RV-Archive.digest.vol-pw
October 06, 2004 - October 14, 2004
Any way you can swap the thermocouples? Example - swap no 2 CHT & EGT leads
with no 4. Just to be sure it's not instrumentation... then you can move
on to engine troubleshooting if necessary.
Bryan
>From: "Mike Robertson" <mrobert569(at)hotmail.com>
>Reply-To: rv-list(at)matronics.com
>To: rv-list(at)matronics.com
>Subject: RV-List: Engine Problems
>Date: Wed, 06 Oct 2004 08:07:31 -0700
>
>
>For those of you that like engine puzzles give me some ideas. Engine is a
>Lyc IO-320 in an RV-9A.
>
>Here's the symptoms and some findings.
>
>During flight #4 cylinder starts showing a high EGT (about 1470) and a low
>CHT (about 320). All other cylinders show around 1360 EGT and 360 CHTs.
>All other engine parameters stay normal for temps and pressures. There are
>two other symptoms. The fuel pressure starts to drop off but comes right
>back up once the electric pump is turned on. This has no effect on the
>cylinder temps though. Once the high temp was noticed mixture was enriched
>and all temps on all cylinders went down but the #4 EGT slowly started
>creeping back up. Push the mixture in more and temps go down across the
>board again but then the #4 EGT starts creeping back up. During the
>approach to land there are lots of exhaust popping. (lots of fuel in
>exhaust).
>
>After landing, compression checks on all cylinders showed 76-78 over 80. A
>visual inspection of the exhaust values showed nothing wrong. A wobble
>check of the #4 exhaust valve indicated everything was ok. The fuel
>injector was pulled and found to be in good condition. The top taken off
>the flow divider and everything was clean. both the fuel filter and the
>gascolator screen were clean. The only thing found so far was the fuel
>line
>coming from the servo to the flow divider had slipped off the heat shield
>and was sitting directly on the exhaust pipe. The fire sleeve was charred
>but the fuel line (teflon braided) showed no damage and was clear.
>
>I have been working with these engines for some time but this is the first
>time I have come across this one. Anyone have any ideas. I am beginning
>to
>wonder if just re-routing the fuel line might fix everything. Maybe a
>bubble got into the #4 injector line causing the #4 cylinder to go lean??
>
>By the way, this is a Bart engine. He has been contacted and we are going
>through different things there also but I wanted to get some more ideas.
>
>Thanks,
>
>Mike Robertson
>
>
>
________________________________________________________________________________
| From: | KIMSEYCO(at)aol.com |
| Subject: | Re: Engine Problems |
remove the fuel injector from the cyl ams swap it with one from another cyl.
it it is the problem, the problem will follow it. they have to be cleaned
sometimes. the popping sound is a sign of too lean mixture. could be from
retarding throttle too fast too. tom kimsey
________________________________________________________________________________
| Subject: | ray allen grip & Van's prepositioned flap switch |
http://www.rayallencompany.com/products/stickgripsG3.html
Anyone have an opinion on the G307 switch from Ray Allen? I'm not sure I've seen
one before but I like the fact that the "hat" trim switch is rated at 15 amps
and can take the load of a direct hookup to their servos. But at 6.5 inches
tall it seems to be on the long size.
Also, I ordered Van's flap positioning system. If you have one, what kind of switch
do I need on the Ray Allen grip. It sounds to me like a momentary on both
up and down and middle off.
________________________________________________________________________________
| Subject: | Re: Engine Problems |
Popping is from the Vetterman exhaust and a rich idle mixture will make it
worse (ask me how I know) but it will always pop with injection and
Vetterman exhaust.
>
>remove the fuel injector from the cyl ams swap it with one from another cyl.
>it it is the problem, the problem will follow it. they have to be cleaned
>sometimes. the popping sound is a sign of too lean mixture. could be from
>retarding throttle too fast too. tom kimsey
>
>
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
________________________________________________________________________________
| From: | "Charles Rowbotham" <crowbotham(at)hotmail.com> |
Mike,
Have you tried disconnecting the injection spider lines and doing a timed
flow test to see if the fuel coming out of each line is the same?
Chuck Rowbotham
RV-8A
>From: "Mike Robertson" <mrobert569(at)hotmail.com>
>Reply-To: rv-list(at)matronics.com
>To: rv-list(at)matronics.com
>Subject: RV-List: Engine Problems
>Date: Wed, 06 Oct 2004 08:07:31 -0700
>
>
>For those of you that like engine puzzles give me some ideas. Engine is a
>Lyc IO-320 in an RV-9A.
>
>Here's the symptoms and some findings.
>
>During flight #4 cylinder starts showing a high EGT (about 1470) and a low
>CHT (about 320). All other cylinders show around 1360 EGT and 360 CHTs.
>All other engine parameters stay normal for temps and pressures. There are
>two other symptoms. The fuel pressure starts to drop off but comes right
>back up once the electric pump is turned on. This has no effect on the
>cylinder temps though. Once the high temp was noticed mixture was enriched
>and all temps on all cylinders went down but the #4 EGT slowly started
>creeping back up. Push the mixture in more and temps go down across the
>board again but then the #4 EGT starts creeping back up. During the
>approach to land there are lots of exhaust popping. (lots of fuel in
>exhaust).
>
>After landing, compression checks on all cylinders showed 76-78 over 80. A
>visual inspection of the exhaust values showed nothing wrong. A wobble
>check of the #4 exhaust valve indicated everything was ok. The fuel
>injector was pulled and found to be in good condition. The top taken off
>the flow divider and everything was clean. both the fuel filter and the
>gascolator screen were clean. The only thing found so far was the fuel
>line
>coming from the servo to the flow divider had slipped off the heat shield
>and was sitting directly on the exhaust pipe. The fire sleeve was charred
>but the fuel line (teflon braided) showed no damage and was clear.
>
>I have been working with these engines for some time but this is the first
>time I have come across this one. Anyone have any ideas. I am beginning
>to
>wonder if just re-routing the fuel line might fix everything. Maybe a
>bubble got into the #4 injector line causing the #4 cylinder to go lean??
>
>By the way, this is a Bart engine. He has been contacted and we are going
>through different things there also but I wanted to get some more ideas.
>
>Thanks,
>
>Mike Robertson
>
>
>
________________________________________________________________________________
| From: | "Randy Garrett" <rgarrett(at)objectsciences.com> |
| Subject: | Aviation Consumer tire test |
_____
From: Randy Garrett [mailto:rgarrett(at)objectsciences.com]
Subject: Aviation Consumer tire test
Aviation Consumer did a really nice article about 11 tires they tested.
Desser has a copy at: http://www.desser.com/epdf/ACJuneFinal04-dtr.pdf
Randy
RV-6A
410 hours
________________________________________________________________________________
| From: | "Ollie Washburn" <ollie-6a(at)prodigy.net> |
| Subject: | Re: Engine Problems |
Sounds like a failed spark plug to me which will give high egt and lower
cht-
Ollie 6A
----- Original Message -----
From: "Mike Robertson" <mrobert569(at)hotmail.com>
Subject: RV-List: Engine Problems
>
> For those of you that like engine puzzles give me some ideas. Engine is a
> Lyc IO-320 in an RV-9A.
