Jon ? I wonder if the management at McMurdo has already
forgotten that for what ever reason a few months back they were unable
to rescue the sick crew member at the south pole and we picked him up with a Twin
Otter when the temperature was -65F. In Jon's case all he had to do was say
"it's not really according to our policy but we can give you some auto fuel
and send him on his way.
Eustace Bowhay
________________________________________________________________________________
| From: | "Jerry Huether" <jhuether(at)comcast.net> |
| Subject: | Shoulder Harness and Baggage |
Curious if anyone has found a method to install shoulder harnesses without
passing them through the baggage area of the RV6 or RV7. I'm interested in
allowing for(more)bulky items in the baggage area of this aircraft.
What would be the penalty in terms of cost, weight, and build time?
Jerry Huether
Tualatin, Oregon
Planning the Storage Shed
to make room for the RV7 (Tip Up)
(Preview Plans)
________________________________________________________________________________
| From: | "Jerry Huether" <jhuether(at)comcast.net> |
| Subject: | Does any KSTL area builder need help or want to show off RV project? |
Is there anyone in the STL area building an RV that is interested in some
help? Situation as follows:
Possible flying job in STL area will require some reserve (on call) time
that may be ideal for me to learn more about RV construction and assist
someone building or flying an RV (more than 10 yrs experience as CFI, CFII),
and FWIW over 1 year as an apprentice A&P.
Feel free to reply off list.
Jerry Huether
Tualatin, Oregon
RV7 Preview Plans...
________________________________________________________________________________
| From: | Wheeler North <wnorth(at)sdccd.cc.ca.us> |
| Subject: | Fuel flow pulsation damper |
Folks,
second time I'm asking this, and second time I got nothing useful out of
archives.
The steel ball fuel flow pulsation damper that Matt sells just arrived. It
is a ball with a nipple on the side. It has no extention extending into it
to keep air trapped inside no matter what attitude the aircraft might find
itself.
So is air being trapped inside important to its function, it seems like it
should be, but I'll be darned if I can tell how it would stay there if one
flies upside down or negative for any time.
Also the schematic is lacking in detail, specifically it does not really
give good data for a system with two pumps such as a boost and an engine
driven one. This is an issue because it will be a pressure line with the
boost pump on, and a suction line with it off if the transducer is between
the boost pump and the engine driven one such as in my installation.
Although the boost pump causes it to oscillate more and read higher the
transducer oscillates with either pump, soooo, I was hoping this would make
the thing a little more stable if I can figure out where the heck to install
it. Any experiences out there.
My existing system is tank - boost pump - fuel valve - transducer on floor
in cabin - gascolator - hose to engine FP - hose to carb. I was kinda
hoping that having the transducer between the ball and the gascolator would
be the best option, but now I don't know.
thx
W
________________________________________________________________________________
| Subject: | John Johanson - another new article |
| From: | <John.Morrissey(at)csiro.au> |
Hi all,
Looking at the Australian Antarctic Division web site I notice there is
a re-supply voyage in late December (we just missed the last one). I've
sent them an email asking how much to ship the fuel. It will be
interesting to see the answer.
Voyage details
Voyage 5 Ship : Vasiliy Golovnin Updated on 03-SEP-2003
Purpose of voyage : Continental resupply
Comments : This voyage is to undertake resupply (apart from cargo can be
carried on Voyage 2 to Davis) of all continental stations. The AAD
contact for this voyage is Chris McGuire. Any queries should be directed
to Chris on (03) 62323274 or chris.mcguire(at)aad.gov.au. To ensure that
there is not a backlog of cargo to be packed after closing date, Program
and Project Managers should arrange for Voyage 5 cargo to be delivered
to Macquarie 4 as early as possible. For further information on cargo
delivery to macquarie 4, please email cargo(at)aad.gov.au or phone (03)
62226382.
Unless alternative prior arrangements are made, cargo for this voyage
should be delivered before 28-NOV-2003. Enquiries regarding the delivery
of cargo should be directed to the AAD Cargo Facility Ph (61) 03 6222
6382. Cargo for this voyage should be delivered to the AAD's Cargo
Facility at Macquarie No.4, Hobart.
Voyage leader : MR Chris MCGUIRE
Deputy Leader : MR Brett QUINTON
Location Arrival Date Departure Date Visit details
Hobart 26/DEC/2003 30/DEC/2003 On-hire, load cargo, Casey and Mawson
SAB.
Casey 08/JAN/2004 14/JAN/2004 Resupply, deliver SAB, load RTA cargo.
Mawson 21/JAN/2004 27/JAN/2004 Resupply, deliver SAB, load RTA cargo,
retrieve summer personnel.
Davis 30/JAN/2004 05/FEB/2004 Minor resupply (see Voyage 2), load RTA
cargo.
Hobart 16/FEB/2004 18/FEB/2004 Discharge, off-hire.
________________________________________________________________________________
| From: | "John Brick" <jbrick(at)wolfenet.com> |
| Subject: | Help - Jon Johanson and his RV4 trapped on American |
Antarctic base
SUBJ_HAS_SPACES
Last report I read was that Polly Vacher aborted her flight last Friday from
Rothera to McMurdo because of winds. I'm sure she had fuel prepositioned at
McMurdo for her Piper Dakota.
http://www.worldwings.org/
jb
> -----Original Message-----
> From: owner-rv-list-server(at)matronics.com
> [mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Eustace Bowhay
> Sent: Tuesday, December 09, 2003 2:47 PM
> To: rv-list(at)matronics.com
> Subject: Re: RV-List: Help - Jon Johanson and his RV4 trapped on
> American Antarctic base
>
>
> Jon still has some 100LL on board and he can get by with some auto fuel by
> mixing the two. The summer supply ships will be arriving soon to resupply.
> Can't believe that a base as large as McMurdo can not spare a few
> gallons of
> auto fuel, something is wrong.
>
> Eustace Bowhay
________________________________________________________________________________
| From: | GRGSCHMIDT(at)aol.com |
| Subject: | Re: Fuel flow pulsation damper |
I bought the fuel flow pulsation damper for my RV 6 with IO-360 B1B engine
(Transducer installed on top of engine before the distribution valve). My fuel
flow during the first ten hours of flying has been amazingly accurate. All
readings have been within .1 gallon total fuel. I do not think I will install the
damper unless next summer it is required due to the heat. The fuel flow
indication on my RMI Engine Monitor has been very steady at all power settings.
One
note to mention: I used a large radius bend in the stainless steel #4 line
leading into the transducer, which may have improved the flow. Sharp bends in
this area are problematic for proper uninterrupted flow.
Greg Schmidt
N250GS RV-6S
Phoenix DVT
Flying
________________________________________________________________________________
| From: | "C. Rabaut" <crabaut(at)coalinga.com> |
| Subject: | Re: John Johanson - another new article |
We all have stories of friendship and people stepping forward to lend a
little help when needed. Hey if it comes down to a $$ issue... I'd be
happy to donate $100.00 USD (& I'm literally a "blue collar", middle aged
working guy, with a wife, a mortgage, numerous bills, & two kids to pay
for). If it's a letter or phone call campaign, I'd be happy to assist
there too.
Chuck
----- Original Message -----
From: <John.Morrissey(at)csiro.au>
Subject: RE: RV-List: John Johanson - another new article
>
> Hi all,
>
> Looking at the Australian Antarctic Division web site I notice there is
> a re-supply voyage in late December (we just missed the last one). I've
> sent them an email asking how much to ship the fuel. It will be
> interesting to see the answer.
>
> Voyage details
>
> Voyage 5 Ship : Vasiliy Golovnin Updated on 03-SEP-2003
> Purpose of voyage : Continental resupply
> Comments : This voyage is to undertake resupply (apart from cargo can be
> carried on Voyage 2 to Davis) of all continental stations. The AAD
> contact for this voyage is Chris McGuire. Any queries should be directed
> to Chris on (03) 62323274 or chris.mcguire(at)aad.gov.au. To ensure that
> there is not a backlog of cargo to be packed after closing date, Program
> and Project Managers should arrange for Voyage 5 cargo to be delivered
> to Macquarie 4 as early as possible. For further information on cargo
> delivery to macquarie 4, please email cargo(at)aad.gov.au or phone (03)
> 62226382.
>
> Unless alternative prior arrangements are made, cargo for this voyage
> should be delivered before 28-NOV-2003. Enquiries regarding the delivery
> of cargo should be directed to the AAD Cargo Facility Ph (61) 03 6222
> 6382. Cargo for this voyage should be delivered to the AAD's Cargo
> Facility at Macquarie No.4, Hobart.
>
> Voyage leader : MR Chris MCGUIRE
> Deputy Leader : MR Brett QUINTON
>
>
> Location Arrival Date Departure Date Visit details
> Hobart 26/DEC/2003 30/DEC/2003 On-hire, load cargo, Casey and Mawson
> SAB.
> Casey 08/JAN/2004 14/JAN/2004 Resupply, deliver SAB, load RTA cargo.
>
> Mawson 21/JAN/2004 27/JAN/2004 Resupply, deliver SAB, load RTA cargo,
> retrieve summer personnel.
> Davis 30/JAN/2004 05/FEB/2004 Minor resupply (see Voyage 2), load RTA
> cargo.
> Hobart 16/FEB/2004 18/FEB/2004 Discharge, off-hire.
>
>
________________________________________________________________________________
| From: | Dave Bristol <bj034(at)lafn.org> |
| Subject: | Re: Fuel flow pulsation damper |
Wheeler,
Have you tried a restriction in the line before the transducer? Not in
the fuel line of course, but the line leading to the transducer. That
just might smooth it out.
Dave, RV6, CPM
EAA Technical Counselor
Wheeler North wrote:
>
>
>Although the boost pump causes it to oscillate more and read higher the
>transducer oscillates with either pump, soooo, I was hoping this would make
>the thing a little more stable if I can figure out where the heck to install
>it. Any experiences out there.
>
>My existing system is tank - boost pump - fuel valve - transducer on floor
>in cabin - gascolator - hose to engine FP - hose to carb. I was kinda
>hoping that having the transducer between the ball and the gascolator would
>be the best option, but now I don't know.
>
>thx
>W
>
>
>
>
________________________________________________________________________________
| From: | "Vincent Welch" <welchvincent(at)hotmail.com> |
| Subject: | Fuel flow pulsation damper |
A pulstation damper simply adds volume to the system to absorb surges.
Trapping the air is not really an issue. A damper usually is just inserted
into the system with a tee. I think between the pumps would be just fine.
Remember, this advise is worth every penny that you paid for it. :)
Vince Welch
Industrial Instrumentation Tech
>From: Wheeler North <wnorth(at)sdccd.cc.ca.us>
>Reply-To: rv-list(at)matronics.com
>To: "''rv-list(at)matronics.com' '"
>Subject: RV-List: Fuel flow pulsation damper
>Date: Tue, 9 Dec 2003 21:03:51 -0800
>
>
>Folks,
>
>second time I'm asking this, and second time I got nothing useful out of
>archives.
>
>The steel ball fuel flow pulsation damper that Matt sells just arrived. It
>is a ball with a nipple on the side. It has no extention extending into it
>to keep air trapped inside no matter what attitude the aircraft might find
>itself.
>
>So is air being trapped inside important to its function, it seems like it
>should be, but I'll be darned if I can tell how it would stay there if one
>flies upside down or negative for any time.
>
>Also the schematic is lacking in detail, specifically it does not really
>give good data for a system with two pumps such as a boost and an engine
>driven one. This is an issue because it will be a pressure line with the
>boost pump on, and a suction line with it off if the transducer is between
>the boost pump and the engine driven one such as in my installation.
>
>Although the boost pump causes it to oscillate more and read higher the
>transducer oscillates with either pump, soooo, I was hoping this would make
>the thing a little more stable if I can figure out where the heck to
>install
>it. Any experiences out there.
>
>My existing system is tank - boost pump - fuel valve - transducer on floor
>in cabin - gascolator - hose to engine FP - hose to carb. I was kinda
>hoping that having the transducer between the ball and the gascolator would
>be the best option, but now I don't know.
>
>thx
>W
>
>
Shop online for kids toys by age group, price range, and toy category at
MSN Shopping. No waiting for a clerk to help you! http://shopping.msn.com
________________________________________________________________________________
| From: | DWENSING(at)aol.com |
| Subject: | Re: Anyone in the Chicago area? |
In a message dated 12/9/03 2:53:26 PM Eastern Standard Time, don(at)dmack.net
writes:
> West - Napper Aero -
> http://map.aeroplanner.com/mapping/chart/aptrpt.cfm?A=7&id=LL10
> West - Brookeridge -
> http://map.aeroplanner.com/mapping/chart/aptrpt.cfm?A=7&id=LL22
>
Also West - is Casa de Aero where frequent list participant Dennis Persyck is
based. He has sold his very nice RV-6 but would answer your questions I'm
sure.
Dale Ensing
former Chicago area RV-6A
________________________________________________________________________________
| From: | Richard Byrd <richardbyrd29(at)yahoo.com> |
| Subject: | Re: Jon Johanson and his RV4 trapped on American Antarctic base |
McMurdo Station has quite a bit of automobile gasoline.
According to the the U.S. Antarctic Program newspaper in December 2002
(http://www.polar.org/antsun/oldissues2002-2003/Sun120802/facts.html):
Cost per gallon of auto fuel: McMurdo - $1.25
Gallons of fuel burned each year: gasoline - 130,000
McMurdo Station is managed by the Office of Polar Programs of the
National Science Foundation. I'm sure they welcome public input on
their treatment of pilots who make emergency landings there.
The McMurdo Area Director is:
Jim Scott
The director of the Office of Polar Programs is:
Karl Erb
The director of the NSF is:
Rita Colwell
By the way, for a photo of Jon's plane on the ground at McMurdo, visit:
http://f2.pg.photos.yahoo.com/richardbyrd29
---------------------------------
________________________________________________________________________________
| From: | "Darwin N. Barrie" <ktlkrn(at)cox.net> |
I thought everyone might want to see this piece of video of the recent Thunderbirds
crash. Fortunately the pilot ejected with only minor injuries.
http://www.wedda.demon.nl/eject.mpg
Darwin N. Barrie
Chandler AZ
________________________________________________________________________________
| From: | "Jeff Dowling" <shempdowling(at)earthlink.net> |
| Subject: | Re: Gas scooter fits in baggage compartment |
If you buy one, I would highly recommend one with soft, air-filled tires.
Those little solid wheels will make your fillings fall out.
Jeff
----- Original Message -----
From: <Larygagnon(at)aol.com>
Subject: Re: RV-List: Gas scooter fits in baggage compartment
>
> Try GETaPED.com They list electric and gas scooters. Most are 20 to
25
> pounds and up.
>
> Larry Gagnon
> RV6 N6LG
>
>
________________________________________________________________________________
| Subject: | A reply from the director of Polar Office Programs |
A message from the director of polar office programs
>Scott - i understand our concern. However, US policy of some 15 years
>standing prohibits our doing so. WE have offered to assist him and his
>plane in getting back to NZ but must do that consistent with US policy. The
>taxpayers put the infrastructure there to support research and environmental
>protection efforts and they expect us to use it only for that purpose. I'm
>sure you appreciate the damage to those efforts that would occur were others
>to follow Jon's example. In fact, similar events in the past have led to an
>international thrust to further regulate access to Antarctica. I hope
>things don't come to that.
>
>Karl
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
________________________________________________________________________________
| From: | Mickey Coggins <mick-matronics(at)rv8.ch> HOME FROM ANTARCTICA HOME FROM |
ANTARCTICA
ANTARCTICA HOME FROM ANTARCTICA
Here is the bad news from the NSF Media contact guy, Peter West.
I sent him a response, but I doubt it will get too far.
Mickey
>From: "West, Peter T." <pwest(at)nsf.gov>
> FROM ANTARCTICA
>
>Dear recipient,
>
> You recently have expressed both interest and concern to the National Science
Foundation about the situation at McMurdo Station regarding a private pilot who
recently landed there.
>
>I thought you would perhaps be interested in the information contained in this
news release, which NSF has issued in response to the situation.
>
>
>[West, Peter T.]
>
> -----Original Message-----
>From: Smith, Julie A. [mailto:jasmith(at)nsf.gov]
>Sent: Wednesday, December 10, 2003 3:47 PM
>To: NSF News
>
>National Science Foundation
>4201 Wilson Blvd.
>Arlington, VA 22230
>"Where discoveries begin"
>
>For Immediate Release
>Dec. 10, 2003
>
>NSF Media Contact: Peter West, (703) 292-7761, pwest(at)nsf.gov
>
>FROM ANTARCTICA
>
>ARLINGTON, Va.- A private pilot who landed at the main U.S.
>research station in Antarctica without sufficient fuel to
>continue his flight to South America will be offered passage back
>to New Zealand on a regularly scheduled flight, U.S. National
>Science Foundation representatives and their New Zealand
>counterparts said today.
>
>The officials also are discussing the possibility of sending the
>pilot's aircraft back aboard a supply ship that normally visits
>the station in February at the end of each research season.
>In keeping with U.S. policy toward private expeditions in
>Antarctica, NSF will charge the pilot, Jon Johanson, for the
>costs of the flight to New Zealand and for shipping his aircraft.
>
>Johanson, an Australian citizen, apparently was attempting to fly
>from New Zealand to South America over Antarctica, when he landed
>at McMurdo Station, NSF's logistics hub in Antarctica, on Dec. 8.
>
>Strong head winds forced him to abandon his intended destination,
>fearing he would not have enough fuel to complete his journey.
>Upon arriving at McMurdo, he told U.S. officials that he did not
>have enough fuel to continue and requested to buy some.
>
>Because officials at McMurdo Station or at New Zealand's Scott
>Base weren't informed of the flight, no preparations were made
>for an emergency landing.
>
>Under an agreement between the two nations, both the U.S. and New
>Zealand provide C-130 cargo aircraft to transport scientific and
>logistics personnel and cargo to Antarctic during the research
>season, which begins in late October and ends in February. In
>this case, it was agreed that Johansen would be allowed to fly
>north on one of the returning flights, which are scheduled
>several times a week.
>
>"We have extended the pilot the normal courtesies routinely
>offered by New Zealand and U.S. stations in Antarctica," said Lou
>Sanson, the chief executive officer of Antarctica New Zealand
>(ANZ), the national scientific research program. "The pilot
>should have made the decision to abandon his original flight
>plans much sooner when faced with these weather conditions and
>returned to Invercargill in New Zealand."
>
>Neither NSF nor Antarctica New Zealand, both of which are
>government-funded scientific research programs, supply or stock
>fuel for private individuals. NSF's policy is that private
>expeditions should carry sufficient insurance to cover the costs
>of search and rescue efforts, if needed.
>
>Had Johansen failed to reach McMurdo safely, the U.S. and New
>Zealand programs would have had to mount search-and-rescue
>efforts at considerable cost and risk not only to the search-and
>rescue teams, but also to scientific field teams in the field who
>might have required those resources.
>
>###
>
>NSF PR03-141
>
>The National Science Foundation is an independent federal agency
>that supports fundamental research and education across all
>fields of science and engineering, with an annual budget of
>nearly $5 billion. National Science Foundation funds reach all
>50 states through grants to nearly 2,000 universities and
>institutions. Each year, NSF receives about 30,000 competitive
>requests for funding, and makes about 10,000 new funding awards.
>The National Science Foundation also awards over $200 million in
>professional and service contracts yearly.
>
>Receive official National Science Foundation news electronically
>through the e-mail delivery system, NSFnews. To subscribe, send
>an e-mail message to join-nsfnews(at)lists.nsf.gov. In the body of
>the message, type "subscribe nsfnews" and then type your name.
>(Ex.: "subscribe nsfnews John Smith")
>
>Useful National Science Foundation Web Sites:
>NSF Home Page: http://www.nsf.gov
>News Highlights: http://www.nsf.gov/od/lpa
>Newsroom: http://www.nsf.gov/od/lpa/news/media/start.htm
>Science Statistics: http://www.nsf.gov/sbe/srs/stats.htm
>Awards Searches: http://www.fastlane.nsf.gov/a6/A6Start.htm
>---
--
Mickey Coggins
GSM: +41-79-210-3762
FAX: +41-86-079-210-3762
http://www.rv8.ch/
#82007
Empennage complete, waiting for wings to arrive
________________________________________________________________________________
| From: | "James E. Clark" <james(at)nextupventures.com> |
| Subject: | A reply from the director of Polar Office Programs |
As I posted to a different message on the subject ...
Interesting.
I wonder, if the "Friends of Johanson" offered to pick up the tab for the
shipment of fuel on the next ship out what would be the reason for NOT
accepting such and outpouring from the citizens of the US and NZ (and the
world for that matter).
James
> -----Original Message-----
> From: owner-rv-list-server(at)matronics.com
> [mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Scott Bilinski
> Sent: Wednesday, December 10, 2003 4:15 PM
> To: rv-list(at)matronics.com
> Subject: RV-List: A reply from the director of Polar Office Programs
>
>
> <bilinski@kyocera-wireless.com>
>
> A message from the director of polar office programs
>
> >Scott - i understand our concern. However, US policy of some 15 years
> >standing prohibits our doing so. WE have offered to assist him and his
> >plane in getting back to NZ but must do that consistent with US
> policy. The
> >taxpayers put the infrastructure there to support research and
> environmental
> >protection efforts and they expect us to use it only for that
> purpose. I'm
> >sure you appreciate the damage to those efforts that would occur
> were others
> >to follow Jon's example. In fact, similar events in the past
> have led to an
> >international thrust to further regulate access to Antarctica. I hope
> >things don't come to that.
> >
> >Karl
>
>
> Scott Bilinski
> Eng dept 305
> Phone (858) 657-2536
> Pager (858) 502-5190
>
>
________________________________________________________________________________
| From: | Blanton Fortson <blanton(at)alaska.net> |
| Subject: | Re: Jon & avgas in Antarctica |
There is a Cessna 185 of Canadian registry which winters over in a
dug-in hanger under the ice in Antarctica and flies the summer months
doing logistical support all over Antarctica.
The operating company has been Adventure Network International.
http://www.adventure-network.com/
Toll-Free (866) 395-6664
International (561) 237-2359
Fax (561) 347-7523
Adventure Network International
4800 N. Federal Highway Suite 307D
Boca Raton, FL 33431, USA
general@adventure-network.com
Monday-Friday 9:00 - 5:00
ANI also has flown twin otters, a South African C-130, and a Russian
Il-76 (http://homepage.tinet.ie/~steven/images/Il-76bsmall.jpg) out of
Punta Arenas, Chile. Their main Antarctic base has been adjacent to a
natural 7,000 ft. blue ice runway in the Patriot Hills
=A0
Established in 1987, it is the only private camp in Antarctica.
The camp is at 80=BA 19' south latitude and 81=BA 16' west longitude, 1000m
above sea level and 1076km from the South Pole.