>
________________________________________________________________________________
| From: | "Hull, Don" <Donald.C.Hull(at)nasa.gov> |
| Subject: | Off the shelf hardware and Spaceship One |
There is a lot of difference between Mach 25 and Mach 3.5. Also, a lot of
difference between going straight up and down and going into orbit and then
going through re-entry. My hat's off to Rutan and his team. But it's
apples and oranges. Why should NASA officials be cringing? Hybrid solid
propulsion has been around for years. The Shuttle's solid rocket motors use
rubber and aluminum for propellant. Rutan's rocket motor was based on a
motor tested in Huntsville, Al several years ago. If Rutan had had
fatalities like the Shuttle did, then his budget would be re-evaluated too!
We are not at odds with Rutan and his work. But you guys need to understand
it's apples and oranges.
Don Hull
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Terry Williams
Subject: Re: RV-List: Off the shelf hardware and Spaceship One
It took NASA many, many more man years to achieve similar results with
the X-15 using an existing bomber for the mother ship. SS1 has a
pressurized cockpit. I don't think the X-15 did. Nitrous Oxide and tire
rubber! Amazing! NASA officials must be cringing. Just wait for press
fallout from next budget assessment for Shuttle.
________________________________________________________________________________
| From: | Skylor Piper <skylor4(at)yahoo.com> |
If the possibility of an exhaust valve problem has
been eliminated (and it sounds like it has), this is
most definitely an ignition problem. One plug
dropping out will reduce CHT's and increase EGT's.
Could be a plug or a bad wire.
I don't think I would bother swapping injectors, and
since you are seeing temperature changes on both EGT
and CHT, I think that would eliminate the possibility
of a TC problem (TC's virtually never give a slightly
erroneous reading. Either they work or they don't).
Also, it's quite possible for a plug to work OK during
a normal run up mag check, but drop out at climb and
high cruise power settings.
Skylor
RV-8 QB, Under Construction
--- Bruce Gray wrote:
>
>
> Bad spark plug on #4 cylinder? Plugs can go bad
> without fouling. They
> should be pressure tested at every annual. Try
> running on each mag next
> time. If it's a bad plug the cylinder will go cold
> when that mag is
> selected.
>
> Bruce
> www.glasair.org
>
>
_______________________________
Declare Yourself - Register online to vote today!
http://vote.yahoo.com
________________________________________________________________________________
| From: | "John Furey" <john(at)fureychrysler.com> |
I have an O-320 with the BIG starter. I want to put a light weight one on.
What should I use? Skytec has an HT model and a lighter LS model. Any
advice?
JOhn Furey
RV6A
________________________________________________________________________________
| From: | Fiveonepw(at)aol.com |
| Subject: | Re: Tight hinge pins |
In a message dated 10/5/04 10:24:37 PM Central Daylight Time,
hollandm(at)pacbell.net writes:
> I'm hoping that the pins will wear-in somewhat after I'm flying or should I
> be doing something to reduce the amount of force necessary to insert the
> pins?
>>>>>>>
One of the things I found that contributed most to difficult pin insertion
was that the eyes were not lining up between the two hinge halves- If the pins
slip easily through each half by themselves, carefully look for anything
BETWEEN the eyes that would prevent the eyes from aligning- I had to dig a lot
of
little flidgits of epoxy/flox from these areas to get proper alignment- Since my
cowl pins go in through the firewall, having to wrestle with them would be
rather uncomfortable and drill motors don't fit well under there. A light coat
of wax on the pins helps quite a bit too...
From The PossumWorks in TN
Mark -6A
________________________________________________________________________________
| From: | Mickey Coggins <mick-matronics(at)rv8.ch> |
| Subject: | Off the shelf hardware and Spaceship One |
>There is a lot of difference between Mach 25 and Mach 3.5. Also, a lot of
>difference between going straight up and down and going into orbit and then
>going through re-entry.
That's for sure. I'm not sure the current craft will scale
to orbital velocities, or the re-entry method, which is quite
novel. I think a lot of people would be curious to know
what NASA people think of this effort. I'm not sure I
understand Rutan's public animosity toward NASA - which he
pronounces "naysay" - unless it is an attempt to motivate
his team. It's good to have a competitor to keep the
adrenaline flowing.
--
Mickey Coggins
http://www.rv8.ch/
#82007 QB Wings/Fuselage
________________________________________________________________________________
| From: | "Terry Watson" <terry(at)tcwatson.com> |
| Subject: | ray allen grip & Van's prepositioned flap switch |
I have and am installing the flap positioning system, and you are right
about the switch - up is momentary on, middle is off, and down is momentary
on. There are no provisions for two flap switches, such as front and back
seat, so a switch on two sticks probably would require using relays. I have
figured out a way of adding a switch on the panel that sends control of the
flaps to either the pilot or backseater, or disables them, but it
complicates the system and the manufacturer doesn't recommend it. I haven't
decided yet whether to do it or not.
Also, with the flap positioning system, a part of it will come through the
rear left armrest as the flaps are raised and could easily snag on someones
coat or whatever, so it needs to be covered. I made a satisfactory one out
of some scrap Plexiglas, but aluminum might be better.
It helps if you would sign your name so I knew who I was talking to.
Terry
RV-8A #80729 wiring
Seattle
Also, I ordered Van's flap positioning system. If you have one, what kind
of switch do I need on the Ray Allen grip. It sounds to me like a momentary
on both up and down and middle off.
________________________________________________________________________________
| Subject: | Off the shelf hardware and Spaceship One |
To sum up what Rutan thinks of NASA. He said that it would cost NASA more,
than the 20 mil spent on Space Ship One, just to do the feasibility study,
to see if what Space Ship One did, was possible.
>
>
> >There is a lot of difference between Mach 25 and Mach 3.5. Also, a lot of
> >difference between going straight up and down and going into orbit and then
> >going through re-entry.
>
>That's for sure. I'm not sure the current craft will scale
>to orbital velocities, or the re-entry method, which is quite
>novel. I think a lot of people would be curious to know
>what NASA people think of this effort. I'm not sure I
>understand Rutan's public animosity toward NASA - which he
>pronounces "naysay" - unless it is an attempt to motivate
>his team. It's good to have a competitor to keep the
>adrenaline flowing.
>
>
>--
>Mickey Coggins
>http://www.rv8.ch/
>#82007 QB Wings/Fuselage
>
>
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
________________________________________________________________________________
| From: | "Jeff Orear" <jorear(at)new.rr.com> |
John:
Take the plunge and get a B&C starter. They are a bit more expensive, but
worth it in the long run.
Regards,
Jeff Orear
RV6A N782P (reserved)
firewall forward
Peshtigo, WI
----- Original Message -----
From: "John Furey" <john(at)fureychrysler.com>
Subject: RV-List: Starter
>
> I have an O-320 with the BIG starter. I want to put a light weight one on.