An acquaintance, Tony Martin of K2 Aviation, Talkeetna, Alaska, flew
the Antarctic 185 for a season a couple of years ago. Tony works in the
Alaska summer for K2 Aviation, (907) 733-2291 in Talkeetna.
http://www.flyk2.com/ K2 email: info@flyk2
I volunteer this info. not knowing if it will be helpful to anyone at
all but rather to point out that in years past, and possibly currently,
there have been private caches of avgas on the Southern Continent. In
addition to ANI's primary bases, Tony used to to cache barrels of avgas
here and there for contingencies. He'd find 'em by GPS.
My understanding is that for some number ofv years ANI has been the
largest non-governmental logistical support outfit on the Southern
Continent.
Perhaps someone in Punta Arenas, or someone else connected with ANI,
might have some useful information.
It's possible that Tony could be tracked down via K2 or via someone
else in Talkeetna.
Tony may have a bit of relatively current Antarctic "general aviation"
information. He's been there and done that. (in a Cessna!) I hear
from K2 that Tony is on holiday visiting family somewhere in the
Eastern US right now.
Punta Arenas (ANI)
During the Antarctic season (October through February) ANI opens it's
Antarctic=A0operations office in Punta Arenas, Chile.
To contact Adventure Network International in Chile (October-February):
Adventure Network International
935 Arauco
Punta Arenas
Chile
South America
Tel: (56) 61 24 77 35
Fax: (56) 61 22 61 67
E-mail: anichile(at)ctcinternet.cl
Possibly and unfortunately. ANI may have little (or no) presence in the
South this season.
(I just ran across this press release)...
http://www.adventure-network.com/display.asp?navid4&id209
News Release
Contact: Susan Keaveney
Phone: 407-523-2742
E-mail: susan@adventure-network.com
Adventure Network International to Suspend 2003/2004 Antarctic
Operations
BOCA RATON, Fla. (August, 2003) =97 Adventure Network International has
officially announced their decision to postpone operations to the
Antarctic interior until 2004/2005. The decision, made in late July,
was intentionally not made public until all communications to staff and
clients were first addressed.
(might not hurt to call 'em)
Kind Regards, (and best wishes to Jon!)
Blanton Fortson (Anchorage) 907 229 2971
http://homepage.mac.com/blanton
........................................................................
........................................................................
.....................................................
On Dec 10, 2003, at 2:09 PM, Mickey Coggins wrote:
> HOME FROM ANTARCTICA HOME FROM ANTARCTICA
>
> Here is the bad news from the NSF Media contact guy, Peter West.
>
> I sent him a response, but I doubt it will get too far.
>
> Mickey
>
>
>> From: "West, Peter T." <pwest(at)nsf.gov>
>> FROM ANTARCTICA
>>
>> Dear recipient,
>>
>> You recently have expressed both interest and concern to the National
>> Science Foundation about the situation at McMurdo Station regarding a
>> private pilot who recently landed there.
>>
>> I thought you would perhaps be interested in the information
>> contained in this news release, which NSF has issued in response to
>> the situation.
>>
>>
>> [West, Peter T.]
>>
>> -----Original Message-----
>> From: Smith, Julie A. [mailto:jasmith(at)nsf.gov]
>> Sent: Wednesday, December 10, 2003 3:47 PM
>> To: NSF News
>>
>> National Science Foundation
>> 4201 Wilson Blvd.
>> Arlington, VA 22230
>> "Where discoveries begin"
>>
>> For Immediate Release
>> Dec. 10, 2003
>>
>> NSF Media Contact: Peter West, (703) 292-7761, pwest(at)nsf.gov
>>
>> FROM ANTARCTICA
>>
>> ARLINGTON, Va.- A private pilot who landed at the main U.S.
>> research station in Antarctica without sufficient fuel to
>> continue his flight to South America will be offered passage back
>> to New Zealand on a regularly scheduled flight, U.S. National
>> Science Foundation representatives and their New Zealand
>> counterparts said today.
>>
>> The officials also are discussing the possibility of sending the
>> pilot's aircraft back aboard a supply ship that normally visits
>> the station in February at the end of each research season.
>> In keeping with U.S. policy toward private expeditions in
>> Antarctica, NSF will charge the pilot, Jon Johanson, for the
>> costs of the flight to New Zealand and for shipping his aircraft.
>>
>> Johanson, an Australian citizen, apparently was attempting to fly
>> from New Zealand to South America over Antarctica, when he landed
>> at McMurdo Station, NSF's logistics hub in Antarctica, on Dec. 8.
>>
>> Strong head winds forced him to abandon his intended destination,
>> fearing he would not have enough fuel to complete his journey.
>> Upon arriving at McMurdo, he told U.S. officials that he did not
>> have enough fuel to continue and requested to buy some.
>>
>> Because officials at McMurdo Station or at New Zealand's Scott
>> Base weren't informed of the flight, no preparations were made
>> for an emergency landing.
>>
>> Under an agreement between the two nations, both the U.S. and New
>> Zealand provide C-130 cargo aircraft to transport scientific and
>> logistics personnel and cargo to Antarctic during the research
>> season, which begins in late October and ends in February. In
>> this case, it was agreed that Johansen would be allowed to fly
>> north on one of the returning flights, which are scheduled
>> several times a week.
>>
>> "We have extended the pilot the normal courtesies routinely
>> offered by New Zealand and U.S. stations in Antarctica," said Lou
>> Sanson, the chief executive officer of Antarctica New Zealand
>> (ANZ), the national scientific research program. "The pilot
>> should have made the decision to abandon his original flight
>> plans much sooner when faced with these weather conditions and
>> returned to Invercargill in New Zealand."
>>
>> Neither NSF nor Antarctica New Zealand, both of which are
>> government-funded scientific research programs, supply or stock
>> fuel for private individuals. NSF's policy is that private
>> expeditions should carry sufficient insurance to cover the costs
>> of search and rescue efforts, if needed.
>>
>> Had Johansen failed to reach McMurdo safely, the U.S. and New
>> Zealand programs would have had to mount search-and-rescue
>> efforts at considerable cost and risk not only to the search-and
>> rescue teams, but also to scientific field teams in the field who
>> might have required those resources.
>>
>> ###
>>
>> NSF PR03-141
>>
>> The National Science Foundation is an independent federal agency
>> that supports fundamental research and education across all
>> fields of science and engineering, with an annual budget of
>> nearly $5 billion. National Science Foundation funds reach all
>> 50 states through grants to nearly 2,000 universities and
>> institutions. Each year, NSF receives about 30,000 competitive
>> requests for funding, and makes about 10,000 new funding awards.
>> The National Science Foundation also awards over $200 million in
>> professional and service contracts yearly.
>>
>> Receive official National Science Foundation news electronically
>> through the e-mail delivery system, NSFnews. To subscribe, send
>> an e-mail message to join-nsfnews(at)lists.nsf.gov. In the body of
>> the message, type "subscribe nsfnews" and then type your name.
>> (Ex.: "subscribe nsfnews John Smith")
>>
>> Useful National Science Foundation Web Sites:
>> NSF Home Page: http://www.nsf.gov
>> News Highlights: http://www.nsf.gov/od/lpa
>> Newsroom: http://www.nsf.gov/od/lpa/news/media/start.htm
>> Science Statistics: http://www.nsf.gov/sbe/srs/stats.htm
>> Awards Searches: http://www.fastlane.nsf.gov/a6/A6Start.htm
>> ---
>
> --
> Mickey Coggins
> GSM: +41-79-210-3762
> FAX: +41-86-079-210-3762
> http://www.rv8.ch/
> #82007
> Empennage complete, waiting for wings to arrive
>
>
>
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Mickey Coggins <mick-matronics(at)rv8.ch> Programs |
| Subject: | A reply from the director of Polar Office |
Programs
I've got my check book out...
As was previously posted, the cost of gasoline there is
cheaper than in the USA and certainly most of the world,
probably due to no tax. 1.25 USD/gallon in 2002
http://www.matronics.com/listbrowse/rv-list/0105.html
As much as they burn, they can spare 100 gallons until
the next shipment comes in. Perhaps they should open
up a FBO there to offset some of the tax money they spend.
>I wonder, if the "Friends of Johanson" offered to pick up the tab for the
>shipment of fuel on the next ship out what would be the reason for NOT
>accepting such and outpouring from the citizens of the US and NZ (and the
>world for that matter).
>
>James
--
Mickey Coggins
GSM: +41-79-210-3762
FAX: +41-86-079-210-3762
http://www.rv8.ch/
#82007
Empennage complete, waiting for wings to arrive
________________________________________________________________________________
| From: | Bill Dube <bdube(at)al.noaa.gov> |
| Subject: | Re: A reply from the director of Polar Office Programs |
>
>
>Sure, there's droves of us EAA yahoos overloading our planes with avgas so
>we can make a 38 houir flight over the pole.
Actually, I think you hit the nail on the head.
Folks would land there constantly if they were not hard nosed
about it. Then they would not have the resources to perform their research.
It would become a tourist stop instead of a research facility.
If you have an emergency, you can land. They will purposely make
your life difficult so if you do so that folks will, indeed, land only in a
genuine emergency. If you have a genuine emergency, you won't really care
that they won't sell you fuel, etc. You will be thankful just to be alive.
________________________________________________________________________________
| From: | Ken Balch <kbalch1(at)comcast.net> |
"BostonRVBuilders(at)yahoogroups.com"
Guys,
I'll be offline for approximately 3.5 weeks starting tomorrow as we
begin the process of moving to Florida. We're looking forward to getting
away from what's shaping up to be another fierce New England winter.
Moving into our new house & hangar at Leeward will be pretty nice, too!
Gotta get started on the next project... :-)
Regards,
Ken Balch
RV-8 N118KB
Leeward Air Ranch
Ocala, FL
________________________________________________________________________________
| From: | Sam Buchanan <sbuc(at)hiwaay.net> |
| Subject: | Re: Amazing video |
Alex Peterson wrote:
>
> Chuck, I got it to work. It took patience, since something like 4 meg's
> chugged across my phone line. Pretty interesting, the pilot doesn't
> look real busy, although it appears that his left hand is alternating
> between the throttle and the eject handle on the way down. Anyone hear
> what happened?
Ground view of Thunderbird crash:
http://www.ktvb.com/cgi-bin/bi/video/G2redirect.pl?title=5101714
________________________________________________________________________________
| From: | "Darwin N. Barrie" <ktlkrn(at)cox.net> |
| Subject: | TBird crash-what happened |
The maneuver was a half reverse Cuban eight. He pulls to the 45 degree, draws a
line, then does a half roll. After the half roll he was supposed to continue
on the line before completing the loop portion. The video shows he began to pull
almost immediately after completing the half roll.
The report I read said he was supposed to draw the line after the roll for about
2 seconds to give him an extra 1000 ft. Also if you watch close you can see
his left hand make a couple of quick attempts at the ejection before he finally
gets it. Some said the engine quite but I think he cut it off before he finally
got out. Makes sense if he missed the handle a couple of times.
Do you think the guys in the tower where messing their britches???
Darwin N. Barrie
Chandler AZ
________________________________________________________________________________
| From: | Peter Madden <pete(at)guranda.com> |
| Subject: | re:Jon and VH-NOJ |
Received: ....dlwc.nsw.gov.au with ESMTP\234 id hBB4pOCZ022...
Thanks guys for your support for Jon from another Aussie.
I cant believe they want to tear down Jons aircraft and crate it back
all for the want of 100 US gals of gas.
Pete
________________________________________________________________________________
| From: | Dave Smith <dave(at)rv10project.net> |
| Subject: | Re: Scotch-Brite |
Chris,
I think I paid just under $12 for a box of 20 from McMasterCarr, which
is comparable. You might give them a look.
chris wrote:
>
>I just noticed that MSC has the maroon 7447 Scotch-Brite hand pads on
>sale for $37.99 for a box of 60. I know 60 is enough to build about 10
>planes but if you are part of a group of local builders or an EAA
>chapter it would be great deal.
>
>http://www.mscdirect.com/IWCatProductPage.process?Merchant_Id=1&Section_Id=&pcount=&Product_Id=460029&query=PG03356557
>
>
>
>
--
Dave
http://www.rv10project.net
________________________________________________________________________________
| From: | "Mark" <riveter(at)bellsouth.net> |
| Subject: | Grizzly Bending Brake |
In my search for an inexpensive bending brake I ordered the Grizzly H2788 24
inch Bending Brake. I was not pleased with it. See photos and my evaluation
of this unit at:
http://home.bellsouth.net/p/PWP-markmcgee
I'm still looking for a decent brake.
Mark McGee
RV-4 Fuselage
________________________________________________________________________________
| From: | Bill Dube <bdube(at)al.noaa.gov> |
| Subject: | "Feeding the Bears" (was Jon Johanson) |
In Yellowstone park, there is a strict policy against feeding the bears.
It's not that the bears don't want the food, or that a single hand-out is
going to harm a bear. If just a tiny number of folks feed the bears, the
bears learn quickly that tourists are a source of food and then are
diverted from their proper foraging activities. This is very bad for the
bears and very dangerous for the tourists.
If you think about it, this is very likely to be the reason that the
McMurdo folks have a strict policy about providing fuel to uninvited aircraft.
Has anyone worked the math on Jon's fuel budget? Could he have actually
made his prime destination with reserve on the route he had planned?
________________________________________________________________________________
| From: | Bill Dube <bdube(at)al.noaa.gov> |
| Subject: | Re: re:Jon and VH-NOJ |
><bilinski@kyocera-wireless.com> with ESMTP\234 id hBB4pOCZ022...
>
>In stead of filling him up and sending him on his way with a promise to
>never show up again and never tell anyone you got fuel there......NOOOOOO,
>they have to drag this out. By the time its all done, hundreds of people
>will have gotten involved in the entire process will have cost tens of
>thousands dollars. All this over 30~100 gallons of fuel. There's or tax
>dollars at work, lets see how much we can make this cost!
Quite the opposite. I think they are achieving their goals quite
nicely.
Everyone will hear about how they refused to sell a drop of fuel
and made Jon disassemble his airplane and ship it back. They probably made
Jon do this at his own expense.
Would you land there if your life was not in danger? I certainly
wouldn't after hearing about Jon's experience.
________________________________________________________________________________
| From: | Rob Prior <rv7(at)b4.ca> |
| Subject: | Re: Jon Johanson |
James E. Clark wrote:
> Again, it seems like a logical thing to do would be charge him for the 100
> gallons at **REPLACEMENT COST**. Since they did not plan on him being there
> (and neither did he), they could argue that whatever fuel the sell him would
> cause them to incur such "replacement costs". He would then be gone and out
> of their hair. Might cost him $10.00 a gallon, but at this point he probably
> would be happy to pay it.
I wonder if this is really an adequate solution, unfortunately... I
mean, surely they could come up with 100 gallons of gas to get him home
(auto, avgas, or some combination) if they put their minds to it. But
the problem could also be one of liability... What happens if they give
him 100 gallons of gas, and he *doesn't* make it home? Through no fault
of the gas, perhaps, but what then? Would that be a larger, or a
smaller, international incident than just telling him he has to ship the
plane out?
-Rob
________________________________________________________________________________
| From: | "Ross Mickey" <rmickey(at)ix.netcom.com> |
| Subject: | MP vs RPM was "Constant Speed Upgrade" |
Eustace,
In a recent post you stated, " With a manifold gauge installed and the
constant speed you can now set the most suitable rpm in relation to the
throttle setting."
being relatively new to the constant speed prop world, could you elaborate
on what determines "most suitable?" My combination limits me so I can not
cruise between 2000 and 2250. I believe most people advocate "squared"
settings. My options for low cruise jump from say 1950 squared to 2300
squared. The other option is running "over squared." I think
traditionally, this would mean running a higher RPM than MP. I guess you
could go the other way but I may be wrong.
So my question to the group is.....how do you determine the best MP and RPM
settings for different cruise objectives? Is oversquared a good option then
how do you determine what settings to use?
Thanking in advance.
Ross Mickey
12 hours
N9PT
________________________________________________________________________________
| From: | "MSices" <msices(at)core.com> |
| Subject: | McMurdo Fuel/Jon Johanson |
Charlie, you wrote:
>It's fun to read about Jon's adventures, but let's be honest. They do
>nothing to advance science or social issues. Put yourself in the shoes
>of those scientists.
Tell that to Capt. James Cook, the first to cross the Antarctic circle,
without whom McMurdo base would not be there. My point is that if Jon were
a simple tourist, that is one type of issue. To the contrary, Jon's role in
setting an aviation world record elevates his cause beyond the simple -
"should tax dollars go toward saving people trying to climb Everest?" type
of issue. To those who would say that the "world record" Jon is setting is
unimportant, I think that the frontier Jon is exploring here is the frontier
of flight in experimental aircraft, which is very important to our
community. I, for one, feel that the goodwill and public consciousness of
what experimental aviation is all about is at the heart of what Jon is
doing. I am sure if Lindbergh had to make an emergency landing in Ireland
rather than making it all the way to Paris, he still would have had a hero's
welcome.
---
Incoming mail is certified Virus Free.
---
________________________________________________________________________________
| From: | "Phil Sisson, Litchfield Aerobatic Club" <sisson(at)consolidated.net> |
| Subject: | Re: "Feeding the Bears" (was Jon Johanson) |
linn walters wrote:
>
> Mickey Coggins wrote:
>
> >
> >Good analogy. I can't seem to find any signs, however,
> >that say - "we won't help any visitors here beyond heat
> >and food". I'm sure there are lots of places in the
> >world that won't help someone with basics like fuel,
> >but I have not run across any, and I guess neither has Jon!
> >
> Disney World (Orlando, Florida) has a runway. They don't wnat anyone
> landing there unless really invited. Since it's inception, they have
> the same 'rules' as McMurdo. You can fly in, but you can't fly out.
> Your airplane must be dismantled and trucked out. I know of no airplane
> that has had that happen to ...... either nobody lands there (uninvited)
> ..... or it was flown out with dire consequences if it became common
> knowledge. We'll never know.
> Linn Walters
But Linn,
There are many differnces here. At Disney there are fields in many quadrants
in rather close proximity that can be used in urgent situations so they don't
want to risk any of the lives of the thousands of people with a take-off after
a sucessful urgent landing, while at the South Pole, there are few suitable
landing spots and the only one at risk on a takeoff would be the pilot. The
other thing is that Disney is privately funded while the south pole is funded
by you and me. They seemed to have forgotten that.
But more than anything they would have not been out anything. No skin off
their butts.
As for costs, there are people at the NSF this very minute wasting millions of
dollars doing nothing. They don't need to come up with the cost B-S.
They are just wanting to show who's boss... They can't come up with a valid
reason.
"Reason? No reason... just company policy"
Phil
________________________________________________________________________________
| From: | Rob Prior <rv7(at)b4.ca> |
| Subject: | Re: McMurdo Fuel/Jon Johanson |
flmike wrote:
> Hey Travolta, do we have time for a
> quick trip over the pole? Sweeeet."
Hmm... I think someone just hit the nail on the head in terms of the
right solution. There's gotta be lots of celebrities who (a) fly, (b)
have the hardware to fly to McMurdo, and (c) are willing to do so.
Nobody's even indicated what would happen if he were to magically "find"
the gas he needs. ie. if someone flew in and said "here's 100 Gallons
of 100LL," would he be allowed to take off?
Has anyone even thought to ask if Shell, Exxon, etc. would donate the
gas and the means to transport it?
-Rob
________________________________________________________________________________
| From: | "RV_8 Pilot" <rv_8pilot(at)hotmail.com> |
| Subject: | Jon Johanson - Antarctica - no controlling authority |
It's Antarctica.... there's no controlling authority. What rules apply?!
What chaps me is not that the arrogant employees of the NSF won't supply Jon
with fuel, it's that they have been ordained by "government" to protect the
area from the dirty masses for *their* sanctioned research. They have no
mandate nor authority. It's essentially an uninhabited continent. Now - if
the US chooses to annex it as a territory, then they may be able to set it
aside as some type of federally protected wildlife sactuary (for bacteria
and lichens).
Did Rutan have "permission" to make his trip around the world? I doubt they
had 100% approval from all countries they overflew. Who in the US would
approve the flight. Flying over Antarctica is no different.
Had they stuck to the tune of not supplying non employees or non
participants in the camp with fuel - I could accept that moreso than this
arrogant, authoritarian garbage about keeping the tourists out. *Exactly*
typical of the classic arrogant liberal! For goodness sake - we're upon the
100th anniversary of powered flight! In another 100 years, we may be having
$100 hamburger trips to this place. Maybe it'll be named Jon Johansen
Field!
Bryan Jones -8
Pearland, Texas
>
>I guess rules mean nothing to you people. That's what is bothering me
>about
>this line of emotional ranting.
>
>There are rules in aviation. If you live on a grass strip in the
>Midwest...
>there are rules. If you live near the Denver TCA (I know) there are more.
>If you live in Seattle or Washington DC there are even more. When you fly
>inter-continental, there are many more. You don't obey the rules, you pay
>the price... sometimes with your life.
>
Wonder if the latest virus has gotten to your computer? Find out. Run the
FREE McAfee online computer scan!
________________________________________________________________________________
| From: | "Phil Sisson, Litchfield Aerobatic Club" <sisson(at)consolidated.net> |
| Subject: | Re: Jon Johanson |
________________________________________________________________________________
| From: | "Phil Sisson, Litchfield Aerobatic Club" <sisson(at)consolidated.net> |
| Subject: | sorry this is off subject--heater muffs |
And Sorry about the blank post titled Jon Johanson, hit send before I was
ready and it "sent"
Can someone tell me the O.D of Vans muffs? The Pipes are about 1.75"
I have a space problem with exhaust pipes and I am checking measurements to
see what will fit.
Does anyone use the off center ones like Spruce sells. more distance on one
side than the other side.
________________________________________________________________________________
| From: | linn walters <lwalters2(at)cfl.rr.com> |
| Subject: | Re: "Feeding the Bears" (was Jon Johanson) |
Phil Sisson, Litchfield Aerobatic Club wrote:
>
>
>But Linn,
>
>There are many differnces here. At Disney there are fields in many quadrants
>in rather close proximity that can be used in urgent situations so they don't
>want to risk any of the lives of the thousands of people with a take-off after
>a sucessful urgent landing, while at the South Pole, there are few suitable
>landing spots and the only one at risk on a takeoff would be the pilot. The
>other thing is that Disney is privately funded while the south pole is funded
>by you and me. They seemed to have forgotten that.
>But more than anything they would have not been out anything. No skin off
>their butts.
>
I was answering the specific question of 'where else'. The rules are
there, and if they bend the rules for Jon, maybe they'll bend them for
anyone else. If Jon had an american ticket, I'm going to bet that the
FAA would have cause to violate him for a number of things. Let's face
it, for whatever reason, he blew it. Unfortunately, he wasn't in an
area where the choice of landing fields was plentiful. He passed his
'point of no return' and plowed merrily on. I see this as poor planning
on Jon's part, but I have no data on what his planning was. Nobody on
the list, so far, has spoken from a position of knowledge about the
planning and implementation of his flight. We won't know until the full
story hits the streets. But, I digress.