> What should I use? Skytec has an HT model and a lighter LS model. Any
> advice?
>
> JOhn Furey
> RV6A
>
>
>
________________________________________________________________________________
| Subject: | Re: ray allen grip & Van's prepositioned flap switch |
| From: | James H Nelson <rv9jim(at)juno.com> |
Terry,
If the switches are uperating as you describe, just hook up a
second switch in parallel. As long as you both don't try to use them at
the same time, things will be fine.
Jim
RV9A
N599RV (reserved)
________________________________________________________________________________
| From: | Gary Zilik <zilik(at)excelgeo.com> |
I think I have to aggree. I do think the new HT inline starter from
Skytec would be a good choice also.
Gary
B&C convert.
Jeff Orear wrote:
>
> John:
>
> Take the plunge and get a B&C starter. They are a bit more expensive, but
> worth it in the long run.
>
> Regards,
>
> Jeff Orear
> RV6A N782P (reserved)
> firewall forward
> Peshtigo, WI
> ----- Original Message -----
> From: "John Furey" <john(at)fureychrysler.com>
> To:
> Subject: RV-List: Starter
>
>
>
>>
>>I have an O-320 with the BIG starter. I want to put a light weight one on.
>>What should I use? Skytec has an HT model and a lighter LS model. Any
>>advice?
>>
>>JOhn Furey
>>RV6A
>>
>>
>>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | linn walters <lwalters2(at)cfl.rr.com> |
Jeff Orear wrote:
>
>John:
>
>Take the plunge and get a B&C starter. They are a bit more expensive, but
>worth it in the long run.
>
>Regards,
>
>Jeff Orear
>RV6A N782P (reserved)
>firewall forward
>Peshtigo, WI
>
I believe that the B&C starters have bendix-type shafts which can stay
engaged after a failed start. The Sky-Tec doesn't. I have Sky-Tecs
(yep, plural!) Drop Les Staples an email at lstaples(at)itexas.net about
the Sky-Tec .... don't have a contact for B&C
Linn
>----- Original Message -----
>From: "John Furey" <john(at)fureychrysler.com>
>To:
>Subject: RV-List: Starter
>
>
>
>
>>
>>I have an O-320 with the BIG starter. I want to put a light weight one on.
>>What should I use? Skytec has an HT model and a lighter LS model. Any
>>advice?
>>
>>JOhn Furey
>>RV6A
>>
>>
>>
>>
>>
>
>
>
>
________________________________________________________________________________
| From: | Ron Patterson <scc_ron(at)yahoo.com> |
| Subject: | San Diego and So Cal RV's |
Rick,
I'm working on an RV-4 as well. Wings and empennage are complete and will begin
the fuse this month. Have a Lycon 0320-D1A and a Whirlwind 3 blade prop that
will go on.
I'm moving to Fallbrook in San Diego County and would like to get connected with
other RV'ers in the So Cal / San Diego area.
I'd appreciate hearing from any of you fellows in the area, especially if you know
where I can get a hanger.
Ron Patterson
N8ZD(at)yahoo.com
rick stahl wrote:
Hi.I am finishing an rv4,rotary powered.I have helped build 2 other's before my
own.When I lived in San Diego, one of the builder's finished his with retracts.Looked
good in the air to everyone"except the pilot". Costs about 5 grand,reduces
fuel capacity,weighs more and goes no faster. not sure it was a good compromise....Just
a thought. Rick
________________________________________________________________________________
| Subject: | Re: San Diego and So Cal RV's |
When you get to the area look me up. Lots of RV's at SEE.
The Fallbrook airport is on a hill, narrow, and short so its fun to land
on. I think they also have hangers available there. I would call Fallbrook
ASAP to check on the hanger list. It also looks like new hangers are
available for sale/rent. See the web site:
http://www.l18airpark.com/index.html
>
>Rick,
>
>I'm working on an RV-4 as well. Wings and empennage are complete and will
>begin the fuse this month. Have a Lycon 0320-D1A and a Whirlwind 3 blade
>prop that will go on.
>I'm moving to Fallbrook in San Diego County and would like to get
>connected with other RV'ers in the So Cal / San Diego area.
>
>I'd appreciate hearing from any of you fellows in the area, especially if
>you know where I can get a hanger.
>
>Ron Patterson
>N8ZD(at)yahoo.com
>
>
>rick stahl wrote:
>
>Hi.I am finishing an rv4,rotary powered.I have helped build 2 other's
>before my own.When I lived in San Diego, one of the builder's finished his
>with retracts.Looked good in the air to everyone"except the pilot". Costs
>about 5 grand,reduces fuel capacity,weighs more and goes no faster. not
>sure it was a good compromise....Just a thought. Rick
>
>
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
________________________________________________________________________________
| From: | "Randy Lervold" <randy(at)romeolima.com> |
| Subject: | Re: Engine Problems |
Mike, you've seen a lot of good suggestions, several of which I was also
going to suggest. The three that make sense to me are...
1) Bad spark plug -- swap with another cylinder, and/or try running on one
mag at a time and watch temps. Also, don't forget the spark plug wire, might
have a break which changes resistance with temperature.
2) Uneven injector -- swap with another cylinder and/or measure flow off the
engine.
3) Exhaust valve -- least likely, but there could still be some gasses
getting by the exhaust valve, in spite of the tests you've already done, for
some reason which would explain the symptoms.
Now *please* let us all know what ends up being the cause so we can all
learn something!
Randy Lervold
----- Original Message -----
From: "Mike Robertson" <mrobert569(at)hotmail.com>
Subject: RV-List: Engine Problems
>
> For those of you that like engine puzzles give me some ideas. Engine is a
> Lyc IO-320 in an RV-9A.
>
> Here's the symptoms and some findings.
>
> During flight #4 cylinder starts showing a high EGT (about 1470) and a low
> CHT (about 320). All other cylinders show around 1360 EGT and 360 CHTs.
> All other engine parameters stay normal for temps and pressures. There
are
> two other symptoms. The fuel pressure starts to drop off but comes right
> back up once the electric pump is turned on. This has no effect on the
> cylinder temps though. Once the high temp was noticed mixture was enriched
> and all temps on all cylinders went down but the #4 EGT slowly started
> creeping back up. Push the mixture in more and temps go down across the
> board again but then the #4 EGT starts creeping back up. During the
> approach to land there are lots of exhaust popping. (lots of fuel in
> exhaust).
>
> After landing, compression checks on all cylinders showed 76-78 over 80.
A
> visual inspection of the exhaust values showed nothing wrong. A wobble
> check of the #4 exhaust valve indicated everything was ok. The fuel
> injector was pulled and found to be in good condition. The top taken off
> the flow divider and everything was clean. both the fuel filter and the
> gascolator screen were clean. The only thing found so far was the fuel
line
> coming from the servo to the flow divider had slipped off the heat shield
> and was sitting directly on the exhaust pipe. The fire sleeve was charred
> but the fuel line (teflon braided) showed no damage and was clear.
>
> I have been working with these engines for some time but this is the first
> time I have come across this one. Anyone have any ideas. I am beginning
to
> wonder if just re-routing the fuel line might fix everything. Maybe a
> bubble got into the #4 injector line causing the #4 cylinder to go lean??
>
> By the way, this is a Bart engine. He has been contacted and we are going
> through different things there also but I wanted to get some more ideas.
>
> Thanks,
>
> Mike Robertson
>
>
>
________________________________________________________________________________
| From: | "Darwin Barrie" <ktlkrn(at)cox.net> |
| Subject: | Copperstate-Shameless plug |
Hi All,
I'll have my Kettle Korn business operational during the Copperstate Fly in this
weekend. I'll be in the food area by the large vendor tent. I'd like to offer
a $1 off the large or medium bag of popcorn to RV owners/builders. I'll also
have drinks for sale. Most importantly come by and talk RV's. Next year I'll
be flying there!!!
The only thing holding me back is the purchase of my last avionics items. Please
come and buy some popcorn!!!!!! ~~
Darwin N. Barrie
Chandler AZ
RV7 wiring
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
| Subject: | Re: Engine Problems |
Mike Robertson wrote:
>
>For those of you that like engine puzzles give me some ideas. Engine is a
>Lyc IO-320 in an RV-9A.
>
>Here's the symptoms and some findings.
>
>During flight #4 cylinder starts showing a high EGT (about 1470) and a low
>CHT (about 320). All other cylinders show around 1360 EGT and 360 CHTs.
>All other engine parameters stay normal for temps and pressures. There are
>two other symptoms. The fuel pressure starts to drop off but comes right
>back up once the electric pump is turned on. This has no effect on the
>cylinder temps though. Once the high temp was noticed mixture was enriched
>and all temps on all cylinders went down but the #4 EGT slowly started
>creeping back up. Push the mixture in more and temps go down across the
>board again but then the #4 EGT starts creeping back up. During the
>approach to land there are lots of exhaust popping. (lots of fuel in
>exhaust).
>
>After landing, compression checks on all cylinders showed 76-78 over 80. A
>visual inspection of the exhaust values showed nothing wrong. A wobble
>check of the #4 exhaust valve indicated everything was ok. The fuel
>injector was pulled and found to be in good condition. The top taken off
>the flow divider and everything was clean. both the fuel filter and the
>gascolator screen were clean. The only thing found so far was the fuel line
>coming from the servo to the flow divider had slipped off the heat shield
>and was sitting directly on the exhaust pipe. The fire sleeve was charred
>but the fuel line (teflon braided) showed no damage and was clear.
>
>I have been working with these engines for some time but this is the first
>time I have come across this one. Anyone have any ideas. I am beginning to
>wonder if just re-routing the fuel line might fix everything. Maybe a
>bubble got into the #4 injector line causing the #4 cylinder to go lean??
>
>By the way, this is a Bart engine. He has been contacted and we are going
>through different things there also but I wanted to get some more ideas.
>
>Thanks,
>
>Mike Robertson
>
An induction leak will cause that cylinder to run lean.
I had intermittent slightly rough running in flight (no multiprobe egts
available on this one) on an O-320. Seemed to show up after 15 minutes
to an hour of flying. I found an induction tube loose where it enters
the sump. Had to loosen the tube's cylinder attach nuts to find it.
Charlie
________________________________________________________________________________
| Subject: | Re: Off the shelf hardware and Spaceship One |
I bet this difference between Mach 25 and Mach 3.5 and the up/ down thing is
gonna be a big surprise to the Rutan team.
NASA is a government agency- it's top heavy with management, it's top heavy
with meetings and the people that can get things done are largely ignored.
NASA couldn't win the XPrize.
Rutan designed, built a specific vehicle to do the task. It flew on Friday,
they changed the engine on Saturday, they cleaned the windshield and put air
in the tires on Sunday and took the money on Monday. 170,000. members of the
EAA KNEW they could do it.
If the Rutan team ever decides to build a vehicle to do Mach 25 then NASA,
Lockheed , Boeing and the others should pay attention !
B.Clary
VariEze and RV-6A builder.
Now into street rods because you don't have to deal with the FAA.
________________________________________________________________________________
| From: | "Terry Watson" <terry(at)tcwatson.com> |
| Subject: | ray allen grip & Van's prepositioned flap switch |
Thanks, Jim. But thinking about what you said and reviewing an e-mail from
Bryan Milani at Show Planes, I realize I posted some wrong information in my
original message.
So, to Rv8er(at)aol.com, I was wrong about the switch. The up (retract)
position is NOT momentary. According to the instructions, it stays in the
up position until you put it back in the center position. I have it in
front of me, and it is momentary in the down position, but it stays in
either the up or middle position.
Here's most of the e-mail from Bryan at Show Planes, apparently the supplier
to Van's:
"For a
couple of reasons I do not recommend installing two switches. If one switch
got left in the retract position the signal to the control box would not
allow the other switch to operate. There would have to be a command switch
that controlled which switch was operating, by doing this you now have two
switches to operate the flaps thus complicating this critical phase of
flight. For these reasons Show Planes can only recommend the installation
per the supplied instructions."
Sorry about the misinformation.
Terry
RV-8A #80729 Seattle
Terry,
If the switches are uperating as you describe, just hook up a
second switch in parallel. As long as you both don't try to use them at
the same time, things will be fine.
Jim
RV9A
N599RV (reserved)
________________________________________________________________________________
| From: | "Scott VanArtsdalen" <svanarts(at)yahoo.com> |
| Subject: | Copperstate-Shameless plug |
I'm heading down there tomorrow morning!
--
Scott VanArtsdalen
RV-4 N311SV
4-ever!
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Darwin Barrie
AZ_RVList(at)yahoogroups.com
Subject: RV-List: Copperstate-Shameless plug
Hi All,
I'll have my Kettle Korn business operational during the Copperstate Fly
in this weekend. I'll be in the food area by the large vendor tent. I'd
like to offer a $1 off the large or medium bag of popcorn to RV
owners/builders. I'll also have drinks for sale. Most importantly come
by and talk RV's. Next year I'll be flying there!!!
The only thing holding me back is the purchase of my last avionics
items. Please come and buy some popcorn!!!!!! ~~
Darwin N. Barrie
Chandler AZ
RV7 wiring
=
=
=
=
________________________________________________________________________________
| From: | "James E. Clark" <james(at)nextupventures.com> |
| Subject: | Off the shelf hardware and Spaceship One |
Splitting the prize with the employees is in fact "way cool"!
Being the world's 5th richest (??) with a net worth of over $20 Billion (I
think) ... nope, don't think he did it for the prize money "net loss" of
$10M for the moment. :-) Probably spent about one week's worth of annual
*INTEREST* earned. Gotta be nice. :-)
[These numbers are approximate ... I MAY be wrong]
BUT!!!! What is great though is that he did in fact (quietly) decide to
pick up the tab to help "make it happen".
James
{SNIP}
>
>
> It is pretty cool that they are splitting the $10 million prize
> between the employees of Scaled... So you paul allen is definitly
> not doing it
> for the prize money...