>As for costs, there are people at the NSF this very minute wasting millions of
>dollars doing nothing.
>
I'm not sure where you got your information from. I believe your
comment is emotional, rather than factual.
>They don't need to come up with the cost B-S.
>
But, they do. I'll bet that supplying that station takes months of
prior planning, and since everything has to be flown or shipped in,
freight is a premium. His unplanned arrival COULD pose a problem
feeding and housing him at somebocy else's expense.
>They are just wanting to show who's boss... They can't come up with a valid
>reason.
>
But they did. The reason is to discourage just the kind of 'visitor'
that Jon is. Again, we don't know if he contacted McMurdo as part of
his planning etc. He should have, and I sure hope he did.
>"Reason? No reason... just company policy"
>
And they're the ones who make the policy. I haven't seen anything yet
that said why Jon can't pay to have the fuel shipped in, and then fly
out. It appears that they will sell him wood to crate up the airplane
but won't sell him fuel. Either way, this would be an unplanned use of
materiel, and for the life of me can't come up with a rational
explanation of the difference. Like many have said, the news could have
read 'McMurdo base rescues errant pilot in lifesaving gesture on trans
polar flight' and would have been far better off than where they are
now. I think that the folks at the top there surely didn't want to
raise the ire of their bosses elsewhere by willy-nilly changing the
longstanding policy that is in place. I don't agree with their stance,
but at least I understand it. I've dealt with bureaucratic nonsense
almost all my life, and trying to make sense out of this situation is
like trying to make sense out of the FAA stuff we deal with on a daily
basis. I agree. This whole situation has declined to the level of
'totally incredulous', but thee it is nontheless. I hope that some
ego's will deflate a little and reason to return ...... and we'll all
have to sit back and wait while the wheels of Gov't turn ever so slowly.
Linn
>Phil
>
________________________________________________________________________________
| From: | "John Brick" <jbrick(at)wolfenet.com> |
A couple aphorisms come to mind:
1. Don't ask the question if you can't stand the answer.
2. Getting forgiveness is easier than getting permission.
Worked for Jon on Ascension Island. Hope it works again.
jb
________________________________________________________________________________
| From: | "Mike Nellis" <mike(at)bmnellis.com> |
| Subject: | McMurdo Fuel/Jon Johanson |
Nobody is saying we shouldn't help Jon, in fact he is receiving help.
He's being treated well and offered a lift home at his expense. What's
the problem? He tried an expidetion and failed...he landed short and
was lucky enough to have a group in the neighborhood to give him shelter
and food. For that he should be (and probably is) thankful.
Using the Mt Everest analogy....You get into trouble and run out of
oxygen near the top of Everest and someone will come and get you
(probably charge you for it too). What they won't do is bring you some
more oxygen and let you finish the ascent.
In this case the expidetion failed, it didn't reach it's destination.
Time to go home, regroup and try again later only this time make sure
you have your own fuel waiting at an emergency landing spot.
At this point Jon isn't a simple tourist and what he's doing is
interesting and he'll get some good press and sell a few more books
because of it. However, if they give Jon fuel then the next person that
lands and screams, "hey, you sold that Jon guy some fuel why not me?".
Next thing you know you've got tourist landing in RV10's knowing that
good ol McMurdo will bail them out with fuel.
If it's so important, then let Australia airlift the fuel to him.
It's my guess that Jon probably counts himself pretty lucky and, while
he'd like to get some gas and be on his way, is counting his blessings
and blaming no one but himself for the failure to cover all
contigencies. It's tough being the first. Lots of people have tried
being the first and many have failed. Don't blame the lonely outpost for
sticking to their policy.
If it was most of us down there we'd probably give him the gas, fill his
belly with a plate of beans and send him on his way. We're not and they
won't. That's the way it goes.
Mike Nellis
RV-6 Fuselage N699BM
1947 Stinson 108-2 NC9666K
http://bmnellis.com
***
***
*** Charlie, you wrote:
***
***
*** >It's fun to read about Jon's adventures, but let's be
*** honest. They do
*** >nothing to advance science or social issues. Put yourself
*** in the shoes
*** >of those scientists.
***
*** Tell that to Capt. James Cook, the first to cross the
*** Antarctic circle, without whom McMurdo base would not be
*** there. My point is that if Jon were a simple tourist, that
*** is one type of issue. To the contrary, Jon's role in
*** setting an aviation world record elevates his cause beyond
*** the simple - "should tax dollars go toward saving people
*** trying to climb Everest?" type of issue. To those who
*** would say that the "world record" Jon is setting is
*** unimportant, I think that the frontier Jon is exploring
*** here is the frontier of flight in experimental aircraft,
*** which is very important to our community. I, for one, feel
*** that the goodwill and public consciousness of what
*** experimental aviation is all about is at the heart of what
*** Jon is doing. I am sure if Lindbergh had to make an
*** emergency landing in Ireland rather than making it all the
*** way to Paris, he still would have had a hero's welcome.
***
***
*** ---
*** Incoming mail is certified Virus Free.
***
*** ---
***
***
*** ============
*** =============
*** Matronics Forums.
*** =============
*** =============
*** =============
***
***
***
***
***
***
***
________________________________________________________________________________
| From: | Bill VonDane <bill(at)vondane.com> |
vansairforce
Can someone show me the way top wire up this alternator?
http://www.vondane.com/rv8a/alternator.jpg
-Bill
________________________________________________________________________________
| From: | "Dan Checkoway" <dan(at)rvproject.com> |
| Subject: | Re: sorry this is off subject--heater muffs |
2.75" That's the OD of the heat muff I've got, which came with the RV-7 FWF
kit.
)_( Dan
RV-7 N714D
http://www.rvproject.com
----- Original Message -----
From: "Phil Sisson, Litchfield Aerobatic Club" <sisson(at)consolidated.net>
Subject: RV-List: sorry this is off subject--heater muffs
>
> And Sorry about the blank post titled Jon Johanson, hit send before I was
> ready and it "sent"
>
> Can someone tell me the O.D of Vans muffs? The Pipes are about 1.75"
>
> I have a space problem with exhaust pipes and I am checking measurements
to
> see what will fit.
>
> Does anyone use the off center ones like Spruce sells. more distance on
one
> side than the other side.
>
>
________________________________________________________________________________
| From: | Michael McGee <jmpcrftr(at)teleport.com> |
At 14:06 2003-12-11, you wrote:
>
>Can someone show me the way top wire up this alternator?
>
>http://www.vondane.com/rv8a/alternator.jpg
>
>
>-Bill
Okay, I'll bite...
Looking at the picture on the data plate, I would say:
The IG (ignition) terminal wires to the alternator field breaker (5 amp).
The L (light) terminal would go to an alternator warning lamp on the panel
(most people don't use this).
The big copper stud pointing at you in the picture wires to the alternator
output breaker (SWAG says this is a small alternator so 40 amp breaker).
Funny, I don't see any reference to a ground for the field circuit. This
unit must use the alternator frame for ground connection. My alternator
has a third wire on the plug in the back for the field circuit ground.
Can I have a cookie now?
Mike McGee, RV-4 N996RV, O320-E2G, Hillsboro, OR
13B in gestation mode
________________________________________________________________________________
| From: | Richard Dudley <rhdudley(at)att.net> |
| Subject: | Re: sorry this is off subject--heater muffs |
Phil,
My Van's heat muff is 2.875" O.D and 8" long.
Regards,
Richard Dudley
-6A completing details
Phil Sisson, Litchfield Aerobatic Club wrote:
>
>
> And Sorry about the blank post titled Jon Johanson, hit send before I was
> ready and it "sent"
>
> Can someone tell me the O.D of Vans muffs? The Pipes are about 1.75"
>
> I have a space problem with exhaust pipes and I am checking measurements to
> see what will fit.
>
> Does anyone use the off center ones like Spruce sells. more distance on one
> side than the other side.
>
________________________________________________________________________________
| From: | "Mark" <riveter(at)bellsouth.net> |
I just saw Jon Johanson and his RV-4 in a brief segment on Fox news channel.
Maybe they'll show it again later.
Mark McGee
________________________________________________________________________________
| From: | "MSices" <msices(at)core.com> |
| Subject: | McMurdo Fuel/Jon Johanson |
Charlie:
>Would you feel the same way if a snowmobile enthusiast showed up at the
>station riding an experimental long-range snowmobile & wanting fuel
You are right, Jon's airplane does not rise to the level of historical or
technological achievement represented by the aircraft capable of orbital
space flight by a private individual. Likewise, your snowmobile tourist is
completely subdued by an individual setting a world record for flight in an
experimental aircraft. I kind of doubt there are any snowmobile world
records of any import being attempted in Antarctica, and I think you know
that. I also do not know of any snowmobiles licensed in the "experimental"
category. Other than that, I concede, a snowmobile "enthusiast" attempting
to cross the ice solo and wanting fuel is the same as Jon wanting fuel.
Mike
NO NOT ARCHIVE
---
Incoming mail is certified Virus Free.
---
________________________________________________________________________________
| From: | "Phil Sisson, Litchfield Aerobatic Club" <sisson(at)consolidated.net> |
| Subject: | Re: sorry this is off subject--heater muffs |
Dan Checkoway wrote:
>
> 2.75" That's the OD of the heat muff I've got, which came with the RV-7 FWF
> kit.
>
> )_( Dan
> RV-7 N714D
> http://www.rvproject.com
Thank very much Dan,
Phil in Illinois
________________________________________________________________________________
| From: | Jeff Point <jpoint(at)mindspring.com> |
| Subject: | Re: sorry this is off subject--heater muffs |
I don't have them handy to measure, but the ones I got from Van's are
the off-center type. The small radius is around 3/8 inch or so.
Jeff Point
Phil Sisson, Litchfield Aerobatic Club wrote:
>
>And Sorry about the blank post titled Jon Johanson, hit send before I was
>ready and it "sent"
>
>Can someone tell me the O.D of Vans muffs? The Pipes are about 1.75"
>
>I have a space problem with exhaust pipes and I am checking measurements to
>see what will fit.
>
>Does anyone use the off center ones like Spruce sells. more distance on one
>side than the other side.
>
>
>
>
________________________________________________________________________________
| From: | "Richard B. Rauch" <richardr(at)apcon.com> |
| Subject: | N520RR First Flight |
My RV8-A, N520RR, took to the air for the first time today, after 2 years 11 months
of building. It was a nice 45 minute first flight, the only squawk being
a slightly heavy right wing and a nervous pilot.
My 8 is equipped with a factory Lycoming O-360-A1A, MTV-12 3 blade constant speed
prop, IFR panel, and one excited builder/pilot.
The help from this site was enormous.
Thanks to all.
Richard B. Rauch
Email: richardr(at)apcon.com
APCON, Inc.
17938 SW Upper Boones Ferry Rd.
Portland, OR 97224 USA
Ph: (503)639-6700
Fax: (503)639-6740
Web: www.apcon.com
________________________________________________________________________________
| From: | Garey Wittich <gareywittich2000(at)yahoo.com> |
| Subject: | Drawing Software for a Mac |
Does anybody know of any software I can use to draw
Electrical Schematics and do Mechanical Drawings on an
iMac (Operating System 10.2.7) ? All Drawing S/W
seems to be for a PC (AutoCAD)
Thanks, Garey (RV-8A) Santa Monica, CA
__________________________________
http://photos.yahoo.com/
________________________________________________________________________________
| From: | "Fred Kunkel" <rvator(at)socal.rr.com> |
Not to digress from the thread about Jon, but someone earlier posted about resupplying
the bases in Antarctica. I remember flying in & out of Pt. Magu & seeing
the orange painted C-130's that flew those routes, but I never heard anything
about them.
Someone out there have some experience doing so that they'd like to share?
________________________________________________________________________________
| From: | "Eustace Bowhay" <ebowhay(at)jetstream.net> |
| Subject: | Re: MP vs RPM was "Constant Speed Upgrade" |
Hi Ross:
Some time ago I posted a detailed account on how I have handled the
naturally aspirated small engine over a sixty year span. Almost all of my
flying was of a commercial nature and this dictated safety and economy of
operation.
If you can find that post in the achieves it covers the whole operation from
start up to shut down. I just tried to find it and was not successful.
Assuming we are talking about a Lycoming 0320 or 0360 or for that matter a
0540 equipped with a constant speed prop, in a nutshell it is full throttle
for take-off (2700 RPM), throttle back to 24 inches MP and back to 2400 in
that order for the climb, this will give you roughly 75% start leaning above
3500 MSL staying well on the rich side of peek. Then for cruise back to
21-22 inches and 2350-2400 RPM giving you around 65%, then lean to peek
minus 50 on the leanest cylinder usually #3. With fuel injection they
normally are close to the same.
When adding power increase the RPM first and throttle back first when
reducing power. There is lots more to it, if you can't find my post on this
subject let me know.
Eustace Bowhay Blind Bay B.C.
----- Original Message -----
From: "Ross Mickey" <rmickey(at)ix.netcom.com>
Subject: RV-List: MP vs RPM was "Constant Speed Upgrade"
>
> Eustace,
>
> In a recent post you stated, " With a manifold gauge installed and the
> constant speed you can now set the most suitable rpm in relation to the
> throttle setting."
>
> being relatively new to the constant speed prop world, could you elaborate
> on what determines "most suitable?" My combination limits me so I can not
> cruise between 2000 and 2250. I believe most people advocate "squared"
> settings. My options for low cruise jump from say 1950 squared to 2300
> squared. The other option is running "over squared." I think
> traditionally, this would mean running a higher RPM than MP. I guess you
> could go the other way but I may be wrong.
>
> So my question to the group is.....how do you determine the best MP and
RPM
> settings for different cruise objectives? Is oversquared a good option
then
> how do you determine what settings to use?
>
> Thanking in advance.
>
> Ross Mickey
> 12 hours
> N9PT
>
>
________________________________________________________________________________
| From: | "Richard Sipp" <rsipp(at)earthlink.net> |
| Subject: | Re: MP vs RPM was "Constant Speed Upgrade" |
Greetings all:
While the power charts in the Lyc engine operating manuals are a little
difficult to read, they do provide the limitations for "over-square"
(MP>RPM) and allow for several inches more MP than RPM i.e. 24" MP & 2200
RPM.
Dick Sipp
RV4 - RV10
________________________________________________________________________________
| From: | "Ross Mickey" <rmickey(at)ix.netcom.com> |
| Subject: | Re: MP vs RPM was "Constant Speed Upgrade" |
Thanks, Eustace. I found this post. Is it the one you were thinking of?
Ross Mickey
+++++++++++++++++++
From: "Eustace Bowhay" <ebowhay(at)shuswap.net> Subject: Engines-Care and
feeding of Lycomings Date: Jan 19, 1999
Fellow RVer's
Bart is away until next week so am a little slow getting started on the
engine questions but here are a couple of items I will pass on along with
what I have picked up over the years as to the maintaining and handleing of
the Lycomings. While we are talking about Lycomings in particular these
observations would apply to most naturally aspirated opposed
engines that I have had experience with.
First the items:
(1) With regard to the discussion on replacing the crankshaft oil seal, it
is not recommended to stretch a seal over the prop flange due to the stress
on the seal, the preferred method is to use the split seal P/N LW11997.
This seal has no spring and should be installed using 3M sealant #847
Rubber & Gasket Adhesive. Thourghly clean the seat and prep with MEK or
acetone so that the new seal will seat properly and apply the adhesive, a
cotton swab works good for this. Be sure to coat the area of the crankshaft
that the seal will contact with engine oil so that the new seal is not
damaged on start up before it gets lube from the engine. This seal
installed in a careful manner should not be more prone to leak than the
one piece.
(2) Re service bulliten 1435. I believe that the new engines as purchased
from Van's are set up as they are so they can be run either fixed pitch
or constant speed. When this decision is made you must make certain that it
is set up properly for the application you have chosen. You have already
seen a couple of posts referring to forced landings. When the front plug is
blown out all oil is lost in a matter of minutes as well as covering the
canopy making a forced landing extremely difficult. Bart's engines are set
up per your instructions so this problem will not occur.
(3) The line from the accesory case to the front is for a constant speed
application. The flow of oil through this line is controlled by the
governor. Will have more on this next post.
(4) "Never never" run an engine without a propeller.
After getting out of the air force in 1945 I became a part owner in a small
charter and flying school operation and continued to be involved in
commercial aviation until retirement. With the switch from the airforce
paying the bills to me paying them I really got interested in how my
engines were being handled. It didn't take long to see the difference in
costs between the engine that was carefully handled and one that was
handled by an inexperienced pilot or hot rodder.
My priorities have always been safety first and costs second, and over the
years it became very plain that the best and cheapest way to acommplish
this was to start out with a new engine or a premium overhaul and don't cut
corner's under the cowlings. After a few years finally settled on the
following procedures and found them to do the best job. At the risk of
being a bit repetative I am forwarding a post that I made up some time ago.
> These are the power settings and handleing procedures I have used on the
> Lycoming O540,O360. and O320 engines over the past thirty years or so
and found this to give the best combination of long life,speed versus fuel
> consumption and most importantly no engine failures. All of my life my
> engine handleing priorities have been:
>
> 1 Do the best you can to prevent a engine failure.
>
> 2 Keep engine operating cost as cheap as possible by having every engine
> run their full time between overhauls.
>
> 3 Avoiding proppeller damage during ground running and try to cause the
> leased amount of disturbance to others from noise and prop wash etc.
>
> 4 Max performance was never a consideration unless conditions warranted
it.
>
> In my opinion engine handeling starts when you first decide to start it.
So these are the rules I have followed.
>
> Never attempt a start below freezing without pe-heating.
> Learn how much prime is required under various condtions to start in say
> three or four blades. Never prime with the throttle.
> Keep engine rpm to 1000-1200 for a few minutes monitoring oil pressure
> ..Keep under red line. May have to drop below 1000 initially if engine is
> started close to freezing temps with heavy oil to keep oil pressure
within limits.
> Move to run up area and assuming one is on pavement warm up into wind at
1400 to say 100-120 degrees on the oil.
> Then go to 1700 and check mags and or electronic ignition. In the case of
a constant speep prop exercise a couple of times useing a 300-400 rpm drop.
I don't go above 1700 for a mag check unless something shows up for the
good of the prop. Going into grass or gravel strips if I have any concerns
about prop damageI will check the mags in the circuit on landing and then
just check for a dead
one prior to take off.
> Take of at full throttle and in the case of the RV's climb out at say
> 110-120 indicated. As soon as comfortble throttle back to 25-24 in
manifold pressure and in the case of a constant speed prop would reduce rpm
to
> 2500-2400. I have always made it a rule to keep full throttle operation
to one minute max unless circumstances dictate otherwise.
> Continue climb out at these settings until reaching desired altitude
> starting to lean at 3500-4000 ft keeping well on the rich side of peak.
On reaching cruiseing altitude level of and cruise at 2400 and 21-22 ins
> manifold pressure for say 5 min to stabilize temps. Then lean to peak on
> the hottest cylinder less 50 degrees on the rich side.
>
> Plan decents to maintain 400-500 ft per min at say 18-20 inches manifold
> gradually reduceing to say 14 on arriving at circuit hight This is done
to cool the engine gradually or as we say prevent shock cooling On
leveling
> out in vicinity of airport power can be reduced to what ever to maintain
> desired speed. .Speed is now low enough that this power setting will keep
> engine temp ok. Another reason for resricting decents to 500 ft per min
is for passenger comfort. I have found that people who don"t fly very often
> have sensitive ears especially if one has been at a high altitude for an
> extended period. This means that if you have to let down say 7000 ft one
> has to sart the let down in a RV roughly 45-50 miles back.
> Useing this method assures the proper control of engine temperatures and
> also allows for immediate shut down of engine after landing.
>
> All of the above rpm pertains to a constant speed prop which will be
> turning 2700 in full fine for takeoff. I have no experience whith a
fixed pitch on an RV but in talking to others, procedures should be the
same .
> The difference would be (in the case of the new Sensenich prop for the
O360 for example) the rpm at start of takeoff would be somewhere around
> 2200-2300 increasing with airspeed until reaching around 2700 in level
> flight at critical altitude. I believe for the good of the engine it
should never be operated over 2500 continuously which with the Sensenich
prop
> would mean reducing the manifold pressure to around 20 in.
The Lycoming manual says not to operate at over 75% continuously this
equates to around 2400 and 24 inches. The recommended TBO is 2000 and this
can be achieved if the a/c is flown on a regular basis (at least every two
weeks) and cruised at 65 %.
> This has worked for me. I have never had to change a cylinder on a Lyc,
all have run their full time and never had one quit except for fuel
starvation.
> Useing these settings ran 9 light twins with 0540's and I0540's for
several
years each one flying 1000-1100 hrs. a year without a single cylinder
change and everyone reaching it's recommended TBO.
> Restricting rpm on the ground to 1000 or so will keep prop damage to a
min.
>
> Really what all this boils down to is use 75% for climb and as close
> to 65% for cruise as you can get. The rest is just common sense.
>
> One need not feel restricted by these procedures, if you need it use it.
The small Lyc's are famous for their reliability but every time one strays
from the above it takes a bit away from safety and increases the costs.
If I don't get kicked of the list for this post will try one on picking and
careing for your engine in the next few days.
Fly Safe
> Eustace Bowhay -Blind Bay B.C
>
>
++++++++++
----- Original Message -----
From: "Eustace Bowhay" <ebowhay(at)jetstream.net>
Subject: Re: RV-List: MP vs RPM was "Constant Speed Upgrade"
>
> Hi Ross:
>
> Some time ago I posted a detailed account on how I have handled the
> naturally aspirated small engine over a sixty year span. Almost all of my
> flying was of a commercial nature and this dictated safety and economy of
> operation.
>
> If you can find that post in the achieves it covers the whole operation
from
> start up to shut down. I just tried to find it and was not successful.
>
> Assuming we are talking about a Lycoming 0320 or 0360 or for that matter a
> 0540 equipped with a constant speed prop, in a nutshell it is full
throttle
> for take-off (2700 RPM), throttle back to 24 inches MP and back to 2400 in
> that order for the climb, this will give you roughly 75% start leaning
above
> 3500 MSL staying well on the rich side of peek. Then for cruise back to
> 21-22 inches and 2350-2400 RPM giving you around 65%, then lean to peek
> minus 50 on the leanest cylinder usually #3. With fuel injection they
> normally are close to the same.
>
> When adding power increase the RPM first and throttle back first when
> reducing power. There is lots more to it, if you can't find my post on
this
> subject let me know.
>
> Eustace Bowhay Blind Bay B.C.
>
>
> ----- Original Message -----
> From: "Ross Mickey" <rmickey(at)ix.netcom.com>
> To:
> Subject: RV-List: MP vs RPM was "Constant Speed Upgrade"
>
>
> >
> > Eustace,
> >
> > In a recent post you stated, " With a manifold gauge installed and the
> > constant speed you can now set the most suitable rpm in relation to the
> > throttle setting."
> >
> > being relatively new to the constant speed prop world, could you
elaborate
> > on what determines "most suitable?" My combination limits me so I can
not
> > cruise between 2000 and 2250. I believe most people advocate "squared"
> > settings. My options for low cruise jump from say 1950 squared to 2300
> > squared. The other option is running "over squared." I think
> > traditionally, this would mean running a higher RPM than MP. I guess
you
> > could go the other way but I may be wrong.
> >
> > So my question to the group is.....how do you determine the best MP and
> RPM
> > settings for different cruise objectives? Is oversquared a good option
> then
> > how do you determine what settings to use?
> >
> > Thanking in advance.
> >
> > Ross Mickey
> > 12 hours
> > N9PT
________________________________________________________________________________
| From: | Doug Gray <dgra1233(at)bigpond.net.au> |
| Subject: | Good news for Jon... |
http://abcnews.go.com/wire/World/ap20031212_101.html
SYDNEY, Australia Dec. 12 A British pilot forced by bad weather to
abandon her attempt to fly around the world over both poles said Friday
that an Australian aviator stranded at a research station on the
Antarctic coast could use fuel she had stored there.
The offer by Polly Vacher ended a diplomatic spat between Australia and
its two closest allies the United States and New Zealand who had refused
to refuel Jon Johanson's homemade plane.
......
Thanks Polly,
Doug Gray
________________________________________________________________________________
| From: | Kevin Horton <khorton01(at)rogers.com> |
| Subject: | Re: Drawing Software for a Mac |
>
>Does anybody know of any software I can use to draw
>Electrical Schematics and do Mechanical Drawings on an
>iMac (Operating System 10.2.7) ? All Drawing S/W
>seems to be for a PC (AutoCAD)
>
>Thanks, Garey (RV-8A) Santa Monica, CA
>
>_________
Garey,
I did my electrical schematics using AppleWorks. I set up a grid of 20 per
inch, and had it force everything to the grid. I made up a bunch of
symbols of the common switches, etc, made each of them into a group, and
put them in a symbols file. The grid forced the wires to link to the right
places on the switches etc.
You might also want to look at OmniGraffle. It apparently allows you to
move things around on your drawing and the lines stay connected to the same
items. I haven't tried it.
http://www.omnigroup.com/applications/omnigraffle/
For the mechanical drawings, you could try Cadintosh. It is shareware from
a very reputable author. I've used it for a few little things and it works
well. It will import .dxf files but not .dwg files:
http://www.lemkesoft.de/en/cadintosh.htm
Or you could install the X11 unix windows system and use a number of free
unix programs. The easiest way to get the various unix programs is
probably via the Fink project. But, I don't think Apple still offers the
X11 Software Development Kit for OS X 10.2, which is required to make
Fink's X11 applications work. And, some of the interesting X11
applications don't yet run on OS X 10.3 yet, although it is only a matter
of time before that gets sorted out:
http://www.apple.com/macosx/features/x11/
http://fink.sourceforge.net/
http://fink.sourceforge.net/pdb/package.php/oregano
http://fink.sourceforge.net/pdb/package.php/qcad
Kevin Horton
RV-8 (Finishing Kit)
Ottawa, Canada
http://go.phpwebhosting.com/~khorton/rv8/
________________________________________________________________________________
| Subject: | Re: Drawing Software for a Mac |
| From: | James Madill <James.Madill(at)duke.edu> |
6.0.3HF22 | October 10, 2003) at 12/12/2003 09:23:51,
Serialize complete at 12/12/2003 09:23:51
I use VectorWorks from Nemetschek
http://www.nemetschek.net/
-- James
o o o o o o o . . . _______________________ ________=======_T___
o _____ |James Madill | |Duke U. Health Sys|
>.][__n_n_| D[ ====|____ |james.madill(at)duke.edu| | (919) 286-6384 |
(________|__|_[____/____]_|_____________________|_|__________________|
_/oo O-O-O ` oo oo 'o
o
o o
o
o` 'o
o o
o`
-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-+-
<http://www.duke.edu/~madil001/>
Garey Wittich
Sent by: owner-rv-list-server(at)matronics.com
12/11/03 23:30
Please respond to
rv-list(at)matronics.com
To
rv-list(at)matronics.com
cc
Subject
RV-List: Drawing Software for a Mac
Does anybody know of any software I can use to draw
Electrical Schematics and do Mechanical Drawings on an
iMac (Operating System 10.2.7) ? All Drawing S/W
seems to be for a PC (AutoCAD)
Thanks, Garey (RV-8A) Santa Monica, CA
__________________________________
http://photos.yahoo.com/
________________________________________________________________________________
| Subject: | Re: Drawing Software for a Mac |
| From: | Jack Haviland <jgh(at)iavbbs.com> |
On Thursday, December 11, 2003, at 11:30 PM, Garey Wittich wrote:
>
>
> Does anybody know of any software I can use to draw
> Electrical Schematics and do Mechanical Drawings on an
> iMac?
AppleWorks 6 (which came with my eMac) was used for the wiring
schematic at <http://iavbbs.com/jgh/jghplane.htm>. After spending a
few minutes exploring the capabilities of the various drawing tool
options, the software was easy to use. You could download the high
resolution version of the file and modify it to get a feel for the
program.
The site also has an instrument panel drawing made using AppleWorks and
Photoshop. That was harder and the appearance of the drawing suffered
because I did not know how to use Photoshop properly to incorporate
some downloaded panel component photos.
Jack H.
P. S. I'm still refining the wiring schematic and would appreciate
receiving any suggestions.
>
>
> _-
> ======================================================================
> _-> _-
> =======================================================================
> _-
> =======================================================================
> _-
> =======================================================================
> _-
> =======================================================================
> >
>
>
________________________________________________________________________________
| From: | "Dean Pichon" <deanpichon(at)msn.com> |
| Subject: | Grizzly Bending Brake |
I suggest that you look for a used Di-Acro Finger Brake. They are available
in 24" and 36" sizes. These are fabulous tools, expensive new (>$2000), and
hard to find used. They will last forever, so if you can find a deal on a
used one you won't be disappointed. I head of them selling at used tool
shops for a couple of hundred bucks.
Good luck,
Dean
>From: "Mark" <riveter(at)bellsouth.net>
>Reply-To: rv-list(at)matronics.com
>To:
>Subject: RV-List: Grizzly Bending Brake
>Date: Thu, 11 Dec 2003 07:54:41 -0500
>
>
>In my search for an inexpensive bending brake I ordered the Grizzly H2788
>24
>inch Bending Brake. I was not pleased with it. See photos and my evaluation
>of this unit at:
>
>http://home.bellsouth.net/p/PWP-markmcgee
>
>
>I'm still looking for a decent brake.
>
>Mark McGee
>RV-4 Fuselage
>
>
________________________________________________________________________________
| From: | "Eustace Bowhay" <ebowhay(at)jetstream.net> |
Hi Ross:
Yes that is the post I was referring to, those power settings maybe a bit on the
conservative side for some but I have found that they are the best compromise
between performance and long engine life. The way an engine is handled is equally
as important.
Using this procedure I have been able to avoid an engine failure and get to TBO
without any cylinder changes. In one operation I was involved with operating
a fleet of Aztec's we didn't change a cylinder over a nine year period.
Eustace
________________________________________________________________________________
| From: | "David Burton" <dburton(at)nwlink.com> |
| Subject: | Re: Grizzly Bending Brake |
----- Original Message -----
From: "Dean Pichon" <deanpichon(at)msn.com>
Subject: RE: RV-List: Grizzly Bending Brake
>
> I suggest that you look for a used Di-Acro Finger Brake. They are
available
> in 24" and 36" sizes. These are fabulous tools, expensive new (>$2000),
and
> hard to find used. They will last forever, so if you can find a deal on a
> used one you won't be disappointed. I head of them selling at used tool
> shops for a couple of hundred bucks.
>
> Good luck,
>
> Dean
>
>
> >From: "Mark" <riveter(at)bellsouth.net>
> >Reply-To: rv-list(at)matronics.com
> >To:
> >Subject: RV-List: Grizzly Bending Brake
> >Date: Thu, 11 Dec 2003 07:54:41 -0500
> >
> >
> >In my search for an inexpensive bending brake I ordered the Grizzly H2788
> >24
> >inch Bending Brake. I was not pleased with it. See photos and my
evaluation
> >of this unit at:
> >
> >http://home.bellsouth.net/p/PWP-markmcgee
> >
> >
> >I'm still looking for a decent brake.
> >
> >Mark McGee
> >RV-4 Fuselage
> >
> >
>
>
________________________________________________________________________________
| From: | "Aircraft Technical Book Company" <winterland(at)rkymtnhi.com> |
| Subject: | Re: Good news for Jon... |
Good for Jon!!!
I'd sure like to see him continue his flight plan to Puerto Arenas, but I
suspect that the "deal" involving "Polly's fuel" was that it was
coincidently just enough to allow him to tuck tail and go home.
Sorry guy's, but I'm always skeptical of "coincidences". I tend more to
believe that this was the diplomatic deal to end an embarrasing situation.
We'll find out in a couple months when the dust settles.
Too bad for Mark Udall too. He thinks he evaded a problem. I think he lost
an opportunity.
Andy
----- Original Message -----
From: Doug Gray <dgra1233(at)bigpond.net.au>
Subject: RV-List: Good news for Jon...
>
> http://abcnews.go.com/wire/World/ap20031212_101.html
>
> SYDNEY, Australia Dec. 12 A British pilot forced by bad weather to
> abandon her attempt to fly around the world over both poles said Friday
> that an Australian aviator stranded at a research station on the
> Antarctic coast could use fuel she had stored there.
>
> The offer by Polly Vacher ended a diplomatic spat between Australia and
> its two closest allies the United States and New Zealand who had refused
> to refuel Jon Johanson's homemade plane.
>
>
> ......
> Thanks Polly,
>
> Doug Gray
>
>
________________________________________________________________________________
| From: | "JOHN STARN" <jhstarn(at)verizon.net> |
"rocket-list"
Vot be a goin' on out dare. From where did dis udder "Kabong!!" come from.
Could he be a a wolf in a crusader cape and Lone Ranger mask ? KABONG Do
Not Archive. 8*), (GBA).
> And, what does the next flyinginer down there come to expect? Any less?
> Maybe not more, certainly not less. Now we have a regular stopping and
> refueling point.
>
> Kabong!!
>
> Indiana Larry, RV7 Tip-up TMX-O-360 ACS2002 Dynon CNS430 Digitrak
> On Finish Kit
________________________________________________________________________________
| From: | "Patrick Kelley" <webmaster(at)flion.com> |
Awwwww. Van's 'little fighter' is all grown up!...
Personally, I'd prefer a pair of 50s... sometimes the traffic at a
popular uncontrolled strip can get a little ... unruly. (just kidding,
if you couldn't figure that out) ;)
Patrick Kelley
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Bill VonDane
Subject: RV-List: interesting...
Although that's a funny looking RV! :)
http://www.armyouraircraft.com/
-Bill
________________________________________________________________________________
| From: | Laird Owens <owens(at)aerovironment.com> |
| Subject: | Re: Drawing Software for a Mac |
Garey,
I use Ashlar Vellum for all my 2D cad work:
http://www.ashlar.com/
We use it at work (mostly a Mac environment), so I'm not sure of
prices. I think they have a stripped down version called
drawingboard which is good as well.
Laird RV-6
Simi Valley, CA
>
>Does anybody know of any software I can use to draw
>Electrical Schematics and do Mechanical Drawings on an
>iMac (Operating System 10.2.7) ? All Drawing S/W
>seems to be for a PC (AutoCAD)
>
>Thanks, Garey (RV-8A) Santa Monica, CA
>
>__________________________________
>http://photos.yahoo.com/
>
>
________________________________________________________________________________
| Subject: | re: Drawing software for a Mac |
Hello, Garey & RV builders,
I found a web site that has CAD software for the Macintosh machines at:
http://www.freecad.com
They have CADintosh, freeCAD, and Persistence of Vision Raytracer software for
downloading.
Marshall M. Dues
RV-6 N243MD 770 hrs
Katy, Texas
From: Garey Wittich <gareywittich2000(at)yahoo.com>
Subject: RV-List: Drawing Software for a Mac
Does anybody know of any software I can use to draw
Electrical Schematics and do Mechanical Drawings on an
iMac (Operating System 10.2.7) ? All Drawing S/W
seems to be for a PC (AutoCAD)
Thanks, Garey (RV-8A) Santa Monica, CA
________________________________________________________________________________
| From: | "Scott Brown" <scottbrown(at)precisionjet.com> |
Listers,
I have an RV4 with an AEIO-360 engine, I live in a hot climate (Florida). My
oil temps are running 200-210 degrees. I would like to see them around
180-190. I was thinking of getting the larger oil cooler from Vans. Is there
a better cooler that I should be getting rather than that one, or does
everyone think that it will work nicely? Please respond off-line to
scottbrown(at)precisionjet.com.
Thanks
Scott
________________________________________________________________________________
| From: | "Scott Brown" <scottbrown(at)precisionjet.com> |
Listers,
I have an RV4 with an AEIO-360 engine, I live in a hot climate (Florida). My
oil temps are running 200-210 degrees. I would like to see them around
180-190. I was thinking of getting the larger oil cooler from Vans. Is there
a better cooler that I should be getting rather than that one, or does
everyone think that it will work nicely?
Scott
________________________________________________________________________________
| From: | Boyd Braem <bcbraem(at)comcast.net> |
This may be something for the List to contemplate, so I'm responding
accordingly.
My Lycoming engine manual for the AEIOU (and sometimes Y)-series gives
a max oil temp of 245 F (they give a "desired" temp of 180 F). I
believe the "Sky Ranch Engine Manual" (for Lycomings)(I don't have the
book handy) says that you should have cleaner oil at 200 F (but, my
mind is a dangerous thing). My highest oil temp (from the VM-1000 data
chip) was 192 F.
Personally, I wouldn't get worked up to a lather over 200-210 F.
And double-check the engine manual as they recommend certain viscosity
oils for different ambient temps.
Boyd
On Friday, December 12, 2003, at 02:21 PM, Scott Brown wrote:
>
>
> Listers,
>
> I have an RV4 with an AEIO-360 engine, I live in a hot climate
> (Florida). My
> oil temps are running 200-210 degrees. I would like to see them around
> 180-190. I was thinking of getting the larger oil cooler from Vans. Is
> there
> a better cooler that I should be getting rather than that one, or does
> everyone think that it will work nicely?
>
> Scott
________________________________________________________________________________
| From: | "Jack Lockamy" <jacklockamy(at)att.net> |
| Subject: | Re: C-130's at Mugu... |
Fred,
I currently work at NAS Point Mugu (have been since 1985). The "orange" C-130s
you are referring to were assigned to VXE-6, better known as the Antarctic Supply
Squadron. A few years ago the squadron was de-commisioned and the planes/personnel
were re-assigned to a base in New York. The planes are still being
used by the National Science Foundation (NSF) to fly personnel and equipment
to/from McMurdo Station.
Jack Lockamy
Camarillo, CA
________________________________________________________________________________
| Subject: | Jon & McMurdo - Missing the point |
| From: | "Jamie D. Painter" <rvbuilder(at)earthlink.net> |
Folks:
The Johanson incident isn't about any government entity telling people
they can't visit Antarctica. The government telling you that you're
responsible for your own person when you visit Antarctica is *not* the
same as telling you that you're not allowed to visit there. As it has
been said many times in these threads, Antarctica is not controlled by
any government! It's a barren wasteland. Go there at your own risk. A
government saying that they'll stick to their long-held policy of
individual self-reliance on the continent is *not* an arrogant
government/politician/scientist/whatever asserting their dominion over
that land. In fact, the self-reliance policy essentially assigns equal
stature to individuals and government entities (i.e. take care of your
own).
- JP
________________________________________________________________________________
| From: | Bob Japundza <bjapundza(at)yahoo.com> |
Hi All, has anyone had experience with the Valspar base/clear paints? I know the
factory airplanes are painted with this stuff and am wondering how well it
has held up, if it stains easily, etc. I understand that it costs significantly
less than other brands.
Regards,
Bob Japundza
RV-6 flying
F1 QB under const.
---------------------------------
________________________________________________________________________________
| From: | "van Bladeren, Ron" <rwv(at)nwnatural.com> |
| Subject: | Auto-Pilot Control Lockup |
While installing the floor section under the pilots seat on my 8A the other
day, I noticed that one of the stiffeners interfered with the roll servo's
actuating arm. So, I simply cut away the offending section of stiffener and
fabricated a heavier support bracket to insure that a heavy "sitter"
wouldn't be able to sag the floor into the servo arm. All seemed fine and
good until another problem caught my eye. The more I stared at his new
problem, the more apparent it became that it could result in roll control
lockup and/or loss of control. Here's the problem (see photo):
The DigiTrak servo uses three 3/16" screws (mine came with AN3 bolts) to
secure the stepper motor to its mounting bracket via three tapped holes in
the motor frame. This is fine under normal conditions, but potentially, if
the top inboard screw (red circle) was to loosen and partially back out of
its hole, it most likely would hit the AN3 bolt (green circle) mounted to
the actuating arm and prevent the torque tube from rotating. That's not so
good!
My solution was to drill out the threads in the servo frame and install an
AN3 bolt all the way through with a fiber lock nut on the other end (yellow
circle). Alternatively, one could install a drilled head bolt and safety
wire it to the frame.
In any case, if you have a DigiTrak servo, you might want to review your
installation for this type of interference. BTW, I had originally installed
the bolt with locktite and a lock washer but I was amazed at how easier it
removed for the retrofit.
Take care, hope this is helpful....
Ron.
<>
________________________________________________________________________________
| From: | chris <1qazxsw23edcvfr45tgbnhy67ujm(at)cox.net> |
| Subject: | Re: re:Jon and VH-NOJ |
Bill Dube wrote:
> Would you land there if your life was not in danger? I certainly
> wouldn't after hearing about Jon's experience.
My understanding is it was either land there or ditch in the ocean after
his fuel ran out. That sounds like "life in danger" to me. It's not
like he planed to land there to see what he could get away with. It was
a last resort. It would be a totally different matter if he just
decided to fly there land and then asked to buy gas to go back home with
out ever a thought to check first. This was an emergency caused by
changing weather conditions, give him a break already.
--
Chris Woodhouse
3147 SW 127th St.
Oklahoma City, OK 73170
405-691-5206
N35 20.492'
W97 34.342'
"They that can give up essential liberty
to obtain a little temporary safety
deserve neither liberty nor safety."
-- Benjamin Franklin, 1759 Historical Review of Pennsylvania
________________________________________________________________________________
| From: | Sam Buchanan <sbuc(at)hiwaay.net> |
| Subject: | Re: Auto-Pilot Control Lockup |
van Bladeren, Ron wrote:
>
> While installing the floor section under the pilots seat on my 8A the other
> day, I noticed that one of the stiffeners interfered with the roll servo's
> actuating arm. So, I simply cut away the offending section of stiffener and
> fabricated a heavier support bracket to insure that a heavy "sitter"
> wouldn't be able to sag the floor into the servo arm. All seemed fine and
> good until another problem caught my eye. The more I stared at his new
> problem, the more apparent it became that it could result in roll control
> lockup and/or loss of control. Here's the problem (see photo):
>
> The DigiTrak servo uses three 3/16" screws (mine came with AN3 bolts) to
> secure the stepper motor to its mounting bracket via three tapped holes in
> the motor frame. This is fine under normal conditions, but potentially, if
> the top inboard screw (red circle) was to loosen and partially back out of
> its hole, it most likely would hit the AN3 bolt (green circle) mounted to
> the actuating arm and prevent the torque tube from rotating. That's not so
> good!
>
> My solution was to drill out the threads in the servo frame and install an
> AN3 bolt all the way through with a fiber lock nut on the other end (yellow
> circle). Alternatively, one could install a drilled head bolt and safety
> wire it to the frame.
>
> In any case, if you have a DigiTrak servo, you might want to review your
> installation for this type of interference. BTW, I had originally installed
> the bolt with locktite and a lock washer but I was amazed at how easier it
> removed for the retrofit.
>
> Take care, hope this is helpful....
>
> Ron.
>
Good catch, Ron! :-)
Like you, the possibility of servo mounting bolts coming loose on the
TruTrak servo concerned me enough to make some changes. No servo bolts
were included with the servo in my AlTrak system (which works like a
charm!) and no mention was made in the documentation about securing the
mounting bolts.
Here is how I addressed the issue:
http://home.hiwaay.net/~sbuc/journal/altrak.htm
I went with AN3 drilled head bolts and safety wired them to each other.
Another important point is to use a large area washer (doesn't have to
be as big as the ones I used) on the rod end bearing bolts to prevent
the bearing from coming apart and potentially jamming the controls. Of
course, this should be standard procedure with any rod end bearing
installation (throttle, mixture, etc) that is not trapped by a fork
connection.
A local RV-8 driver had the ailerons to lock when the seat sagged enough
to contact the end of a hose clamp that was used to secure a Navaid
servo connection on the aileron torque tube. Just be sure that the seat
bottoms in the -8s cannot foul any linkages if the bottom sags due to a
hefty pilot or G-loading!
Sam Buchanan
http://thervjournal.com
________________________________________________________________________________
| From: | a flyer <aflyer(at)direcway.com> |
| Subject: | Re: Good news for Jon... |
Hey, you mean SHE planned ahead? What a concept!!
Maybe we could get HER to fly the Wright flyer for us on Wednesday!
John Huft
----- Original Message -----
From: "Doug Gray" <dgra1233(at)bigpond.net.au>
Subject: RV-List: Good news for Jon...
>
> http://abcnews.go.com/wire/World/ap20031212_101.html
>
> SYDNEY, Australia Dec. 12 A British pilot forced by bad weather to
> abandon her attempt to fly around the world over both poles said Friday
> that an Australian aviator stranded at a research station on the
> Antarctic coast could use fuel she had stored there.
>
> The offer by Polly Vacher ended a diplomatic spat between Australia and
> its two closest allies the United States and New Zealand who had refused
> to refuel Jon Johanson's homemade plane.
>
>
> ......
> Thanks Polly,
>
> Doug Gray
>
>
________________________________________________________________________________
| From: | "Fred Oldenburg" <foldenburg(at)earthlink.net> |
As a service to the RV Community, I've put up a classified ad system on
my web page. You can check it out here:
http://www.rv.oldsack.com/classifieds
I was somewhat disappointed in the other RV classifieds I've seen. This
system is more user-friendly, allows easy upload of images for your ads,
is pop-up and ad-ware free, and allows for concealed e-mail address so
that you don't become spam-bait!