>
> Matt Johnson
> http://www.rv7a.com
>
> {SNIP}
>
________________________________________________________________________________
| From: | "Alex Peterson" <alexpeterson(at)earthlink.net> |
| Subject: | Off the shelf hardware and Spaceship One |
>There is a lot of difference between Mach 25 and Mach 3.5. Also, a lot
>of difference between going straight up and down and going into orbit
>and then going through re-entry.
The above understates the difference. The energy involved per pound of
vehicle that gets to orbit is about 50 TIMES as much as compared to Mach
3.5. That being said, Burt Rutan has said more than once that he
doesn't think orbital is that far off. Never underestimate his creative
mind to find some slick way to deal with those absurd energies.
BTW, when the 200,000 lb space shuttle is in orbit, it has kinetic and
potential energy equivalent to lifting a 90,000 ton aircraft carrier
straight up a little more than 2 miles! Think about that.
Alex Peterson
RV6-A 530 hours
Maple Grove, MN
http://www.home.earthlink.net/~alexpeterson/
________________________________________________________________________________
| From: | Charlie Kuss <chaztuna(at)adelphia.net> |
| Subject: | Re: Sumps: Mag vs. Ryton |
Don,
Did you mean to say that Aluminum is 60% lighter than steel? See below
Charlie Kuss
>
>snipped
>Someone mentioned titanium. Only problem with that is it is heavier than
>aluminum.
>(Titanium 40% lighter than steel and 60% lighter than aluminum)
>
>titanium is used to replace steel
>magnesium is used to replace aluminum
>
>Aluminum, like magnesium will burn. Its just harder to get it to start. In
>practice its not an issue, but aluminum will burn. The space shuttle solid
>rocket boosters burn aluminum.
>
>Don
>
>
________________________________________________________________________________
| From: | "David Burton" <dburton(at)nwlink.com> |
| Subject: | camera in the tail |
I thought I had saved a link to the builder who mounted a video camera chip
and lens in the tail of his RV. If anyone can post a link to the website
I'd greatly appreciate it. Specifically I'm looking for his (or a) source
of c-mount lenses.
Thanks!
________________________________________________________________________________
| From: | Hopperdhh(at)aol.com |
| Subject: | Re: Sumps: Mag vs. Ryton |
In a message dated 10/6/04 9:10:51 PM US Eastern Standard Time,
chaztuna(at)adelphia.net writes:
> >
> >Aluminum, like magnesium will burn. Its just harder to get it to start.
> In
> >practice its not an issue, but aluminum will burn. The space shuttle
> solid
> >rocket boosters burn aluminum.
> >
> >Don
> >
>
I seem to remember a physics teacher saying that ANYTHING will burn. Think
that plastic sump won't burn! I know steel will burn. Ask anyone who has cut
steel with a torch. Just get the temperature up and add oxygen. But we're
getting off topic here! Some things burn better than others!
Dan Hopper
RV-7A
N766DH (flying -- about 58 hours)
________________________________________________________________________________
| From: | "Doug Brinlee" <abfbrinlee(at)att.net> |
| Subject: | Re: camera in the tail |
David,
May be referring to Bill Von Dane.. he has a site listed on the www sites on
vans site.
----- Original Message -----
From: "David Burton" <dburton(at)nwlink.com>
Subject: RV-List: camera in the tail
>
> I thought I had saved a link to the builder who mounted a video camera
chip
> and lens in the tail of his RV. If anyone can post a link to the website
> I'd greatly appreciate it. Specifically I'm looking for his (or a) source
> of c-mount lenses.
>
> Thanks!
>
>
________________________________________________________________________________
| From: | "Bill VonDane" <bill(at)vondane.com> |
| Subject: | Re: camera in the tail |
http://www.rv8a.com/stabcam/index.htm
-Bill
----- Original Message -----
From: "David Burton" <dburton(at)nwlink.com>
Subject: RV-List: camera in the tail
I thought I had saved a link to the builder who mounted a video camera chip
and lens in the tail of his RV. If anyone can post a link to the website
I'd greatly appreciate it. Specifically I'm looking for his (or a) source
of c-mount lenses.
Thanks!
________________________________________________________________________________
| From: | "Bill VonDane" <bill(at)vondane.com> |
| Subject: | Re: camera in the tail |
http://www.rv8a.com/stabcam/index.htm
-Bill
----- Original Message -----
From: "David Burton" <dburton(at)nwlink.com>
Subject: RV-List: camera in the tail
I thought I had saved a link to the builder who mounted a video camera chip
and lens in the tail of his RV. If anyone can post a link to the website
I'd greatly appreciate it. Specifically I'm looking for his (or a) source
of c-mount lenses.
Thanks!
________________________________________________________________________________
| From: | "Emrath" <emrath(at)comcast.net> |
If the old std 121.5 and 243 hz are to be obsolete by 2009, when can on
begin using the new 406 version? If flying with a 406 is possible next
year, I could be interested in "pointer".
Marty
Subject: ELT?
The new ELT's at the moment are quite pricey. I looked at stocking
them,
but the only decently priced one out there that is (COSPAS/SARSAT)
compliant
for 2009+ is high $$ compared to the current $180.00 ACK & AK's.
Anyway, if anyone is interested, pointer makes one in the
$400.00-$500.00
range. If you're interested in one, contact me off list and we'll get
you
setup.
Cheers,
Stein Bruch
http://www.steinair.com
________________________________________________________________________________
| From: | Jeff Point <jpoint(at)mindspring.com> |
Depends a bit on what kind of battery and prop you have. If you have a
wood prop and/or a small (17AH sealed RG type) battery, I would stay
far, far away from the lightweight Skytec starter (the LS model.) The
HT model (bit heavier, but with wound field motor) should work OK. I
replaced my (broken) LS model with a B & C, and it is worth every penny.
Jeff Point
RV-6
Milwaukee WI
John Furey wrote:
>
>I have an O-320 with the BIG starter. I want to put a light weight one on.
>What should I use? Skytec has an HT model and a lighter LS model. Any
>advice?
>
>JOhn Furey
>RV6A
>
>
>
>
________________________________________________________________________________
| From: | SportAV8R(at)aol.com |
| Subject: | Re: camera in the tail |
Oh, good - a sigmoidoscopy thread!
I think Larry Bowen has done this, too. It's on my list of things to add to my
finished abd flying plane when I get the time.
-Stormy
________________________________________________________________________________
| From: | "Charles Rowbotham" <crowbotham(at)hotmail.com> |
| Subject: | Rapco Brake Disks ( Rotors ) |
Does anyone have any experience or comments on Rapco brake disks (rotors)
compared to Cleveland brake disks. These would be used on Cleveland disk
brake assemblies. Both company's disks referance the same part number. Cost
difference is Rapco - $72 and Cleveland $106 from ACS. Also anyone know of
another source of Cleveland disks at a lower cost?
Thanks,
Chuck Rowbotham
RV-8A
________________________________________________________________________________
| Subject: | Re: camera in the tail |
| From: | "Larry Bowen" <Larry(at)bowenaero.com> |
Yes, I have some in-flight video from my second flight on my website.
-
Larry Bowen, RV-8, 7.2 Hrs
Larry(at)BowenAero.com
http://BowenAero.com
SportAV8R(at)aol.com said:
>
> Oh, good - a sigmoidoscopy thread!
>
> I think Larry Bowen has done this, too. It's on my list of things to add
> to my finished abd flying plane when I get the time.
>
> -Stormy
>
>
________________________________________________________________________________
| From: | Bill VonDane <bill(at)vondane.com> |
| Subject: | Re: camera in the tail |
COOL!!!
----- Original Message -----
From: "Larry Bowen" <Larry(at)bowenaero.com>
Subject: Re: RV-List: camera in the tail
Yes, I have some in-flight video from my second flight on my website.
-
Larry Bowen, RV-8, 7.2 Hrs
Larry(at)BowenAero.com
http://BowenAero.com
SportAV8R(at)aol.com said:
>
> Oh, good - a sigmoidoscopy thread!
>
> I think Larry Bowen has done this, too. It's on my list of things to add
> to my finished abd flying plane when I get the time.
>
> -Stormy
>
>
________________________________________________________________________________
| Subject: | switches/ray allen grip/flap positioning system. |
Thanks for getting back.
To clear things up, are you saying that the switch that comes with Van's flap positioning
system is a on/off/momentary on switch or that the switch that comes
with the Grip I also referenced is that way? The switch on the grip and can
order any way I want which is why I am asking what comes in the flap kit so I
can order the stich grip to be the same.
Thanks,
Lucky
In a message dated 10/6/2004 11:35:39 PM Eastern Daylight Time, "Terry Watson"
writes:
>I sent this to the RV list about 4:20 pm pdt today, but I haven't seen it.
>Since I gave you a faulty answer to your question, I thought I should make
>sure you got the correction.
>
>Terry
>
>Thanks, Jim. But thinking about what you said and reviewing an e-mail from
>Bryan Milani at Show Planes, I realize I posted some wrong information in my
>original message.
>
>So, to Rv8er(at)aol.com, I was wrong about the switch. The up (retract)
>position is NOT momentary. According to the instructions, it stays in the
>up position until you put it back in the center position. I have it in
>front of me, and it is momentary in the down position, but it stays in
>either the up or middle position.
>
>Here's most of the e-mail from Bryan at Show Planes, apparently the supplier
>to Van's:
>
>"For a
>couple of reasons I do not recommend installing two switches. If one switch
>got left in the retract position the signal to the control box would not
>allow the other switch to operate. There would have to be a command switch
>that controlled which switch was operating, by doing this you now have two
>switches to operate the flaps thus complicating this critical phase of
>flight. For these reasons Show Planes can only recommend the installation
>per the supplied instructions."
>
>Sorry about the misinformation.
>
>Terry
>RV-8A #80729 Seattle
>
>
>Terry,
> If the switches are uperating as you describe, just hook up a
>second switch in parallel. As long as you both don't try to use them at
>the same time, things will be fine.
>
>Jim
>
>RV9A
>N599RV (reserved)
>
>
________________________________________________________________________________
| From: | "Donald Mei" <don_mei(at)hotmail.com> |
| Subject: | Wt of aluminum correction and a point on shuttle SRB vs Rutan |
engine
I wrote
(Titanium 40% lighter than steel and 60% lighter than aluminum)
I should have wrote:
(Titanium 40% lighter than steel and 60% HEAVIER than aluminum)
Don Hull, I believe you missed something. I say this humbly because of the
nasa.gov after your name.
HUUUUUGGGEEEE difference between the Rutan hybrid rocket and the shuttle
SRBs. Shuttle SRBs have the oxidizer mixed right in. I.e. like a bottle
rocket. Once it is lit there is NO WAY it can be throttled or even shut
down.
Rutan carried oxygen separately, I don't know if it can be throttled, but it
can be shut down and re-lit in flight
Rutan's way is probably less dense from an energy/weight perspective, but it
is certainly more workable. I'm guessing that NASA considered this and
discarded it for weight reasons.
Either way, XPrize reaquirements were much less than for full orbital
flight, so Rutan's decision obviously makes sense. It will be interesting
to see if they keep this kind of entry when they start developing orbital
spacecraft.
"All of us need to be reminded that the federal government did not create
the states; the states created the federal government!"---Ronald Reagan
________________________________________________________________________________
| From: | "Matt Johnson" <matt(at)n559rv.com> |
| Subject: | Re: camera in the tail |
(not processed: message from valid local sender)
What cameras do you guys use?
- Matt
-----Original Message-----
From: Bill VonDane <bill(at)vondane.com>
Date: Thu, 07 Oct 2004 08:07:16 -0600
Subject: Re: RV-List: camera in the tail
>
> COOL!!!
>
>
> ----- Original Message -----
> From: "Larry Bowen" <Larry(at)bowenaero.com>
> To:
> Subject: Re: RV-List: camera in the tail
>
>
>
> Yes, I have some in-flight video from my second flight on my website.
>
> -
> Larry Bowen, RV-8, 7.2 Hrs
> Larry(at)BowenAero.com
> http://BowenAero.com
>
> SportAV8R(at)aol.com said:
> >
> > Oh, good - a sigmoidoscopy thread!
> >
> > I think Larry Bowen has done this, too. It's on my list of things to
> add
> > to my finished abd flying plane when I get the time.
> >
> > -Stormy
> >
> >
>
>
> ==
> ==
> ==
> ==
>
>
>
>
________________________________________________________________________________
| Subject: | Off the shelf hardware and Spaceship One |
| From: | Scott.Fink(at)microchip.com |
10/07/2004 09:14:27 AM,
Serialize complete at 10/07/2004 09:14:27 AM
Burt has already been involved in orbital vehicles, he was involved in
Roton, and I thought the lifeboat for the ISS, but I didn't see it on the
scaled web-site. I really like his style of not talking about what he is
going to do and only talking about things he has done. I'll bet you a
pizza he has an orbital vehicle in design if not construction right now.
Scott
"Alex Peterson"
Sent by: owner-rv-list-server(at)matronics.com
10/06/2004 09:04 PM
Please respond to rv-list
To:
cc:
Subject: RE: RV-List: Off the shelf hardware and Spaceship One
>There is a lot of difference between Mach 25 and Mach 3.5. Also, a lot
>of difference between going straight up and down and going into orbit
>and then going through re-entry.
The above understates the difference. The energy involved per pound of
vehicle that gets to orbit is about 50 TIMES as much as compared to Mach
3.5. That being said, Burt Rutan has said more than once that he
doesn't think orbital is that far off. Never underestimate his creative
mind to find some slick way to deal with those absurd energies.
BTW, when the 200,000 lb space shuttle is in orbit, it has kinetic and
potential energy equivalent to lifting a 90,000 ton aircraft carrier
straight up a little more than 2 miles! Think about that.
Alex Peterson
RV6-A 530 hours
Maple Grove, MN
http://www.home.earthlink.net/~alexpeterson/
________________________________________________________________________________
| From: | Jerry2DT(at)aol.com |
List...