Enjoy!
- Fred
Frederick W. Oldenburg Jr.
RV-7A Standard Kit - Empennage
http://www.rv.oldsack.com
________________________________________________________________________________
| From: | "Fred Oldenburg" <foldenburg(at)earthlink.net> |
| Subject: | RE: RV Classifieds |
Oh yea..I forgot the most important part - It's Free!
--------------------
As a service to the RV Community, I've put up a classified ad system on
my web page. You can check it out here:
http://www.rv.oldsack.com/classifieds
I was somewhat disappointed in the other RV classifieds I've seen. This
system is more user-friendly, allows easy upload of images for your ads,
is pop-up and ad-ware free, and allows for concealed e-mail address so
that you don't become spam-bait!
Enjoy!
- Fred
Frederick W. Oldenburg Jr.
RV-7A Standard Kit - Empennage
http://www.rv.oldsack.com
________________________________________________________________________________
| From: | "Craig Warner" <cwarner(at)twcny.rr.com> |
| Subject: | Re: valspar paint |
I have used Valspar to paint a couple of aircraft. It is inexpensive and
holds up well. I would use it again.
Craig warner RV6 still building
----- Original Message -----
From: "Bob Japundza" <bjapundza(at)yahoo.com>
Subject: RV-List: valspar paint
>
> Hi All, has anyone had experience with the Valspar base/clear paints? I
know the factory airplanes are painted with this stuff and am wondering how
well it has held up, if it stains easily, etc. I understand that it costs
significantly less than other brands.
>
> Regards,
>
> Bob Japundza
> RV-6 flying
> F1 QB under const.
>
>
> ---------------------------------
>
>
________________________________________________________________________________
| From: | "Phil Sisson, Litchfield Aerobatic Club" <sisson(at)consolidated.net> |
Boyd Braem wrote:
>
> This may be something for the List to contemplate, so I'm responding
> accordingly.
>
> My Lycoming engine manual for the AEIOU (and sometimes Y)-series gives
> a max oil temp of 245 F (they give a "desired" temp of 180 F). I
> believe the "Sky Ranch Engine Manual" (for Lycomings)(I don't have the
> book handy) says that you should have cleaner oil at 200 F (but, my
> mind is a dangerous thing). My highest oil temp (from the VM-1000 data
> chip) was 192 F.
>
> Personally, I wouldn't get worked up to a lather over 200-210 F.
>
> And double-check the engine manual as they recommend certain viscosity
> oils for different ambient temps.
>
> Boyd
I agree 100%. I had to put tape over the Pitts cooler to get it up to temp and
other people with S1T's often see 220 when they work them hard in hot weather.
Seems like somewhere I read that oil lasts longer when run cooler, but one has
to run them hot enough to get the moisture out or there will be lots of
trouble later because of internal rust.
Phil
________________________________________________________________________________
| From: | linn walters <lwalters2(at)cfl.rr.com> |
| Subject: | Re: re:Jon and VH-NOJ |
chris wrote:
>
>
>Bill Dube wrote:
>
>
>
>> Would you land there if your life was not in danger? I certainly
>>wouldn't after hearing about Jon's experience.
>>
>>
>
>My understanding is it was either land there or ditch in the ocean after
> his fuel ran out. That sounds like "life in danger" to me. It's not
>like he planed to land there to see what he could get away with. It was
>a last resort. It would be a totally different matter if he just
>decided to fly there land and then asked to buy gas to go back home with
>out ever a thought to check first. This was an emergency caused by
>changing weather conditions, give him a break already.
>
Sorry Chris. I don't buy it. Your defense of JJ is admirable, but the
bottom line is that he could have placed gas at McMurdo just as Polly
did. He didn't. He blew it. It's fortunate that he will be able to use
her gas, otherwise he would have to pay the consequences of his poor
planning. Instead of all the chest beating, we could learn from his
experience and become better planners in our own flights. As it appears
that JJ is going to be on his way soon, maybe we can get back to some RV
threads???
Linn
________________________________________________________________________________
| From: | "van Bladeren, Ron" <rwv(at)nwnatural.com> |
| Subject: | Auto-Pilot Control Lockup |
Thanks Sam, Here's the photo that didn't make it.....and you're right on
about the large retaining washers too.
ron.
-----Original Message-----
From: Sam Buchanan [mailto:sbuc(at)hiwaay.net]
Subject: Re: RV-List: Auto-Pilot Control Lockup
van Bladeren, Ron wrote:
>
> While installing the floor section under the pilots seat on my 8A the
other
> day, I noticed that one of the stiffeners interfered with the roll servo's
> actuating arm. So, I simply cut away the offending section of stiffener
and
> fabricated a heavier support bracket to insure that a heavy "sitter"
> wouldn't be able to sag the floor into the servo arm. All seemed fine and
> good until another problem caught my eye. The more I stared at his new
> problem, the more apparent it became that it could result in roll control
> lockup and/or loss of control. Here's the problem (see photo):
>
> The DigiTrak servo uses three 3/16" screws (mine came with AN3 bolts) to
> secure the stepper motor to its mounting bracket via three tapped holes in
> the motor frame. This is fine under normal conditions, but potentially,
if
> the top inboard screw (red circle) was to loosen and partially back out of
> its hole, it most likely would hit the AN3 bolt (green circle) mounted to
> the actuating arm and prevent the torque tube from rotating. That's not
so
> good!
>
> My solution was to drill out the threads in the servo frame and install an
> AN3 bolt all the way through with a fiber lock nut on the other end
(yellow
> circle). Alternatively, one could install a drilled head bolt and safety
> wire it to the frame.
>
> In any case, if you have a DigiTrak servo, you might want to review your
> installation for this type of interference. BTW, I had originally
installed
> the bolt with locktite and a lock washer but I was amazed at how easier it
> removed for the retrofit.
>
> Take care, hope this is helpful....
>
> Ron.
>
Good catch, Ron! :-)
Like you, the possibility of servo mounting bolts coming loose on the
TruTrak servo concerned me enough to make some changes. No servo bolts
were included with the servo in my AlTrak system (which works like a
charm!) and no mention was made in the documentation about securing the
mounting bolts.
Here is how I addressed the issue:
http://home.hiwaay.net/~sbuc/journal/altrak.htm
I went with AN3 drilled head bolts and safety wired them to each other.
Another important point is to use a large area washer (doesn't have to
be as big as the ones I used) on the rod end bearing bolts to prevent
the bearing from coming apart and potentially jamming the controls. Of
course, this should be standard procedure with any rod end bearing
installation (throttle, mixture, etc) that is not trapped by a fork
connection.
A local RV-8 driver had the ailerons to lock when the seat sagged enough
to contact the end of a hose clamp that was used to secure a Navaid
servo connection on the aileron torque tube. Just be sure that the seat
bottoms in the -8s cannot foul any linkages if the bottom sags due to a
hefty pilot or G-loading!
Sam Buchanan
http://thervjournal.com
________________________________________________________________________________
| From: | "Vince Himsl" <vhimsl(at)turbonet.com> |
| Subject: | RV-8 Wire Conduit holes through front and rear spars |
Hello,
I am starting to wire my RV-8 and would like to make a cable run that parallels
the rudder cables through both the front
and rear spar so as to avoid exposed cables in the cabin. This requires my putting
two small holes (7/16 to 5/8) a couple
inches inboard from each rudder cable spar hole on both front and rear spars.
Surfing the net I have seen pictures of where other builders have done same, but
would like to hear from anyone who has
done this and also has received the official blessing from Van's?
Thanks!
Vince Himsl
RV8-SB Finish
N8432 reserved
________________________________________________________________________________
| From: | "Terry Watson" <terry(at)tcwatson.com> |
| Subject: | re:Jon and VH-NOJ |
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com]On Behalf Of linn walters
Subject: Re: RV-List: re:Jon and VH-NOJ
As it appears
that JJ is going to be on his way soon, maybe we can get back to some RV
threads???
Linn
OK, I give up. What's more of an RV thread than the current perilous status
of a guy in an RV in Antarctica who has flown his RV around the world a
couple of times? Oh yes, primer! That's it. Let's hear some more ideas on
primer.
Terry
________________________________________________________________________________
| From: | Richard Dudley <rhdudley(at)att.net> |
| Subject: | Re: N520RR First Flight |
Congratulations Richard.
Richard Dudley
Richard B. Rauch wrote:
>
>
> My RV8-A, N520RR, took to the air for the first time today, after 2 years 11
months of building. It was a nice 45 minute first flight, the only squawk being
a slightly heavy right wing and a nervous pilot.
>
> My 8 is equipped with a factory Lycoming O-360-A1A, MTV-12 3 blade constant speed
prop, IFR panel, and one excited builder/pilot.
>
> The help from this site was enormous.
>
> Thanks to all.
>
> Richard B. Rauch
> Email: richardr(at)apcon.com
>
> APCON, Inc.
> 17938 SW Upper Boones Ferry Rd.
> Portland, OR 97224 USA
> Ph: (503)639-6700
> Fax: (503)639-6740
>
> Web: www.apcon.com
>
________________________________________________________________________________
| From: | "John" <n1cxo320(at)salidaco.com> |
| Subject: | HTS 2000 Aluminum Welding Rod |
Any experience in using HTS 2000 to weld aluminum out there? Thinking of
making a removable auxiliary fuel tank.
John
________________________________________________________________________________
| From: | WPAerial(at)aol.com |
I just got the tail end about Allen Upright Independence Oregon. Didn't get
what something about bad wheather. anyone Know what this is about? Allen has
the first customer built RV7. He is a really good person hope every thing is
okay.
Jerry Wilken
Albany Orgon
________________________________________________________________________________
| From: | WPAerial(at)aol.com |
| Subject: | Allen Upright crash |
I called some people, found that Allen and another plane going to Flying M
for lunch got in bad wheather and Allen didn't get home. This is sad news. I am
sorry.
Jerry Wilken
Albany Oregon
________________________________________________________________________________
| From: | Jerry2DT(at)aol.com |
| Subject: | Sorry to report this. |
RV-ers...
The following link to KATU TV in Portland, OR. Al was a very experienced RV
builder and pilot, having flown P-51's as a young man. He had built multiple
RV's, and built one of the first if not the first RV7a's. He will be missed.
http://www.katu.com/news/story.asp?id=63093
Jerry Cochran
Wilsonville, OR
________________________________________________________________________________
| From: | "Steve & Denise" <sjhdcl(at)kingston.net> |
"RV7 Yahoo List"
| Subject: | Canadian Aircraft flying in US |
I have a Canadian registered aircraft that I would like to prepare to take to the
US.
I have the letter entitled "Special Flight Authorization for Canadian Amateur-Built
Aircraft
Operating in the United States" but in that letter it says that a blanket special
flight authorization
may be obtained by submitting an electronic query to the FAA website.
Can anybody out there direct me to where I can get this information and make sure
I'm permitted
to fly to the US.
Steve
RV7A
________________________________________________________________________________
| From: | "Ed Anderson" <eanderson(at)carolina.rr.com> |
| Subject: | Re: HTS 2000 Aluminum Welding Rod |
John, I have used it a bit. I find it to be the best Aluminum Brazing (not
welding) rod I have tried - out of three or four different types. Most of
the others I have tried were difficult (for me at least) to use. They
frequently just beaded up and ran off. In any case, I have used this one to
braze thin wall aluminum tubes (.058 wall) to heavy aluminum manifold
blocks - almost impossible to weld (unless you are very good with a TIG).
So I was pleased with the results.
Don't know how it would work on brazing aluminum tanks. I would think it
would hold a plate on the end of a tube without any problem I think the
tensile strength is around 40,000 psi.
After using it to braze some scrap thin wall tubing to plate, I took a
hammer and while I beat the tube into severe distortion, I couldn't break
the braze loose.
FWIW
Ed
Ed Anderson
RV-6A N494BW Rotary Powered
Matthews, NC
eanderson(at)carolina.rr.com
----- Original Message -----
From: "John" <n1cxo320(at)salidaco.com>
Subject: RV-List: HTS 2000 Aluminum Welding Rod
>
> Any experience in using HTS 2000 to weld aluminum out there? Thinking of
> making a removable auxiliary fuel tank.
>
> John
>
>
________________________________________________________________________________
| From: | "Jerry Hansen" <jerry-hansen(at)cox.net> |
Here's a link for those who have questioned the nature of the new MEMs
gyros. There's a recently posted photo here that shows how small they
really are.
http://www.trioavionics.com/features.htm
Jerry
________________________________________________________________________________
| From: | "Joe Hine" <joehine(at)rogers.com> |
| Subject: | Canadian Aircraft flying in US |
Steve
Check on the COPA web site.... www.copanational.org They have all the info
there. Basically you need the letter you have, a working transponder and
must be in radar contact with a US atc facility prior to crossing the
border. You also have a 1/2 hour window to arrive or customs will get a bit
upset with you. Check the site in case I missed something though.
Joe Hine
RV4 C-FYTQ
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Steve & Denise
Subject: RV-List: Canadian Aircraft flying in US
I have a Canadian registered aircraft that I would like to prepare to take
to the US.
I have the letter entitled "Special Flight Authorization for Canadian
Amateur-Built Aircraft
Operating in the United States" but in that letter it says that a blanket
special flight authorization
may be obtained by submitting an electronic query to the FAA website.
Can anybody out there direct me to where I can get this information and make
sure I'm permitted
to fly to the US.
Steve
RV7A
________________________________________________________________________________
| From: | Kevin Horton <khorton01(at)rogers.com> |
| Subject: | Re: Good news for Jon... |
As near as I can figure from going through her website, she had made
sure that fuel was available at her planned stops (McMurdo was a
planned stop), but not at potential diversion airfields. She ran
into severe headwinds on her flight to McMurdo, so she had to land at
an airport that didn't have any fuel for her (her departure point -
she had already used up her fuel cache there), so she was stuck
without fuel. This doesn't seem a lot different from Jon's situation.
Kevin Horton
>
>Hey, you mean SHE planned ahead? What a concept!!
>
>Maybe we could get HER to fly the Wright flyer for us on Wednesday!
>
>John Huft
>
>
>----- Original Message -----
>From: "Doug Gray" <dgra1233(at)bigpond.net.au>
>To:
>Subject: RV-List: Good news for Jon...
>
>
>>
>> http://abcnews.go.com/wire/World/ap20031212_101.html
>>
>> SYDNEY, Australia Dec. 12 A British pilot forced by bad weather to
>> abandon her attempt to fly around the world over both poles said Friday
>> that an Australian aviator stranded at a research station on the
>> Antarctic coast could use fuel she had stored there.
>>
>> The offer by Polly Vacher ended a diplomatic spat between Australia and
>> its two closest allies the United States and New Zealand who had refused
>> to refuel Jon Johanson's homemade plane.
>>
>>
>> ......
>> Thanks Polly,
>>
> > Doug Gray
>>
--
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://go.phpwebhosting.com/~khorton/rv8/
________________________________________________________________________________
| From: | Kevin Horton <khorton01(at)rogers.com> |
| Subject: | Re: Good news for Jon... |
Polly Vacher's aircraft has a lot shorter range than Jon's RV-4,
judging by the much shorter length of the legs described on her web
site. She planned at least three stops in Antarctica, while Jon had
the legs to potentially hop right over it. So it seems quite
unlikely that her fuel cache would be enough to go over the Pole to
South America. In fact I wouldn't be at all surprised it it wasn't
enough for Jon to single-hop it to New Zealand.
Kevin Horton
>
>
>Good for Jon!!!
>
>I'd sure like to see him continue his flight plan to Puerto Arenas, but I
>suspect that the "deal" involving "Polly's fuel" was that it was
>coincidently just enough to allow him to tuck tail and go home.
>
>Sorry guy's, but I'm always skeptical of "coincidences". I tend more to
>believe that this was the diplomatic deal to end an embarrasing situation.
>
>We'll find out in a couple months when the dust settles.
>
>Too bad for Mark Udall too. He thinks he evaded a problem. I think he lost
>an opportunity.
>
>Andy
>
>
>----- Original Message -----
>From: Doug Gray <dgra1233(at)bigpond.net.au>
>To:
>Subject: RV-List: Good news for Jon...
>
>
>>
>> http://abcnews.go.com/wire/World/ap20031212_101.html
>>
>> SYDNEY, Australia Dec. 12 A British pilot forced by bad weather to
>> abandon her attempt to fly around the world over both poles said Friday
>> that an Australian aviator stranded at a research station on the
>> Antarctic coast could use fuel she had stored there.
>>
>> The offer by Polly Vacher ended a diplomatic spat between Australia and
>> its two closest allies the United States and New Zealand who had refused
>> to refuel Jon Johanson's homemade plane.
>>
>>
>> ......
>> Thanks Polly,
>>
>> Doug Gray
> >
>>
________________________________________________________________________________
| From: | kempthornes <kempthornes(at)earthlink.net> |
| Subject: | Re: HTS 2000 Aluminum Welding Rod |
Still no go with 2024 tho , right?
hal
te:
>
>John, I have used it a bit. I find it to be the best Aluminum Brazing (not
>welding) rod I have tried - out of three or four different types. Most of
>the others I have tried were difficult (for me at least) to use. They
>frequently just beaded up and ran off. In any case, I have used this one to
>braze thin wall aluminum tubes (.058 wall) to heavy aluminum manifold
>blocks - almost impossible to weld (unless you are very good with a TIG).
________________________________________________________________________________
| From: | "Darwin N. Barrie" <ktlkrn(at)cox.net> |
| Subject: | Great New Product |
I had mentioned this product a while back when it was first announced. I now have it installed in my plane and I'm very impressed. This is a new canopy latch mechanism for Tip Up's from Robbie Attaway at www.attawayair.com.
Robbie was not happy with the quality of the stock version so he designed and had
a new one machined. This one is beefier than stock and has a very positive
latch mechanism. When installed the latch is completely flush with the out side
of the fuselage.
The latch installs exactly as the stock version. It could be retrofitted to existing
fuselages with a little work.
Yes it is a few ounces heavier than stock but I think it looks nicer, has a more
positive latch system and most importantly, it looks cool!!! Check it out.
Darwin N. Barrie
Chandler AZ
________________________________________________________________________________
| From: | "Charles Rowbotham" <crowbotham(at)hotmail.com> |
| Subject: | N520RR First Flight |
Richard,
CONGRATULATIONS and WELL DONE !!!
Welcome to the flying RVs.
Fly Safe,
Chuck & Dave Rowbotham
RV-8A
>From: "Richard B. Rauch" <richardr(at)apcon.com>
>Reply-To: rv-list(at)matronics.com
>To: rv-list(at)matronics.com, rv8list(at)yahoogroups.com
>Subject: RV-List: N520RR First Flight
>Date: Thu, 11 Dec 2003 20:25:40 -0800
>
>
>My RV8-A, N520RR, took to the air for the first time today, after 2 years
>11 months of building. It was a nice 45 minute first flight, the only
>squawk being a slightly heavy right wing and a nervous pilot.
>
>My 8 is equipped with a factory Lycoming O-360-A1A, MTV-12 3 blade constant
>speed prop, IFR panel, and one excited builder/pilot.
>
>The help from this site was enormous.
>
>Thanks to all.
>
>
>Richard B. Rauch
>Email: richardr(at)apcon.com
>
>APCON, Inc.
>17938 SW Upper Boones Ferry Rd.
>Portland, OR 97224 USA
>Ph: (503)639-6700
>Fax: (503)639-6740
>
>Web: www.apcon.com
>
>
Cell phone switch rules are taking effect find out more here.
http://special.msn.com/msnbc/consumeradvocate.armx
________________________________________________________________________________
| From: | "Charles Rowbotham" <crowbotham(at)hotmail.com> |
| Subject: | RV-8 Wire Conduit holes through front and rear spars |
Vince,
We agonized about drilling another hole and decided not to. Instead we were
able to route the wires aft by hinding them under the canopy rails (used
both sides). It's a little extra effort but they are Not visibile. Something
you may want to consider.
Chuck & Dave Rowbotham
RV-8A
>From: "Vince Himsl" <vhimsl(at)turbonet.com>
>Reply-To: rv-list(at)matronics.com
>To: ,
>Subject: RV-List: RV-8 Wire Conduit holes through front and rear spars
>Date: Fri, 12 Dec 2003 16:45:24 -0800
>
>
>Hello,
>I am starting to wire my RV-8 and would like to make a cable run that
>parallels the rudder cables through both the front
>and rear spar so as to avoid exposed cables in the cabin. This requires my
>putting two small holes (7/16 to 5/8) a couple
>inches inboard from each rudder cable spar hole on both front and rear
>spars.
>
>Surfing the net I have seen pictures of where other builders have done
>same, but would like to hear from anyone who has
>done this and also has received the official blessing from Van's?
>
>Thanks!
>Vince Himsl
>RV8-SB Finish
>N8432 reserved
>
>
Get holiday tips for festive fun.
http://special.msn.com/network/happyholidays.armx
________________________________________________________________________________
| From: | HalBenjamin(at)aol.com |
| Subject: | Re: Allen Upright? |
In a message dated 12/13/2003 1:47:03 AM Eastern Standard Time,
bcbraem(at)comcast.net writes:
> I don't mean to sound callous, but, if if you're going to fly into the
> smoke--you have to know what you're doing--that's why I'm such a Harpy
> on the "light IFR thing".. Flying by instruments is fairly simple,
> provided you get some regular practice--Bill and Jeremy's death was a
> total waste, along with many others. Al's decision was his, alone. I
> don't know if he could have turned 180 or not. I know nothing about
> the accident, at this point.
>
> I just wish it wouldn't have happened.
>
> Boyd.
>
We don't know what happened in Al's particular situation, and I feel for his
friends & family. Sometimes good pilots die. Disorientation? Vertigo? Just
lost it? Probably won't ever know for sure.
Boyd is ever so right. Instrument flying isn't that hard. We owe it to our
friends, families, and ourselves to know how to get out of a low/no visibility
situation. Just telling ourselves that we would never fly in those conditions
isn't enough. Ever get Vertigo on a dark night taking off over water? I
have, when I was a brand new private pilot. I was just lucky to recognize it
instantly and get on the instruments in time to avoid disaster. After donning
clean shorts I was working on my Instrument Rating.
Hal Benjamin
RV-4, Long Island, NY
Fuselage
________________________________________________________________________________
| From: | "Ross Mickey" <rmickey(at)ix.netcom.com> |
| Subject: | Re: Dynon internal compass |
> I've read about some of the difficulties encountered when trying to mount
and calibrate the remote compass unit. The question is, has anyone got the
internal compass to work satisfactorily so the remote compass is not needed?
I think the type of RV you're building and the equipment surrounding the
Dynon would have an impact. If you can answer yes to the first question can
you also tell us what RV type and what instruments you have in proximity to
the Dynon or a link to a picture would be great.
> Thanks.
> Ken
I can't answer your question but I will offer some advise. Wire your Dynon
to accommodate a remote compass and run the wires to an appropriate
location. When you start flying, try out the internal. If it doesn't work,
add the remote. I will say that I did not do this and added the remote from
the start. Some day, I am going to unplug it to see how the internal works.
In terms of the location of the remote. I installed mine in the baggage
compartment floor between the flap brace and the step of my 6A. This was
before all the traffic on the list about keeping the unit 12" from any
steel. With 15 hours under my belt, I can report that the unit is reading
within 3-5 degrees from my GPS. This could be accounted for by my
calibration as I do not have an official compass rose on my field.
Ross Mickey
N9PT
________________________________________________________________________________
| Subject: | Re: re:Jon and VH-NOJ |
> BTW - if your delete key fails, try your left mouse button, clicking on
the
> message select then delete box. Works for me!! ;) ;)
>
On Windows ME, you select the message with the left mouse button and the
click the RIGHT button to get the dialog-drop down and left click the Delete
Box
Cheers!! --Henry Hore
________________________________________________________________________________
| Subject: | Re: Drawing Software for a Mac |
| From: | Larry Landucci <lllanducci(at)tds.net> |
I started using DesignWorks Lite on an E-Mac (OS 10.2.6). It can be
downloaded and used for 30 days -- and then costs $39.95 for a
registered version. Go to http://www.capilano.com/
Larry
________________________________________________________________________________
| From: | Jerry2DT(at)aol.com |
Folks...
Here is some reliably reported info re Al's misfortune...
Al and a friend planned formation flight for a lunch, Al in his RV7 and
friend in RV4.
They decided to turn back because of disagreeable weather.
Al was 80 and had many hours in all types of aircraft including P-51's.
Al was instrument rated, but not current.
He had only a turn coordinator.
Al had built many RV's and had lots of experience in them. I visited him at
his home/hangar a couple months ago and asked him how many he had built or
helped build and the reply was that he "thought" it was eleven.
Just food for thought, draw your own conclusions. Myself, I'm putting
redundantcy into my panel, Dynon, TC, Autopilot... and staying out of the "stuff".
Jerry Cochran
Wilsonville, OR
________________________________________________________________________________
| From: | "Ed Anderson" <eanderson(at)carolina.rr.com> |
| Subject: | Re: HTS 2000 Aluminum Welding Rod |
I only tried the HTS 2000 on 6061 Aluminum. So don't know about the 2024.
Ed Anderson
RV-6A N494BW Rotary Powered
Matthews, NC
eanderson(at)carolina.rr.com
----- Original Message -----
From: "kempthornes" <kempthornes(at)earthlink.net>
Subject: Re: RV-List: HTS 2000 Aluminum Welding Rod
>
> Still no go with 2024 tho , right?
>
> hal
> te:
> >
> >John, I have used it a bit. I find it to be the best Aluminum Brazing
(not
> >welding) rod I have tried - out of three or four different types. Most
of
> >the others I have tried were difficult (for me at least) to use. They
> >frequently just beaded up and ran off. In any case, I have used this one
to
> >braze thin wall aluminum tubes (.058 wall) to heavy aluminum manifold
> >blocks - almost impossible to weld (unless you are very good with a TIG).
>
>
________________________________________________________________________________
| From: | "Ed Anderson" <eanderson(at)carolina.rr.com> |
I agree - having found myself in "stuff" unintentionally - no matter how
well you plan, unless you only fly on blue sky days (and perhaps even then),
it can happen. I truly appreciate (and probably owe my life to) my old
instructor from the Barn Storming days, who insisted and persisted until I
was proficient in doing a 180 on needle and ball, airspeed and altimeter
and "getting the hell out of there". A working Attitude Indicator certainly
makes it easier, but you can survive without one - if prepared.
Having read an article posted on the buletin board of a local FBO that
indicated the average survival time for a non-instrumented pilot in the
"Soup" is slightly less that 3 minutes would seem to indicate that most of
us are not even minimally prepared.
So remember your boy scout days and "..be prepared!"
FWIW
Ed
Ed Anderson
RV-6A N494BW Rotary Powered
Matthews, NC
eanderson(at)carolina.rr.com
RV-List message posted by: Boyd Braem
>
> If you fly enough, you will eventually be in the "stuff"--despite your
> best planning. Please work on being prepared--and that's flying
> skills, not just fancy instruments. Instruments don't always
> work--even expensive ones.
>
> Boyd
> RV-Super 6
> Venice,FL
>
________________________________________________________________________________
| From: | Blanton Fortson <blanton(at)alaska.net> |
>> I'm putting redundantcy into my panel, Dynon, TC, Autopilot... and
staying out of the "stuff".<<
"Staying out of the stuff" is a noble idea and has been my creed, too.
Sometime's it's not that easy. I've been fooled by optical illusions
(the wisp of white "stuff" that you'll punch through in 3 seconds turns
into 30 seconds and sweaty palms), or flying down the beach (safe, I
can land anytime, right?) lower and lower... another sucker trap I've
visited. As I get older and have visited more of them I do seem to get
better at avoiding them. Honestly, there have been very, very few, but
it only takes one.
On Dec 13, 2003, at 8:43 AM, Jerry2DT(at)aol.com wrote:
>
> Folks...
>
> Here is some reliably reported info re Al's misfortune...
>
> Al and a friend planned formation flight for a lunch, Al in his RV7
> and
> friend in RV4.
>
> They decided to turn back because of disagreeable weather.
>
> Al was 80 and had many hours in all types of aircraft including P-51's.
>
> Al was instrument rated, but not current.
>
> He had only a turn coordinator.
>
> Al had built many RV's and had lots of experience in them. I visited
> him at
> his home/hangar a couple months ago and asked him how many he had
> built or
> helped build and the reply was that he "thought" it was eleven.
>
> Just food for thought, draw your own conclusions. Myself, I'm putting
> redundantcy into my panel, Dynon, TC, Autopilot... and staying out of
> the "stuff".
>
> Jerry Cochran
> Wilsonville, OR
>
>
> _-
> ======================================================================
> _-> _-
> =======================================================================
> _-
> =======================================================================
> _-
> =======================================================================
> _-
> =======================================================================
> >
>
>
________________________________________________________________________________
| From: | "Douglas A. Fischer" <dfischer(at)iserv.net> |
| Subject: | Re: Engine handling |
There is an interesting column on AvWeb.com called "Pelican's Perch" by John
Deakin in which he has many articles on engine management. There is a
4-part series called "Where should I run my engine?" that is really
interesting and I think relates to the discussion here. I think he
typically deals with fuelie engines but it makes for interesting reading
even if I don't necessarily plan to have fuel injection on my -9A. You can
find an index to all his columns there.
Doug Fischer
Jenison, MI
90706 Emp done, waiting for Wings
----- Original Message -----
From: "Eustace Bowhay" <ebowhay(at)jetstream.net>
Subject: RV-List: Engine handling
>
> Hi Ross:
>
> Yes that is the post I was referring to, those power settings maybe a bit
on the conservative side for some but I have found that they are the best
compromise between performance and long engine life. The way an engine is
handled is equally as important.
>
> Using this procedure I have been able to avoid an engine failure and get
to TBO without any cylinder changes. In one operation I was involved with
operating a fleet of Aztec's we didn't change a cylinder over a nine year
period.
>
> Eustace
>
>
________________________________________________________________________________
| From: | "Fred Stucklen" <wstucklen1(at)cox.net> |
| Subject: | USPAT/GarminAT Built-in Intercoms |
Has anybody tried to utilize the built-in intercom in one of the
USPAT/GarminAT radios (SL-40, SL-30, etc..) The installation manual
indicates that an input on one of the connectors has to be grounded "to
enable the intercom function". I'm interpreting this to be turning ON
the intercom for use, not opening up the audio through it. I'm assuming
that the internal VOX and Squelch settings will allow it to be used like
an ordinary intercom, once it is enabled...
If this is indeed the way it works, has anybody had problems setting
it up to work correctly (i.e., setting the squelch and audio levels)
What about resetting the settings while in flight????
Fred Stucklen
RV-6A N926RV
111.5 Hrs since Aug 03....
________________________________________________________________________________
| Subject: | Re: Dynon internal compass |
In a message dated 12/12/2003 6:54:47 PM Eastern Standard Time,
ken(at)truckstop.com writes:
I have an RV question. This may have been covered before in the many
discussions on the Dynon so I apologize if this is a rehash.
I've read about some of the difficulties encountered when trying to mount and
calibrate the remote compass unit. The question is, has anyone got the
internal compass to work satisfactorily so the remote compass is not needed? I
think
the type of RV you're building and the equipment surrounding the Dynon would
have an impact. If you can answer yes to the first question can you also tell
us what RV type and what instruments you have in proximity to the Dynon or a
link to a picture would be great.
Thanks.
Ken
RV-8
Ken:
I bought the remote compass but sent it back to the company for a refund when
I found that my internal compass is only off 5 degrees and I have not
calibrated yet. As soon as I get that done ... I will post to the list the results.
Len Leggette, RV-8A
Greensboro, NC N910LL
179 hrs
________________________________________________________________________________
>Al was 80 and had many hours in all types of aircraft including P-51's.
At that age, could Al have suffered a stroke?
Henry Hore
________________________________________________________________________________
| From: | "Jerry Springer" <jsflyrv(at)earthlink.net> |
-------Original Message-------
From: rv-list(at)matronics.com
Date: 12/13/2003 2:32:37 PM
Subject: Re: RV-List: Al Upright
>Al was 80 and had many hours in all types of aircraft including P-51's.
At that age, could Al have suffered a stroke?
Henry Hore
No, I have known Al for several years, flew to breakfast with him and a
couple other friends two weeks ago. I did not know he was 80, I would have
believed early 70s if I had to have guessed. He was in excellent health.
Look guys I live 15 miles from the crash site. The weather was very nasty
that day. Not a day I would
have wanted to fly out for lunch. they were in poor visibility when they
decided to turn around
and go back. It was a poor choice with a sad end result. At this time it is
hard to say more than that.
tell all the investigation is done. We can armchair this all we want but
well never really know what happened in the 180 turn he was making.
Jerry
________________________________________________________________________________
| Subject: | Re: Dynon internal compass |
| From: | Denis Walsh <denis.walsh(at)comcast.net> |
I don't own a Dynon but got to fly co pilot (flt engineer) for a ground and
air calibration of one a few weeks ago. It was in an RV-6, with O-360 and
Hartzell, He had the Dynon installed where his turn coordinator used to be,
in his panel. The thing was amazing. It was within 5 degrees on the worst
heading and within a couple on all others! This was with the internal
"standard" version. It was a mite turbulent, and was not optimum for the
procedure. Also on the ground, there was a little slope involved on the
compass rose so we were not able to keep a constant rate of turn on the
ground cal procedure.
My other observation is that I had a hell of a time reading the laptop
screen on that bright sunny day, but could easily read the Dynon across the
cockpit.
I am a fan now, and based on that ride, don't see the need for the external
gadget at all on an RV-6.
I guess you just don't know until you try though.
Good Luck.
Denis
> From: "Ross Mickey" <rmickey(at)ix.netcom.com>
> Reply-To: rv-list(at)matronics.com
> Date: Sat, 13 Dec 2003 08:58:02 -0800
> To:
> Subject: Re: RV-List: Dynon internal compass
>
>
>> I've read about some of the difficulties encountered when trying to mount
> and calibrate the remote compass unit. The question is, has anyone got the
> internal compass to work satisfactorily so the remote compass is not needed?
> I think the type of RV you're building and the equipment surrounding the
> Dynon would have an impact. If you can answer yes to the first question can
> you also tell us what RV type and what instruments you have in proximity to
> the Dynon or a link to a picture would be great.
>> Thanks.
>> Ken
>
________________________________________________________________________________
| From: | "Kosta Lewis" <mikel(at)dimensional.com> |
<elsa-henry@darlor-watch.com>
>>Al was 80 and had many hours in all types of aircraft including
P-51's.
>At that age, could Al have suffered a stroke?
No. Fly into a cloud, have a stroke. No, more likely something else
happened.
________________________________________________________________________________
| From: | "Fred Kunkel" <rvator(at)socal.rr.com> |
We lost our XO & a good crew one year in Korea at Team Spirit. They were
flying below the overcast from the coast up to the jet base to stand SAR
duty. From what we later pieced together from many, many different sources,
they were following the main highway through the mountains, came around a
corner, & ran smack into a fog bank. They made an emergency climbing left
hand turn away from the mountain closest to them to go high & get picked up
on radar for an approach. Missed the top of the mountains on the other side
by less than 100 feet. It took us 2 days to find them. They followed SOP &
were a highly trained crew.
We also used to get the quarterly safety stand-downs. Still remember that
November through January was the most dangerous time to fly, regardless.
People's minds just weren't in the cockpit with all the extraneous
activities going on at home & work.
Know your limitations. We don't need any more "I learned from this" stories
Our sincere condolences to to Al's family..
----- Original Message -----
From: "Blanton Fortson" <blanton(at)alaska.net>
Subject: Re: RV-List: Al Upright
>
> >> I'm putting redundantcy into my panel, Dynon, TC, Autopilot... and
> staying out of the "stuff".<<
>
> "Staying out of the stuff" is a noble idea and has been my creed, too.
> Sometime's it's not that easy. I've been fooled by optical illusions
> (the wisp of white "stuff" that you'll punch through in 3 seconds turns
> into 30 seconds and sweaty palms), or flying down the beach (safe, I
> can land anytime, right?) lower and lower... another sucker trap I've
> visited. As I get older and have visited more of them I do seem to get
> better at avoiding them. Honestly, there have been very, very few, but
> it only takes one.
>
> On Dec 13, 2003, at 8:43 AM, Jerry2DT(at)aol.com wrote:
>
> >
> > Folks...
> >
> > Here is some reliably reported info re Al's misfortune...
> >
> > Al and a friend planned formation flight for a lunch, Al in his RV7
> > and
> > friend in RV4.
> >
> > They decided to turn back because of disagreeable weather.
> >
> > Al was 80 and had many hours in all types of aircraft including P-51's.
> >
> > Al was instrument rated, but not current.
> >
> > He had only a turn coordinator.
> >
> > Al had built many RV's and had lots of experience in them. I visited
> > him at
> > his home/hangar a couple months ago and asked him how many he had
> > built or
> > helped build and the reply was that he "thought" it was eleven.
> >
> > Just food for thought, draw your own conclusions. Myself, I'm putting
> > redundantcy into my panel, Dynon, TC, Autopilot... and staying out of
> > the "stuff".
> >
> > Jerry Cochran
> > Wilsonville, OR
> >
> >
> > _-
> > ======================================================================
> > _-> _-
> > ======================================================================
> > _-
> > ======================================================================
> > _-
> > ======================================================================
> > _-
> > ======================================================================
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | "Larry Pardue" <n5lp(at)warpdriveonline.com> |
| Subject: | Re: Dynon internal compass |
----- Original Message -----
From: "Ross Mickey" <rmickey(at)ix.netcom.com>
>
> In terms of the location of the remote. I installed mine in the baggage
> compartment floor between the flap brace and the step of my 6A. This was
> before all the traffic on the list about keeping the unit 12" from any
> steel. With 15 hours under my belt, I can report that the unit is reading
> within 3-5 degrees from my GPS. This could be accounted for by my
> calibration as I do not have an official compass rose on my field.
>
Let's remember that the Dynon and the GPS are supposed to show completely
different things. Since the GPS shows track it should disagree with the
Dynon, that shows heading, most of the time, unless we are taxiing. So this
Dynon may be perfect?
Larry Pardue
Carlsbad, NM
http://n5lp.net
________________________________________________________________________________
| From: | chris <1qazxsw23edcvfr45tgbnhy67ujm(at)cox.net> |
| Subject: | Re: Good news for Jon... |
Kevin Horton wrote:
>
> Polly Vacher's aircraft has a lot shorter range than Jon's RV-4,
> judging by the much shorter length of the legs described on her web
> site. She planned at least three stops in Antarctica, while Jon had
> the legs to potentially hop right over it. So it seems quite
> unlikely that her fuel cache would be enough to go over the Pole to
> South America. In fact I wouldn't be at all surprised it it wasn't
> enough for Jon to single-hop it to New Zealand.
You're not taking in to account that an RV-4 can easily go well over
twice as far on a gallon of gas as a Piper Dakota can.
--
Chris Woodhouse
3147 SW 127th St.
Oklahoma City, OK 73170
405-691-5206
N35 20.492'
W97 34.342'
"They that can give up essential liberty
to obtain a little temporary safety
deserve neither liberty nor safety."
-- Benjamin Franklin, 1759 Historical Review of Pennsylvania
________________________________________________________________________________
| Subject: | Re: Wing Leveler/Icing |
| From: | Boyd Braem <bcbraem(at)comcast.net> |
Good job on that landing--for most people, that's an automatic screw
the pooch. It's like an "engine out" in a jet--keep your speed up--I
think that was a Gratefull Dead song--Casey Jones???
Boyd.
On Saturday, December 13, 2003, at 11:16 PM, Bruce Gray wrote:
>
> Yes, I understand. It's been my personal experience that, except for
> freezing rain, an altitude change of 3-4k will get you out of icing
> conditions. Now you can go up or down, your choice.
>
> I'm sorry about your friend. I've been there, on final with several
> inches of ice, with an airplane that won't hold altitude with the gear
> down. All the old hangar flying stories pass though your mind, reaching
> for a solution. What kept me alive during that encounter was an old
> article I'd read somewhere that said, 'Don't lower the flaps when you
> have a load of ice, you don't know what will happen.' I didn't (lower
> the flaps), kept the speed up and slowed the airplane 1 foot above the
> runway. It quit flying at 110 indicated, normal stall was 55. Each ice
> encounter left me shaken and vowing never to do it again. But if you
> fly
> a lot of instruments, a lot of the time, the ice man will get you. Have
> a plan, an out, fly the plan.
>
> Bruce
> www.glasair.org
>
>
> -----Original Message-----
> From: owner-rv-list-server(at)matronics.com
> [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Boyd Braem
> To: rv-list(at)matronics.com
> Subject: Re: RV-List: Wing Leveler/Icing
________________________________________________________________________________
| From: | "GMC" <gmcnutt(at)intergate.ca> |
| Subject: | USPAT/GarminAT Built-in Intercoms |
Has anybody tried to utilize the built-in intercom in one of the
USPAT/GarminAT radios (SL-40, SL-30, etc..) The installation manual
indicates that an input on one of the connectors has to be grounded "to
enable the intercom function". I'm interpreting this to be turning ON
the intercom for use, not opening up the audio through it. I'm assuming
that the internal VOX and Squelch settings will allow it to be used like
an ordinary intercom, once it is enabled...
If this is indeed the way it works, has anybody had problems setting
it up to work correctly (i.e., setting the squelch and audio levels)
What about resetting the settings while in flight????
Fred Stucklen
RV-6A N926RV
111.5 Hrs since Aug 03....
----------------------------------------------
Hi Fred
I am using the SL-60 GPS/COMM which, I believe, has the same intercom. It is
a somewhat limited intercom system but if set up properly will give
reasonably satisfactory performance.
I found my installation manual quite poor, it hardly mentions the Intercom.
You are correct, in my installation the Intercom select pin (#12) is
grounded through a external Intercom on/off switch. I turn the intercom off
when flying solo because breaking the intercom VOX activates both mikes and
picks up extra background noise.
The adjustments for the intercom are in the internal Comm setup menu and are
best set during a test flight, they are not changed in normal operations.
The internal setup menu allows settings for things that I have not seen in
other radios, for example the volume control knob can be made to control
either radio audio level or intercom audio level with the other being a
fixed level set by the setup menu. Therefore my intercom has fixed settings
which are good for the noisy flight environment but not so great on the
ground where you have to speak a little louder than normal to break squelch.
George McNutt
Langley, B.C.
6A - C-GJTY
________________________________________________________________________________
| From: | "GMC" <gmcnutt(at)intergate.ca> |
| Subject: | difficult IFR platform ? |
>> "The RV is a difficult IFR platform for the experienced pilot. " <<
Not sure who made the above statement but I think anyone that feels that way
should do a very careful check for balance and friction in his elevator
control system, any friction will make the aircraft difficult to fly
accurately. My 6A is a pussycat!
George McNutt
Langley, BC
________________________________________________________________________________
| Subject: | Re: difficult IFR platform ? |
| From: | Boyd Braem <bcbraem(at)comcast.net> |
I think a lot of pilots are not prepared for the light/quick handling
of an RV, if they've had time in other airplanes. Plus, at least the
-6, has some tail wag (yaw) in turbulence. You have to learn about
your environment.
Boyd
On Sunday, December 14, 2003, at 12:35 AM, GMC wrote:
>
>
>>> "The RV is a difficult IFR platform for the experienced pilot. " <<
>
>
> Not sure who made the above statement but I think anyone that feels
> that way
> should do a very careful check for balance and friction in his elevator
> control system, any friction will make the aircraft difficult to fly
> accurately. My 6A is a pussycat!
>
> George McNutt
> Langley, BC
________________________________________________________________________________
| From: | "lucky macy" <luckymacy(at)hotmail.com> |
| Subject: | Re: Speaking of Instruments |
Has anyone installed and tested the AOA system yet in a plane that had
another model of AOA? How do they compare? Same for G-meter and slip
indicator.
Never having flown an AOA, does Dynon's paperwork discuss how to fly it? How
do you learn to use it to it's fullest extent safely?
>From: "Ken Simmons" <ken(at)truckstop.com>
>Reply-To: rv-list(at)matronics.com
>To:
>Subject: Re: RV-List: Speaking of Instruments
>Date: Thu, 9 Oct 2003 22:57:29 -0600
>
>
>I think it will be much easier to do it before you close up the wings. I'm
>at this stage right now. I've drilled and mounted the ports and I will
>route the sensing tubes after I get the top skin riveted and before the
>bottom skin.
>
>You can by this AOA in two subkits. The "A" kit just gives you the sensing
>ports and plumbing and the "B" kit gives you the electronics. I've only
>purchased the "A" kit since I won't need the electronics for a while.
>
>Ken
>
>
>---------- Original Message ----------------------------------
>From: "Karie Daniel" <karie4(at)comcast.net>
>Date: Thu, 9 Oct 2003 21:26:23 -0700
>
> >
> >
> >I've been following the posts on the digital G-meter that Spruce sells
> >and is currently on back order. After many hours of research I had
> >planned on buying the same. I guess I'll have to keep looking.
> >
> >On another note, I'm looking at purchasing the AOA
> >http://www.angle-of-attack.com/aoa.htm and I haven't placed the final
> >panel on the wings yet. Should I buy this now before closing up the
> >wings can this be installed later?
> >
> >Thanks,
> >Karie Daniel
> >RV-7A QB
> >Sammamish, WA.