I was surprised to learn that sumps and other engine parts are Magnesium.
Since we go to great lengths with stainless firewalls, firesleeve etc. to
protect engine compartment from fire, for some reason having magnesium which is
flammable and burns with great intensity and temperature seems not to be a
factor. Maybe it's very hard to ingite or ?
Could be alloyed with something else?
Inquiring minds need to know, anyone have an answer? Anyone have an old mag
sump they'd like to contribute for an experiment? Actually just a piece of
one and a propane torch should provide an answer, but do not try this at home...
:)
Jerry Cochran
________________________________________________________________________________
| Subject: | Re: camera in the tail |
| From: | "Larry Bowen" <Larry(at)bowenaero.com> |
I have some notes here:
http://bowenaero.com/copper/displayimage.php?album=search&cat=0&pos=0
-
Larry Bowen
Larry(at)BowenAero.com
http://BowenAero.com
Matt Johnson said:
>
> What cameras do you guys use?
>
> - Matt
>
> -----Original Message-----
> From: Bill VonDane <bill(at)vondane.com>
> To: rv-list(at)matronics.com
> Date: Thu, 07 Oct 2004 08:07:16 -0600
> Subject: Re: RV-List: camera in the tail
>
>>
>> COOL!!!
>>
>>
>> ----- Original Message -----
>> From: "Larry Bowen" <Larry(at)bowenaero.com>
>> To:
>> Subject: Re: RV-List: camera in the tail
>>
>>
>>
>> Yes, I have some in-flight video from my second flight on my website.
>>
>> -
>> Larry Bowen, RV-8, 7.2 Hrs
>> Larry(at)BowenAero.com
>> http://BowenAero.com
>>
>> SportAV8R(at)aol.com said:
>> >
>> > Oh, good - a sigmoidoscopy thread!
>> >
>> > I think Larry Bowen has done this, too. It's on my list of things to
>> add
>> > to my finished abd flying plane when I get the time.
>> >
>> > -Stormy
>> >
>> >
>>
>>
>> ==
>> ==
>> ==
>> ==
>>
>>
>>
>>
>
>
________________________________________________________________________________
I wonder if its pure magnesium or a mix of metals? If its a mix it may not
burn at all?
>
>List...
>
>I was surprised to learn that sumps and other engine parts are Magnesium.
>Since we go to great lengths with stainless firewalls, firesleeve etc. to
>protect engine compartment from fire, for some reason having
>magnesium which is
>flammable and burns with great intensity and temperature seems not to be a
>factor. Maybe it's very hard to ingite or ?
>Could be alloyed with something else?
>
>Inquiring minds need to know, anyone have an answer? Anyone have an old mag
>sump they'd like to contribute for an experiment? Actually just a piece of
>one and a propane torch should provide an answer, but do not try this at
>home...
> :)
>
>Jerry Cochran
>
>
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
________________________________________________________________________________
| From: | "Hull, Don" <Donald.C.Hull(at)nasa.gov> |
| Subject: | Wt of aluminum correction and a point on shuttle SRB vs Rutan |
engine
Yes, Don Mei, I didn't go into a lot of detail because I didn't want to get
too technical. Here in the south, a "lot of difference" sometimes means a
"HUUUUUGGGEEEE difference." :-)
Don Hull
Shuttle Propulsion Office
-----Original Message-----
From: Donald Mei [mailto:don_mei(at)hotmail.com]
Subject: RV-List: Wt of aluminum correction and a point on shuttle SRB vs
Rutan engine
Don Hull, I believe you missed something. I say this humbly because of the
nasa.gov after your name.
HUUUUUGGGEEEE difference between the Rutan hybrid rocket and the shuttle
SRBs.
________________________________________________________________________________
| From: | "cgalley" <cgalley(at)qcbc.org> |
Don't believe it is very flammable to whit...
"Magnesium compounds, primarily magnesium oxide, are used mainly as
refractory material in furnace linings for producing iron and steel,
nonferrous metals, glass, and cement." - USGS website
As Magnesium metal oxidizes rather quickly in air, so it is fairly well
resistant to casual ignition. Small sections or powder magnesium can be
ignited with spectacular results but so can aluminum, and powdered iron.
From what I can find, Magnesium must be heated over 2025 to vaporize it so
it will burn.
One can even weld Magnesium.
Do a google search and you will see that magnesium has been used in aircraft
and aircraft engines for many years. Many combat airplanes for the 2nd
world war used a lot of magnesium. The Beech Bonanza has control surfaces
of magnesium. You might even be surprised that your airplane wheels are
probably magnesium unless your have an amphibian then they should be
aluminum as magnesium corrodes easily.
You should be more concerned about the flammability of 6505 brake fluid. It
will and does burn from over heated brakes, if it leaks out. Then after the
brake fluid starts burning, It can and has set the tire and then the
magnesium wheel on fire. Then of course the aluminum skins are next.
Happened on a T-18.
Cy Galley
EAA Safety Programs Editor
Always looking for ideas and articles for EAA Sport Pilot
----- Original Message -----
From: <Jerry2DT(at)aol.com>
Subject: RV-List: Magnesium ?
>
> List...
>
> I was surprised to learn that sumps and other engine parts are Magnesium.
> Since we go to great lengths with stainless firewalls, firesleeve etc. to
> protect engine compartment from fire, for some reason having magnesium
which is
> flammable and burns with great intensity and temperature seems not to be
a
> factor. Maybe it's very hard to ingite or ?
> Could be alloyed with something else?
>
> Inquiring minds need to know, anyone have an answer? Anyone have an old
mag
> sump they'd like to contribute for an experiment? Actually just a piece of
> one and a propane torch should provide an answer, but do not try this at
home...
> :)
>
> Jerry Cochran
>
>
________________________________________________________________________________
| From: | "Gordon or Marge Comfort" <gcomfo(at)tc3net.com> |
Subject: Re: RV-List: Starter
>
>John:
>
>Take the plunge and get a B&C starter. They are a bit more expensive,
>but
>worth it in the long run.
>
I believe that the B&C starters have bendix-type shafts which can stay
engaged after a failed start. The Sky-Tec doesn't. I have Sky-Tecs
(yep, plural!) Drop Les Staples an email at lstaples(at)itexas.net about
the Sky-Tec .... don't have a contact for B&C
Linn
Linn: The B&C starter does not have a bendix drive. It has no outboard
bearing and all bearings are anti friction. They do not hang up.
Gordon Comfort
N363GC
________________________________________________________________________________
| From: | MStudio828(at)aol.com |
RV-8(at)yahoogroups.com
2002, RV-8, 200 TT, 180 HP Lycoming O-360, Sensenich 85" alum prop, day-night
VFR, Garmin mode C w/encoder, Garmin 295 color GPS, A-200 com, CD player,
stero intercom, always hangered.