> >
> >
> >
> >
> >
> >
> >I've been following the posts on the
> >digital
> >G-meter that Spruce sells and is currently on back order. After many
> >hours of
> >research I had planned on buying the same. I guess I'll have to keep
> >looking.
> >
> >On another note, I'm looking at
> >purchasing the AOA
> > >href"http://www.angle-of-attack.com/aoa.htm">http://www.angle-of-attac> >k.com/aoa.htmand
> >I haven't placed the final panel on the wings yet. Should I buy this now
> >before
> >closing up the wings can this be installed later?
> >
> >Thanks,
> >Karie Daniel
> >RV-7A QB
> >Sammamish,
> >WA.
> >
> >
>
>
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)QCBC.ORG> |
, , ,
,
| Subject: | Fw: pneumatic rivet squeezer |
SUSPICIOUS_RECIPS
> > I have pneumatic rivet squeezer on eBay.
> >
> > http://tinyurl.com/y6ih
> >
> > Thanks.
> >
> > Dave DeWinter
> > Former RV6 builder and owner
________________________________________________________________________________
| From: | "Paul Besing" <azpilot(at)extremezone.com> |
| Subject: | Re: difficult IFR platform ? |
I have never been in IMC with a -6, however I think I would agree here.
Without a wing leveler or something, the RV would be difficult to maintain
in IMC with winds and turbulence. It's amazing how much muscle memory you
use to keep her level on a windy turbulent day in good weather using your
visual cues. Lose the visual cues, and you could lose it quick.
Just a fog layer or something calm I don't think it would be much of an
issue. The tail wag, however would definately cause some un nerving spatial
confusion. I think the larger rudder now has solved that hasn't it?
Paul Besing
RV-6A Sold (RV-10 Soon)
http://www.lacodeworks.com/besing
Kitlog Builder's Log Software
http://www.kitlog.com
----- Original Message -----
From: "Boyd Braem" <bcbraem(at)comcast.net>
Subject: Re: RV-List: difficult IFR platform ?
>
> I think a lot of pilots are not prepared for the light/quick handling
> of an RV, if they've had time in other airplanes. Plus, at least the
> -6, has some tail wag (yaw) in turbulence. You have to learn about
> your environment.
>
> Boyd
> On Sunday, December 14, 2003, at 12:35 AM, GMC wrote:
>
> >
> >
> >>> "The RV is a difficult IFR platform for the experienced pilot. " <<
> >
> >
> > Not sure who made the above statement but I think anyone that feels
> > that way
> > should do a very careful check for balance and friction in his elevator
> > control system, any friction will make the aircraft difficult to fly
> > accurately. My 6A is a pussycat!
> >
> > George McNutt
> > Langley, BC
>
>
________________________________________________________________________________
| From: | a flyer <aflyer(at)direcway.com> |
| Subject: | Re: Speaking of Instruments |
For how-to articles, see http://www.angle-of-attack.com/Articles.htm
John Huft
RV8 flying
----- Original Message -----
From: "lucky macy" <luckymacy(at)hotmail.com>
Subject: Re: RV-List: Speaking of Instruments
>
> Has anyone installed and tested the AOA system yet in a plane that had
> another model of AOA? How do they compare? Same for G-meter and slip
> indicator.
>
> Never having flown an AOA, does Dynon's paperwork discuss how to fly it?
How
> do you learn to use it to it's fullest extent safely?
>
>
> >From: "Ken Simmons" <ken(at)truckstop.com>
> >Reply-To: rv-list(at)matronics.com
> >To:
> >Subject: Re: RV-List: Speaking of Instruments
> >Date: Thu, 9 Oct 2003 22:57:29 -0600
> >
> >
> >
> >I think it will be much easier to do it before you close up the wings.
I'm
> >at this stage right now. I've drilled and mounted the ports and I will
> >route the sensing tubes after I get the top skin riveted and before the
> >bottom skin.
> >
> >You can by this AOA in two subkits. The "A" kit just gives you the
sensing
> >ports and plumbing and the "B" kit gives you the electronics. I've only
> >purchased the "A" kit since I won't need the electronics for a while.
> >
> >Ken
> >
> >
> >---------- Original Message ----------------------------------
> >From: "Karie Daniel" <karie4(at)comcast.net>
> >Date: Thu, 9 Oct 2003 21:26:23 -0700
> >
> > >
> > >
> > >I've been following the posts on the digital G-meter that Spruce sells
> > >and is currently on back order. After many hours of research I had
> > >planned on buying the same. I guess I'll have to keep looking.
> > >
> > >On another note, I'm looking at purchasing the AOA
> > >http://www.angle-of-attack.com/aoa.htm and I haven't placed the final
> > >panel on the wings yet. Should I buy this now before closing up the
> > >wings can this be installed later?
> > >
> > >Thanks,
> > >Karie Daniel
> > >RV-7A QB
> > >Sammamish, WA.
> > >
> > >
> > >
> > >
> > >
> > >
> > >I've been following the posts on the
> > >digital
> > >G-meter that Spruce sells and is currently on back order. After many
> > >hours of
> > >research I had planned on buying the same. I guess I'll have to keep
> > >looking.
> > >
> > >On another note, I'm looking at
> > >purchasing the AOA
> > > > >href"http://www.angle-of-attack.com/aoa.htm">http://www.angle-of-attac>
>k.com/aoa.htmand
> > >I haven't placed the final panel on the wings yet. Should I buy this
now
> > >before
> > >closing up the wings can this be installed later?
> > >
> > >Thanks,
> > >Karie Daniel
> > >RV-7A QB
> > >Sammamish,
> > >WA.
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | "Dave Mader" <davemader(at)bresnan.net> |
| Subject: | rear turtledeck skin |
Guys
Just read Dan C. website and noted his disappointment with how the
turtledeck skin
met the side panel skin of his tip-up. I know there are not too many slow
build kits
left out there, but I have one and just finished trimming that same skin.
Even though this is my 2nd RV and I've done it before, I blindly trimmed my
skin to the
exact dimensions that Van shows on his plans (too much eggnog). If you trim
the two forward fingers of that
skin to the dimension Van shows, (I believe they taper to 3") I guarantee
they will not meet
the side skins on the tip=up and create an even line. Mine were off over
3/4"
Hate to buy a whole new rear skin but I can't live with that much
mis-match.
Just a heads-up for any that are about at that stage on a slow build!
Dave Mader
2nd 6
________________________________________________________________________________
| Subject: | Re: Speaking of Instruments |
I meant to ask if anyone who's installed the DYNON EFIS into an existing
flying RV with a prior AOA system would compare the 2 different systems.
thanks.
In a message dated 12/14/2003 8:49:54 AM Eastern Standard Time,
luckymacy(at)hotmail.com writes:
Has anyone installed and tested the AOA system yet in a plane that had
another model of AOA? How do they compare? Same for G-meter and slip
indicator.
Never having flown an AOA, does Dynon's paperwork discuss how to fly it? How
do you learn to use it to it's fullest extent safely?
________________________________________________________________________________
| From: | "Dan Checkoway" <dan(at)rvproject.com> |
| Subject: | Re: rear turtledeck skin |
In the case of the RV-7, here's where the problem lies...
Van's made the canopy frame so that the sides of the frame are exactly as
tall as the "fingers" on that aft top skin. But then you gotta raise the
canopy frame 1/8" off the deck to provide space for weatherstripping. So
you'll instantly have an 1/8" issue if you do that.
This photo shows the 1/8" offset of the canopy side skirt and the finger of
the aft skin:
http://rvproject.com/images/2003/20031208_drilled_handle.jpg
On the -7, we don't have the "option" of trimming the rear window cutout
where we want to. It's already cut for us (blessing or curse? somewhat
typical of these new kits).
I don't see an elegant way of resolving this cosmetic issue other than by
using paint on the rear window...in other words, painting up higher than the
skin edge to match the height of the canopy skirt. Yuck. I'm probably just
going to live with it as-is.
For those of you who *do* have an option of trimming where you want to, go
for it!
)_( Dan
RV-7 N714D
http://www.rvproject.com
----- Original Message -----
From: "Dave Mader" <davemader(at)bresnan.net>
Subject: RV-List: rear turtledeck skin
>
>
> Guys
>
> Just read Dan C. website and noted his disappointment with how the
> turtledeck skin
> met the side panel skin of his tip-up. I know there are not too many slow
> build kits
> left out there, but I have one and just finished trimming that same skin.
> Even though this is my 2nd RV and I've done it before, I blindly trimmed
my
> skin to the
> exact dimensions that Van shows on his plans (too much eggnog). If you
trim
> the two forward fingers of that
> skin to the dimension Van shows, (I believe they taper to 3") I guarantee
> they will not meet
> the side skins on the tip=up and create an even line. Mine were off over
> 3/4"
> Hate to buy a whole new rear skin but I can't live with that much
> mis-match.
> Just a heads-up for any that are about at that stage on a slow build!
>
> Dave Mader
> 2nd 6
>
>
________________________________________________________________________________
| From: | "Ron Walker" <ron(at)walker.net> |
| Subject: | Re: rear turtledeck skin |
Dave - I'll be at this point in the very near future. I'm looking at DC's
site for the reference you mention ... can't quite mentally see what you are
referring to. Can you send a specific link to the page ?
Appreciated!
Ron
----- Original Message -----
From: "Dave Mader" <davemader(at)bresnan.net>
Subject: RV-List: rear turtledeck skin
>
>
> Guys
>
> Just read Dan C. website and noted his disappointment with how the
> turtledeck skin
> met the side panel skin of his tip-up. I know there are not too many slow
> build kits
> left out there, but I have one and just finished trimming that same skin.
> Even though this is my 2nd RV and I've done it before, I blindly trimmed
my
> skin to the
> exact dimensions that Van shows on his plans (too much eggnog). If you
trim
> the two forward fingers of that
> skin to the dimension Van shows, (I believe they taper to 3") I guarantee
> they will not meet
> the side skins on the tip=up and create an even line. Mine were off over
> 3/4"
> Hate to buy a whole new rear skin but I can't live with that much
> mis-match.
> Just a heads-up for any that are about at that stage on a slow build!
>
> Dave Mader
> 2nd 6
>
>
________________________________________________________________________________
| From: | "rv6tc" <rv6tc(at)myawai.com> |
| Subject: | Re: rear turtledeck skin |
As I recall... it's been a while, the dimensions shown on the plans specify
that they are approximate in this area, and you have to cut to fit. I did
it with cardboard, and used the cardboard as a transfer pattern for that
whole rear sheet. That is such a large sheet of AL, that I wanted to make
sure I didn't have to buy it again!! Even so, where the forward part of the
"turtledeck" skin butts up against the tip-up, there was NO EXTRA. I had it
slid as far forward as I could, and still retain some edge distance with
the lap joint on the aft edge.
Another way to do the template is to go to Home Despot or similar, and buy a
big sheet of Mylar. Not too expensive, and it lets you see through, so you
can include rivet spacing and all sorts of stuff. Much cheaper than
replacing a huge aluminum skin.
Keith
RV-6 finish
Denver
----- Original Message -----
From: "Dave Mader" <davemader(at)bresnan.net>
Subject: RV-List: rear turtledeck skin
>>
> Guys
>
> Just read Dan C. website and noted his disappointment with how the
> turtledeck skin
> met the side panel skin of his tip-up. I know there are not too many slow
> build kits
> left out there, but I have one and just finished trimming that same skin.
> Even though this is my 2nd RV and I've done it before, I blindly trimmed
my
> skin to the
> exact dimensions that Van shows on his plans (too much eggnog). If you
trim
> the two forward fingers of that
> skin to the dimension Van shows, (I believe they taper to 3") I guarantee
> they will not meet
> the side skins on the tip=up and create an even line. Mine were off over
> 3/4"
> Hate to buy a whole new rear skin but I can't live with that much
> mis-match.
> Just a heads-up for any that are about at that stage on a slow build!
>
> Dave Mader
> 2nd 6
>
________________________________________________________________________________
| From: | "Norman Hunger" <nhunger(at)sprint.ca> |
| Subject: | Re: Golf Clubs and Skis |
I'm a little late on reading the list but did you get the pics you wanted?
I've made a completely sealed luggage compartment from the rear luggage
bulkhead to the last upper bulkhead before the tail. The floor of the
compartment is at the height of the longerons. It has lighting and tie
downs, great for skis, golf clubs, or many other light long items. When
doing the calculations for weight and balance, I figured the skis would have
to go in with the tips to the rear and the back of the skis would be right
behind the seats. For golf clubs, I figured I'd be taking the clubs out of
the bag and bundling them for tie down purposes. Again they would have as
much hanging over the baggage compartment as possible to keep the center of
gravity forward. I have always had plans to put a CS prop on the front. If
you are planning a wood prop I wouldn't try it but do the calculations.
Norman Hunger
Not Flying Yet
RV6A Delta BC
CASCAR Western Series #96
nhunger(at)sprint.ca
----- Original Message -----
From: <tx_jayhawk(at)excite.com>
Subject: RV-List: Golf Clubs
>
>
> All,
>
> Being an avid golfer/fisherman, anyone out there modify the baggage
compartment to store such things? I saw through the archives that Norman
Hunger may have done something similar (but couldn't find any pics). If
anyone has any pictures (to send offline) or a link to share it would be
much appreciated...I would be happy to post them on my website for all to
see if need be.
>
> Thanks,
> Scott
> RV7A Emp/Wings
>
>
> Join Excite! - http://www.excite.com
> The most personalized portal on the Web!
>
>
________________________________________________________________________________
| From: | "Dan Checkoway" <dan(at)rvproject.com> |
| Subject: | Re: rear turtledeck skin |
Hey...I just watched Son Hoang fire up his O-360 RV-6A for the first time.
Way cool!
Anyway, the reason I mention it is because I noticed on his tip-up that
there is a way to "cheat" in this canopy skir/rear skin joint area -- make a
fiberglass layup going over the canopy at the roll bar (like I've seen on a
zillion RVs). That totally deemphasizes the misalignment if the skins don't
join up perfectly.
I really don't want to make a layup on mine, since I think it looks cooler
without it, although I reserve the right to change my mind (as usual). But
I think that's one way to minimize the problem.
)_( Dan
RV-7 N714D
http://www.rvproject.com
----- Original Message -----
From: "Ron Walker" <ron(at)walker.net>
Subject: Re: RV-List: rear turtledeck skin
>
> Dave - I'll be at this point in the very near future. I'm looking at DC's
> site for the reference you mention ... can't quite mentally see what you
are
> referring to. Can you send a specific link to the page ?
>
> Appreciated!
>
> Ron
>
> ----- Original Message -----
> From: "Dave Mader" <davemader(at)bresnan.net>
> To:
> Subject: RV-List: rear turtledeck skin
>
>
> >
> >
> > Guys
> >
> > Just read Dan C. website and noted his disappointment with how the
> > turtledeck skin
> > met the side panel skin of his tip-up. I know there are not too many
slow
> > build kits
> > left out there, but I have one and just finished trimming that same
skin.
> > Even though this is my 2nd RV and I've done it before, I blindly trimmed
> my
> > skin to the
> > exact dimensions that Van shows on his plans (too much eggnog). If you
> trim
> > the two forward fingers of that
> > skin to the dimension Van shows, (I believe they taper to 3") I
guarantee
> > they will not meet
> > the side skins on the tip=up and create an even line. Mine were off
over
> > 3/4"
> > Hate to buy a whole new rear skin but I can't live with that much
> > mis-match.
> > Just a heads-up for any that are about at that stage on a slow build!
> >
> > Dave Mader
> > 2nd 6
> >
> >
>
>
________________________________________________________________________________
| From: | "Tim Bryan" <Tim(at)bryantechnology.com> |
| Subject: | Re: Building solo |
HTML_TAG_EXISTS_TBODY
All the things that were mentioned so far and one more. There are many
people in your local EAA chapter more than willing to help as well. They do
not have to be RV builders to help. In addition you might find a neighbor
willing to buck rivets for the amusement. They can learn to be good buckers
just like most wives do even if sometimes reluctant.
02
Tim Bryan
RV-6 mostly built alone
And extreme slow build - over 12 years now but nearly done.
________________________________________________________________________________
| From: | "Terry Watson" <terry(at)tcwatson.com> |
| Subject: | Re: McMurdo Fuel/Jon Johanson |
Jon is on his way. This just in. Some of you might also be interested in
the very last sentence.
Stranded pilot leaves Antarctica
MONDAY , 15 DECEMBER 2003
Australian pilot Jon Johanson is on his way from Antarctica to Invercargill
after being stranded on the ice for a week, an Invercargill Airport official
said today.
Invercargill Airport operations manager Eric Forsyth said today Mr Johanson
was in the air and expected to arrive at Invercargill airport this
afternoon.
Mr Johanson was due to fly out of Antarctica about midnight last night.
Mr Forsyth could not confirm reports poor weather had delayed his departure
by about two hours, but said if that was the case he would probably touch
down about 4pm today.
He said there had been earlier delays when Johanson had problems getting
hold of an up to date weather report.
Mr Forsyth said he had spoken to Mr Johanson before he left for Antarctica
and had been in touch with his support people since.
Mr Johanson, who had been attempting to fly to Argentina from New Zealand,
over the South Pole, had been forced to land at McMurdo Base on Monday after
flying to the South Pole without enough fuel to return to New Zealand or to
reach Argentina.
Mr Johanson had between 32 and 35 hours of fuel for a journey estimated to
take 36 hours by going through the South Pole rather than the most direct
route to Argentina, which would have taken 33 hours.
He was criticised for having no search and rescue back-up or contingency
plans in place. #para New Zealand and United States officials in Antarctica
would not help him with fuel, saying it would encourage other Antarctic
adventure-seekers.
They also said the only fuel they had was for generators and not of aviation
standard.
Antarctica NZ was unimpressed with Mr Johanson, whom it said had undertaken
an "ill-prepared and secret flight over the South Pole".
British pilot Polly Vacher last week threw Mr Johanson a lifeline when she
cancelled her trans-Antarctic charity flight offered to sell him fuel that
she had earlier sent to Scott Base via a private cruise ship.
Ms Vacher said she aborted her flight, which was two years in the planning,
because of fuel supply difficulties and bad weather.
New Zealand Foreign Affairs Minister Phil Goff and his Australian
counterpart Alexander Downer met in the Marlborough Sounds Blenheim at the
weekend to discuss a wide range of issues, including Mr Johanson's
situation.
Mr Downer said he was "pleased that a solution has been found to the
problem.
"I appreciate that the New Zealanders are prepared to facilitate the
departure of Jon Johanson and his plane."
Mr Goff welcomed Ms Vacher's gesture, calling it an "appropriate solution".
He said Antarctica New Zealand's rules on not providing fuel - to discourage
poorly planned expeditions - were in place for good reason and he was also
pleased the situation had been resolved.
Mr Downer said the pair had discussed the planned meeting of the Antarctic
Treaty partners in May next year.
". . . It's an opportunity for us to ensure we all have good policies in
place that discourage people from making journeys into the Antarctic region
without first lodging a flight plans and making sure the authorities are
aware of what they propose to do," he said.
"It can be a very hazardous and dangerous part of the world."
The Antarctic Treaty, which came into force in 1961, involves 44 nations who
have agreed to the peaceful, international use of Antarctica, which has no
indigenous inhabitants or government.
________________________________________________________________________________
| From: | "Dave Mader" <davemader(at)bresnan.net> |
| Subject: | rear turtledeck skin |
Ron
In the upper right hand corner of drawing #36 it shows dimensions for
cutting
the rear turtledeck skin. If you look, the forward "fingers" of this skin
taper to 3"
which is just not wide enough to match up with the tip-up side panels. Dan
refers
this at his web site at
http://rvproject.com/images/2003/20031208_drilled_handle.jpg
Even though his issue is different, the end result is the same.....mis-match
of the turtle-
deck skin and the side panel. I realize Van warns not to cut to this
dimension originally,
but I just couldn't picture how this cutout had to match anything other the
plexi and
I would cut it to fit the skin. Also as Keith said, be sure to get this
skin as far forward as
you possibly can so that it will meet the side panels.
Dave
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Dan Checkoway
Subject: Re: RV-List: rear turtledeck skin
Hey...I just watched Son Hoang fire up his O-360 RV-6A for the first time.
Way cool!
Anyway, the reason I mention it is because I noticed on his tip-up that
there is a way to "cheat" in this canopy skir/rear skin joint area -- make a
fiberglass layup going over the canopy at the roll bar (like I've seen on a
zillion RVs). That totally deemphasizes the misalignment if the skins don't
join up perfectly.
I really don't want to make a layup on mine, since I think it looks cooler
without it, although I reserve the right to change my mind (as usual). But
I think that's one way to minimize the problem.
)_( Dan
RV-7 N714D
http://www.rvproject.com
----- Original Message -----
From: "Ron Walker" <ron(at)walker.net>
Subject: Re: RV-List: rear turtledeck skin
>
> Dave - I'll be at this point in the very near future. I'm looking at DC's
> site for the reference you mention ... can't quite mentally see what you
are
> referring to. Can you send a specific link to the page ?
>
> Appreciated!
>
> Ron
>
> ----- Original Message -----
> From: "Dave Mader" <davemader(at)bresnan.net>
> To:
> Subject: RV-List: rear turtledeck skin
>
>
> >
> >
> > Guys
> >
> > Just read Dan C. website and noted his disappointment with how the
> > turtledeck skin
> > met the side panel skin of his tip-up. I know there are not too many
slow
> > build kits
> > left out there, but I have one and just finished trimming that same
skin.
> > Even though this is my 2nd RV and I've done it before, I blindly trimmed
> my
> > skin to the
> > exact dimensions that Van shows on his plans (too much eggnog). If you
> trim
> > the two forward fingers of that
> > skin to the dimension Van shows, (I believe they taper to 3") I
guarantee
> > they will not meet
> > the side skins on the tip=up and create an even line. Mine were off
over
> > 3/4"
> > Hate to buy a whole new rear skin but I can't live with that much
> > mis-match.
> > Just a heads-up for any that are about at that stage on a slow build!
> >
> > Dave Mader
> > 2nd 6
> >
> >
>
>
________________________________________________________________________________
| From: | "Ross Mickey" <rmickey(at)ix.netcom.com> |
| Subject: | Calculating AOA Values |
I have just started flying with my AOA Pro II in my RV6A. How do I
calculate best
glide, best rate of climb, best angle of climb, best cruise, approach AOA
etc? I have read all the articles about AOA but have found nothing about
this.
Ross Mickey
N9PT
________________________________________________________________________________
| From: | Kevin Horton <khorton01(at)rogers.com> |
| Subject: | Re: Calculating AOA Values |
>
>I have just started flying with my AOA Pro II in my RV6A. How do I
>calculate best
>glide, best rate of climb, best angle of climb, best cruise, approach AOA
>etc? I have read all the articles about AOA but have found nothing about
>this.
>
>Ross Mickey
>N9PT
There are no shortcuts I'm afraid. You'll need to do the flight
testing to establish the speeds for best glide, etc at some standard
weight. Then, once you have sorted out all the speeds, fly the
aircraft to each speed in straight, level flight while loaded to your
standard weight and note the AOA.
Note - some of the speeds of interest will always be at the same AOA
regardless of weight, altitude, etc. But some other speeds will
actually be at different AOAs as you vary weight, altitude, etc. For
example, at sea level, the speed for best angle of climb is less than
the speed for best rate of climb, and thus the AOA for best angle of
climb is higher than the AOA for best rate of climb. As you increase
the altitude the speed for best angle of climb and best rate of climb
will come closer together. They are the same speed at the absolute
ceiling, so they are the same AOA too.
--
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://go.phpwebhosting.com/~khorton/rv8/
________________________________________________________________________________
| From: | "Dan Checkoway" <dan(at)rvproject.com> |
, ,
| Subject: | GMA-340 installation manual |
Several people have asked me where I got my copy of the GMA-340 installation
manual. Several months ago I had downloaded it from the Garmin web site.
Since then I deleted the file, thinking I could always go back and download
it again.
Well...Garmin has been playing hide and go seek with some of their
installation manuals! I have no idea why they would do that. Actually, I
know exactly why, but I don't agree with it!
So screw 'em...hiding information is not a good practice if you ask me.
Here's the URL to the GMA-340 installation manual:
http://www.garmin.com/manuals/GMA340AudioPanel_InstallationManual.pdf
They "unpublished" the URL from their site, but hey...a little futzing
around and you can find it, as I did. Download it now, stow it away
somewhere on your computer(s) and thank yourself later for doing it now
while you still can.
Enjoy,
)_( Dan
RV-7 N714D
http://www.rvproject.com
________________________________________________________________________________
| Subject: | Tiedown Ring / Spacers |
| From: | "" <tx_jayhawk(at)excite.com> |
Anyone got any tricks for keeping the W726 spacers in place when you back drill
the tiedown ring mount (w731)? I can't seem to find the right clamp combination
to keep them in place. Along, those lines, I had one slide when I was drilling.
It caused me to elongate one of the holes in the spar.
http://sky.prohosting.com/rv7a/DSC00313.JPG
Should I worry about this? Since it is held in place by 7 other bolts and is not
structural, I think it should be okay. I suppose I could drill it out to the
next largest size if need be. Any thoughts?
Thanks,
Scott Haskins
RV7A Wings
http://sky.prohosting.com/rv7a
Join Excite! - http://www.excite.com
The most personalized portal on the Web!
________________________________________________________________________________
| From: | "'Scott Richardson'" <scott_m_richardson(at)sbcglobal.net> |
, ,
| Subject: | RE: AeroElectric-List: GMA-340 installation manual |
There were a couple Garmin manuals that I was looking for recently that
were not included on their site (installation for GNC-300XL and GTX-327)
and I just filled out their tech request and they emailed them both to
me in PDF form within an hour or so - no questions asked. They've
always been quite helpful - I just told them that I was building an
experimental and intended to purchase their product. The form is at:
http://www.garmin.com/contactUs/techSupport.jsp
Scott
-----Original Message-----
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Dan
Checkoway
RV7and7A(at)yahoogroups.com; RV7or7A(at)yahoogroups.com;
SoCAL-RVlist(at)yahoogroups.com
Subject: AeroElectric-List: GMA-340 installation manual
--> AeroElectric-List message posted by: "Dan Checkoway"
-->
Several people have asked me where I got my copy of the GMA-340
installation manual. Several months ago I had downloaded it from the
Garmin web site. Since then I deleted the file, thinking I could always
go back and download it again.
Well...Garmin has been playing hide and go seek with some of their
installation manuals! I have no idea why they would do that. Actually,
I know exactly why, but I don't agree with it!
So screw 'em...hiding information is not a good practice if you ask me.
Here's the URL to the GMA-340 installation manual:
http://www.garmin.com/manuals/GMA340AudioPanel_InstallationManual.pdf
They "unpublished" the URL from their site, but hey...a little futzing
around and you can find it, as I did. Download it now, stow it away
somewhere on your computer(s) and thank yourself later for doing it now
while you still can.
Enjoy,
)_( Dan
RV-7 N714D
http://www.rvproject.com
=
direct advertising on the Matronics Forums.
=
=
=
________________________________________________________________________________
| From: | Rich Chiappe <service(at)skytecair.com> |
| Subject: | Re: RV List Skytec starter |
> Does anyone know the actual AMP. that a Skytech starter uses starting a
> O-320 160 HP? I will be mounting my Batt. directly behind the baggage
> comp. and was trying to calculate the voltage loss with this long of a
> cable to the starter so that I can use the correct size cable.
>Weasel-4
Weasel:
Too many variables involved to give you a hard number, but rule of thumb is, if
battery is in back, use min. of #2 cable and if battery is in front, use min
of #4. As always, the differnce in weight and cost is minimal so to err on the
safe side, if you can, just run the #0 and take the worry out of it.
Let me know if there is anything else I can do to help.
- Rich Chiappe
Sky-Tec
www.skytecair.com
richc(at)sktyecair.com
________________________________ Message 12 ________________________
________________________________________________________________________________
| From: | "Ross Mickey" <rmickey(at)ix.netcom.com> |
| Subject: | Re: Calculating AOA Values |
> >
> >I have just started flying with my AOA Pro II in my RV6A. How do I
> >calculate best
> >glide, best rate of climb, best angle of climb, best cruise, approach AOA
> >etc? I have read all the articles about AOA but have found nothing about
> >this.
> >
> >Ross Mickey
> >N9PT
>
> There are no shortcuts I'm afraid. You'll need to do the flight
> testing to establish the speeds for best glide, etc at some standard
> weight. Then, once you have sorted out all the speeds, fly the
> aircraft to each speed in straight, level flight while loaded to your
> standard weight and note the AOA.
>
> Note - some of the speeds of interest will always be at the same AOA
> regardless of weight, altitude, etc. But some other speeds will
> actually be at different AOAs as you vary weight, altitude, etc. For
> example, at sea level, the speed for best angle of climb is less than
> the speed for best rate of climb, and thus the AOA for best angle of
> climb is higher than the AOA for best rate of climb. As you increase
> the altitude the speed for best angle of climb and best rate of climb
> will come closer together. They are the same speed at the absolute
> ceiling, so they are the same AOA too.
> --
> Kevin Horton RV-8 (finishing kit)
Thanks, Kevin. I realized this as soon as I pushed the send button. I was
thinking that the AOA would be calibrated so that, once the unit was set up
for your airplane, these flight situation AOA's would be standardized. I
think this is somewhat true based on the following email I received from Jim
Frantz.
******
Basically the green donut should be best approach AOA, the transition
between green and yellow the best glide, best angle of climb and long range
cruise. If you have the warning occurring at 15% above the actual stall,
the best glide etc will be automatically figured for your aircraft by the
AOA. You need only compare to the aircraft book numbers and tweak if
necessary the advanced procedures.
Jim
*************
Ross
________________________________________________________________________________
| From: | <rv-4mike(at)cox.net> |
| Subject: | insurance questions |
A friend and I are about to purchase a flying RV-6A. We are both low time private
pilots with no RV experience. Would appreciate any info that those of you
who are flying could provide on your experiences with various agents. We are looking
for liability + hull insurance. Aircraft valued at about $60K. Interested
in your experiences regarding prices, customer service, etc...
I checked the archives but found nothing real recent and assume that the market,
and thus prices are probably somewhat volatile, so would like current info.
I understand that there are are only a couple of underwriters (maybe only one?)
so once I've asked an agent for a quote I'm locked into that agent and quote
for 60 days. Is this info correct? If so, I would sure like to know where the
best deal is before asking for a quote.
The current owner has the airplane insured with the VanGuard program.
Mike Wills
RV-4 (perpetually under construction)
RV-6A (almost!)
________________________________________________________________________________
| From: | RGray67968(at)aol.com |
| Subject: | Re: insurance questions |
I shopped around and no one I talked to came close to the VanGuard program.
Ya' might call Nation Air (VanGuard) and ask for J.T. Helms....... he'll be
able to answer ALL your questions.
http://www.nationair.com/index.cfm?&fuseaction=special.vanguardl
Rick Gray RV6 in Ohio at the Buffalo Farm
archive
The current owner has the airplane insured with the VanGuard program.
Mike Wills
RV-4 (perpetually under construction)
RV-6A (almost!)
________________________________________________________________________________
| From: | "Brian Denk" <akroguy(at)hotmail.com> |
| Subject: | insurance questions |
>
> A friend and I are about to purchase a flying RV-6A. We are both low time
>private pilots with no RV experience. Would appreciate any info that those
>of you who are flying could provide on your experiences with various
>agents. We are looking for liability + hull insurance. Aircraft valued at
>about $60K. Interested in your experiences regarding prices, customer
>service, etc...
>
> I checked the archives but found nothing real recent and assume that the
>market, and thus prices are probably somewhat volatile, so would like
>current info.
>
> I understand that there are are only a couple of underwriters (maybe only
>one?) so once I've asked an agent for a quote I'm locked into that agent
>and quote for 60 days. Is this info correct? If so, I would sure like to
>know where the best deal is before asking for a quote.
>
> The current owner has the airplane insured with the VanGuard program.
>
>Mike Wills
>RV-4 (perpetually under construction)
>RV-6A (almost!)
I would highly recommend staying with VanGuard (JT Helms @ Nationair
Insurance: 877-475-5860).
You will probably need a five hour RV checkout at a minimum. I've been with
them for four years now and just renewed with them today. Expect around
$1600/year for full coverage. That's what I paid the first year for hull
coverage at $65k as a low time Private Pilot bottom feeder. (Which I still
am, but with about 350 hrs. of RV taildragger time.)
Good luck!
Brian Denk
RV8 N94BD
RV10 51 tail kit ships this week.
Winterize your home with tips from MSN House & Home.
http://special.msn.com/home/warmhome.armx
________________________________________________________________________________
| From: | "van Bladeren, Ron" <rwv(at)nwnatural.com> |
| Subject: | insurance questions |
If you have USAA (for auto/home), I suggest you give them a call. They gave
me a real sweet deal for $60K Hull. Great customer service. They quoted
and issued a binder over the phone in less than an hour. They were very
savvy about the RV series.
Ron.
-----Original Message-----
From: rv-4mike(at)cox.net [mailto:rv-4mike(at)cox.net]
Subject: RV-List: insurance questions
A friend and I are about to purchase a flying RV-6A. We are both low time
private pilots with no RV experience. Would appreciate any info that those
of you who are flying could provide on your experiences with various agents.
We are looking for liability + hull insurance. Aircraft valued at about
$60K. Interested in your experiences regarding prices, customer service,
etc...
I checked the archives but found nothing real recent and assume that the
market, and thus prices are probably somewhat volatile, so would like
current info.
I understand that there are are only a couple of underwriters (maybe only
one?) so once I've asked an agent for a quote I'm locked into that agent and
quote for 60 days. Is this info correct? If so, I would sure like to know
where the best deal is before asking for a quote.
The current owner has the airplane insured with the VanGuard program.
Mike Wills
RV-4 (perpetually under construction)
RV-6A (almost!)
________________________________________________________________________________
| From: | Bill VonDane <bill(at)vondane.com> |
| Subject: | AOPA Airport Database... |
vansairforce
Anyone know where you can get the AOPA Airport Database for the iPAQ? I found
it for the Palm...
I recently bought Airport Insight for my iPAQ and it is very nice; has all the
info, and is updated regularly for only $40 a year, but I wanted to see about
the AOPA database...
Thanks!
-Bill VonDane
EAA Tech Counselor
RV-8A ~ N8WV
www.vondane.com
www.creativair.com
www.epanelbuilder.com
________________________________________________________________________________
| From: | "Charles Rowbotham" <crowbotham(at)hotmail.com> |
| Subject: | insurance questions |
Mike,
We've had very good luck with Scott Smith of Skysmith Ins (800) 743-1439.
I would expect what carrier you go with will require 10 or so hours of dual.
Very good idea from a safety point as well.
Chuck Rowbotham
RV-8A
>From: <rv-4mike(at)cox.net>
>Reply-To: rv-list(at)matronics.com
>To: rv-list(at)matronics.com
>Subject: RV-List: insurance questions
>Date: Mon, 15 Dec 2003 13:27:44 -0500
>
>
> A friend and I are about to purchase a flying RV-6A. We are both low time
>private pilots with no RV experience. Would appreciate any info that those
>of you who are flying could provide on your experiences with various
>agents. We are looking for liability + hull insurance. Aircraft valued at
>about $60K. Interested in your experiences regarding prices, customer
>service, etc...
>
> I checked the archives but found nothing real recent and assume that the
>market, and thus prices are probably somewhat volatile, so would like
>current info.
>
> I understand that there are are only a couple of underwriters (maybe only
>one?) so once I've asked an agent for a quote I'm locked into that agent
>and quote for 60 days. Is this info correct? If so, I would sure like to
>know where the best deal is before asking for a quote.
>
> The current owner has the airplane insured with the VanGuard program.
>
>Mike Wills
>RV-4 (perpetually under construction)
>RV-6A (almost!)
>
>
Get holiday tips for festive fun.
http://special.msn.com/network/happyholidays.armx
________________________________________________________________________________
| From: | "John" <n1cxo320(at)salidaco.com> |
| Subject: | Re: insurance questions |
Van Guard through Nation's Air....see www.vansairforce.com web site...there
is a link there for the agent...I get $1 million liability for minimum
billing fee of $400 and if I insure the hull for damage of $50k it runs
around $550 per year....
John
________________________________________________________________________________
| From: | "Paul Besing" <azpilot(at)extremezone.com> |
| Subject: | Re: insurance questions |
I second that. Since their program is specific to RV's, they are the most
competitave I have seen. I was so happy with their rates and service, I
insured my Cessna 140 with JT as well, and had the same exceptional service.
JT is always on the pulse of the (experimental) aviation insurance industry,
and can be trusted with insuring you at the best rates, and best coverage.
When I insured my RV-6A I had 100 hours total time, about 5 hours RV time.
Avemco wanted $2000/year. Picked up the phone and called JT and got about
$1400. That was for $60K hull, and all the standard stuff. Done deal.
This was pre 9/11 so, it might be higher. Nevertheless, with RV insurance
you can't go wrong with JT's program.
Paul Besing
RV-6A Sold (RV-10 Soon)
http://www.lacodeworks.com/besing
Kitlog Builder's Log Software
http://www.kitlog.com
----- Original Message -----
From: "Brian Denk" <akroguy(at)hotmail.com>
Subject: RE: RV-List: insurance questions
>
> >
> > A friend and I are about to purchase a flying RV-6A. We are both low
time
> >private pilots with no RV experience. Would appreciate any info that
those
> >of you who are flying could provide on your experiences with various
> >agents. We are looking for liability + hull insurance. Aircraft valued at
> >about $60K. Interested in your experiences regarding prices, customer
> >service, etc...
> >
> > I checked the archives but found nothing real recent and assume that
the
> >market, and thus prices are probably somewhat volatile, so would like
> >current info.
> >
> > I understand that there are are only a couple of underwriters (maybe
only
> >one?) so once I've asked an agent for a quote I'm locked into that agent
> >and quote for 60 days. Is this info correct? If so, I would sure like to
> >know where the best deal is before asking for a quote.
> >
> > The current owner has the airplane insured with the VanGuard program.
> >
> >Mike Wills
> >RV-4 (perpetually under construction)
> >RV-6A (almost!)
>
> I would highly recommend staying with VanGuard (JT Helms @ Nationair
> Insurance: 877-475-5860).
> You will probably need a five hour RV checkout at a minimum. I've been
with
> them for four years now and just renewed with them today. Expect around
> $1600/year for full coverage. That's what I paid the first year for hull
> coverage at $65k as a low time Private Pilot bottom feeder. (Which I
still
> am, but with about 350 hrs. of RV taildragger time.)
>
> Good luck!
>
> Brian Denk
> RV8 N94BD
> RV10 51 tail kit ships this week.
>
> Winterize your home with tips from MSN House & Home.
> http://special.msn.com/home/warmhome.armx
>
>
________________________________________________________________________________
| From: | Kevin Horton <khorton01(at)rogers.com> |
| Subject: | Re: Calculating AOA Values |
They may be able to provide AOA values that are good for an "average"
general aviation aircraft, but there is no guarantee that your
aircraft matches the average aircraft that their AOA values are based
on. If you want accurate results, you really need to do some flight
testing.
Kevin
>
>> >
>> >I have just started flying with my AOA Pro II in my RV6A. How do I
>> >calculate best
>> >glide, best rate of climb, best angle of climb, best cruise, approach AOA
>> >etc? I have read all the articles about AOA but have found nothing about
>> >this.
>> >
>> >Ross Mickey
>> >N9PT
>>
>> There are no shortcuts I'm afraid. You'll need to do the flight
>> testing to establish the speeds for best glide, etc at some standard
>> weight. Then, once you have sorted out all the speeds, fly the
>> aircraft to each speed in straight, level flight while loaded to your
>> standard weight and note the AOA.
>>
>> Note - some of the speeds of interest will always be at the same AOA
>> regardless of weight, altitude, etc. But some other speeds will
>> actually be at different AOAs as you vary weight, altitude, etc. For
>> example, at sea level, the speed for best angle of climb is less than
>> the speed for best rate of climb, and thus the AOA for best angle of
>> climb is higher than the AOA for best rate of climb. As you increase
>> the altitude the speed for best angle of climb and best rate of climb
>> will come closer together. They are the same speed at the absolute
>> ceiling, so they are the same AOA too.
>> --
>> Kevin Horton RV-8 (finishing kit)
>
>Thanks, Kevin. I realized this as soon as I pushed the send button. I was
>thinking that the AOA would be calibrated so that, once the unit was set up
>for your airplane, these flight situation AOA's would be standardized. I
>think this is somewhat true based on the following email I received from Jim
>Frantz.
>******
>Basically the green donut should be best approach AOA, the transition
>between green and yellow the best glide, best angle of climb and long range
>cruise. If you have the warning occurring at 15% above the actual stall,
>the best glide etc will be automatically figured for your aircraft by the
>AOA. You need only compare to the aircraft book numbers and tweak if
>necessary the advanced procedures.
>
>Jim
>*************
>
>Ross
>
________________________________________________________________________________
| From: | "Fred Stucklen" <wstucklen1(at)cox.net> |
| Subject: | Re: difficult IFR platform ? |
Paul, and other Listers,
Flying an RV-6, or any other RV, in IFR conditions, is a very
subjective issue. I can say from extensive flying of RV-6A's in IFR
that it requires a level of proficiency that is beyond that of the
casual IFR pilot, especially in turbulent conditions. (Too much
turbulence, and dependency on a wing leveler can be a BAD thing ...).
With the short wings, light controls, and the ability to roll fast,
these planes require a solid scan, and high level of proficiency to fly
IFR for long durations. Getting behind the plane can be fatal.
In the 10+ years of flying the RV-6a in hard IFR conditions, I have
found that I need to be doing multiple approaches every MONTH to remain
at the level of currency that I believe is necessary. To me, being
proficient, means that I never "feel" the correction that are requires
as I fly. Any corrections that I can feel mean that I'm slightly behind
the plane. Headings have to be held within 10*, altitudes within 50'.
This AND keeping up with fr3equency changes, communications, and even
preplanning clearances, AND flying the plane without a wing leveler.
Most of my currency flying is done in actual conditions, but some is
done under the hood with a check pilot.
Do I have a wing leveler: YES. It allows me to relax on LONG
duration flights, so I'm refreshed when it's time to perform an
approach...
I believe the disciplines of flying IFR make us all better pilots. It
also allows us to decide our own personal limits based upon our own
limitations. Get the ticket, ease into using it, and learn what you
personally can, and cannot do safely.
Fred Stucklen
RV-6A N926RV
110 Hrs since Aug 03
I have never been in IMC with a -6, however I think I would agree
here.
Without a wing leveler or something, the RV would be difficult to
maintain
in IMC with winds and turbulence. It's amazing how much muscle
memory you
use to keep her level on a windy turbulent day in good weather
using your
visual cues. Lose the visual cues, and you could lose it quick.
Just a fog layer or something calm I don't think it would be much
of an
issue. The tail wag, however would definately cause some un
nerving spatial
confusion. I think the larger rudder now has solved that hasn't
it?
Paul Besing
RV-6A Sold (RV-10 Soon)
http://www.lacodeworks.com/besing
Kitlog Builder's Log Software
http://www.kitlog.com
----- Original Message -----
From: "Boyd Braem" <bcbraem(at)comcast.net>
Subject: Re: RV-List: difficult IFR platform ?
>
> I think a lot of pilots are not prepared for the light/quick
handling
> of an RV, if they've had time in other airplanes. Plus, at
least the
> -6, has some tail wag (yaw) in turbulence. You have to learn
about
> your environment.
>
> Boyd
> On Sunday, December 14, 2003, at 12:35 AM, GMC wrote:
>
> >
> >
> >>> "The RV is a difficult IFR platform for the experienced
pilot. " <<
> >
> >
> > Not sure who made the above statement but I think anyone that
feels
> > that way
> > should do a very careful check for balance and friction in his
elevator
> > control system, any friction will make the aircraft difficult
to fly
> > accurately. My 6A is a pussycat!
> >
> > George McNutt
> > Langley, BC
>
>
________________________________________________________________________________
| From: | "Dane Sheahen" <dane(at)mutualace.com> |
I am looking for advice on what to do with a carked canopy. First off I
have already drilled a small hole to stop the crack.
This is the second winter for my RV8a. I flew the plane last week and I
came back this week and there is the crack. The RV is in an unheated hangar
and the temperature got down to 10 degrees the other night. First real cold
day of the season, so I am assuming that had something to do with it. Last
winter we had periods of cold weather that were colder and for longer
periods of time.
The crack starts at the skirt and goes up about 1 1/2 inches.
Any suggestions?
Dane Sheahen
RV8a driver
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)QCBC.ORG> |
| Subject: | Re: insurance questions |
Might see what the EAA insurance thru Falcon will quote. 1-866-647-4322 or
you can go the EAA.org website and e-mail for a quote.
Cy Galley
Editor, EAA Safety Programs
cgalley(at)qcbc.org or experimenter(at)eaa.org
----- Original Message -----
From: <rv-4mike(at)cox.net>
Subject: RV-List: insurance questions
>
> A friend and I are about to purchase a flying RV-6A. We are both low time
private pilots with no RV experience. Would appreciate any info that those
of you who are flying could provide on your experiences with various agents.
We are looking for liability + hull insurance. Aircraft valued at about
December 04, 2003 - December 15, 2003
RV-Archive.digest.vol-op