Inquire off list
Larry
MStudio828(at)aol.com
________________________________________________________________________________
| From: | Gert <gert.v(at)sbcglobal.net> |
| Subject: | Re: Sumps: Mag vs. Ryton |
prime example is thermite used to weld heavy duty such as railroad tracks.
thermite is nothing more than rust (iron oxide) and aluminum powder
quite impressive when that goes up.
Grt
Hopperdhh(at)aol.com wrote:
>
> In a message dated 10/6/04 9:10:51 PM US Eastern Standard Time,
> chaztuna(at)adelphia.net writes:
>
>
>>>Aluminum, like magnesium will burn. Its just harder to get it to start.
>>
>>In
>>
>>>practice its not an issue, but aluminum will burn. The space shuttle
>>
>>solid
>>
>>>rocket boosters burn aluminum.
>>>
>>>Don
>>>
>>
>
> I seem to remember a physics teacher saying that ANYTHING will burn. Think
> that plastic sump won't burn! I know steel will burn. Ask anyone who has cut
> steel with a torch. Just get the temperature up and add oxygen. But we're
> getting off topic here! Some things burn better than others!
>
> Dan Hopper
> RV-7A
> N766DH (flying -- about 58 hours)
>
>
>
>
>
>
--
is subject to a download and archival fee in the amount of $500
________________________________________________________________________________
| From: | "Nauga" <nauga(at)brick.net> |
| Subject: | Re: RV-4 destroyed |
http://home.bellsouth.net/p/s/community.dll?ep=87&subpageid=173344&ck
should get you there. It's not a pretty sight. You have my
sympathies.
Dave Hyde
nauga(at)brick.net
RV-4 in flight test
________________________________________________________________________________
| From: | "John" <n1cxo320(at)salidaco.com> |
| Subject: | Pat's RV4 Destroyed URL |
I found Pat's pictures at this URL via Google
http://home.bellsouth.net/p/s/community.dll?ep=87&subpageid=173344&ck
________________________________________________________________________________
| From: | Hopperdhh(at)aol.com |
| Subject: | Re: Wt of aluminum correction and a point on shuttle SRB vs Rutan |
en...
In a message dated 10/7/04 10:18:33 AM US Eastern Standard Time,
don_mei(at)hotmail.com writes:
>
> HUUUUUGGGEEEE difference between the Rutan hybrid rocket and the shuttle
> SRBs. Shuttle SRBs have the oxidizer mixed right in. I.e. like a bottle
> rocket. Once it is lit there is NO WAY it can be throttled or even shut
> down.
>
I'm no rocket scientist, but I remember reading that the Shuttle boosters can
be shut down. I believe this is done by setting off an explosion which
basically blows the fire out. Is this correct?
Dan Hopper
RV-7A
N766DH (Flying about 58 hours now.)
________________________________________________________________________________
| From: | "John Furey" <john(at)fureychrysler.com> |
to those of you that have flush mounted your Dynon, and there is no
adjustment for bank angle have you had any trouble getting it leveled in the
panel so it shows wings level when they are?
John Furey
RV6A
________________________________________________________________________________
| From: | "Alex Peterson" <alexpeterson(at)earthlink.net> |
| Subject: | Land of Enchantment and Solid Rockets |
Another fun fact on the SRB's is that when firing, they have an internal
pressure of around 800 psi. Not bad considering that they have a big
hole in one end.
BTW, we have a group of about 7 RV's that are planning to gaggle up and
fly down to Land of Enchantment, leaving Minneapolis Thursday morning.
A couple stragglers are leaving Friday, also. Can we pick up any more
on the way through? General route is Minneapolis, eastern NE (fuel in
maybe York NE), central KS, northern TX (fuel Hutchinson Cty TX), LRU.
Alex Peterson
RV6-A 530 hours
Maple Grove, MN
http://www.home.earthlink.net/~alexpeterson/
________________________________________________________________________________
| From: | "Mike Mckenna" <mmckenna(at)bellsouth.net> |
| Subject: | Rapco Brake Disks ( Rotors ) |
Chuck,
Check with Grove Aircraft http://www.groveaircraft.com/wbproducts.html .
I understand there parts are interchangeable and from what I have seen
much better quality than Cleveland.
Mike Mckenna
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Charles
Rowbotham
Subject: RV-List: Rapco Brake Disks ( Rotors )
Does anyone have any experience or comments on Rapco brake disks (rotors)
compared to Cleveland brake disks. These would be used on Cleveland disk
brake assemblies. Both company's disks referance the same part number. Cost
difference is Rapco - $72 and Cleveland $106 from ACS. Also anyone know of
another source of Cleveland disks at a lower cost?
Thanks,
Chuck Rowbotham
RV-8A
________________________________________________________________________________
| From: | Wheeler North <wnorth(at)sdccd.cc.ca.us> |
| Subject: | I disagree, as usual ;{) |
To the contrare oh great one (and that is said with genuine sincerity) there
is no requirement in any part of CFR14 or in any advisory circular or order
that requires a logbook entry for any maintinance on any aircraft.
They only require that a maintenance record be made and kept, usually for a
year, in most cases. That record can be kept on your hand if that will last
a year. A number of folks use a white board in their hangar for general
stuff and a logbook for more permanent maintenance such as major repairs or
alterations.
43.9 and 43.11 give good examples of what an entry should look like and what
must be in them. That said Part 43 is specifically exempted from
experimentals, and contrary to what many including the FAA may say, an FAA
order does not supercede CFR 14, or any part of it. But your airworthiness
certificate is issued based upon an order and a vague compliance with this
Part and Part 91.
That said, I'm guessing there have not been too many enforcements based upon
maintenance record errors or omissions for experimentals because of this
conflict and vagueness. If I were an FAA Inspector I would be very nervous
expending limited resources in this venue, particularly against a
potentially noisy advesary such as the EAA. Its much easier/more productive
to go for an operations violation and enforce to your heart's content given
the suspect really is in need of a tune-up.
The only reason I point this out is, keep your records for yourself, and
your failing memory, not because of some vague ill understood ruling. Be
concise, but state what, when, and who did the maintenance, and remember
that these records can be used in any lawsuit, which in my opinion is a
prime motivator for them to not be so permanent.
W
________________________________________________________________________________
| Subject: | Re: Land of Enchantment and Solid Rockets |
Alex-
Think your TX fuel stop is in Borger, Texas, Hutchinson County Airport.
Good stop. If you continued on another 40 mi. to Amarillo Tx International or Amarillo
Tradewind airport you would have to mortgage the airplanes to pay for
the fuel.
BClary
RV-6A xowner
________________________________________________________________________________
| From: | "Jim Thorne" <rv7a(at)cox.net> |
| Subject: | Re: I disagree, as usual ;{) |
I agree with Wheeler. I once reported to the General Counsel of a major
airline. He cautionary advice, paraphrased, was "Nothing in the files will
ever help you and in the event of a problem it will only help your
adversary.
J. Thorne
RV7A QB
CHD
----- Original Message -----
From: "Wheeler North" <wnorth(at)sdccd.cc.ca.us>
Subject: RV-List: I disagree, as usual ;{)
>
> To the contrare oh great one (and that is said with genuine sincerity)
> there
> is no requirement in any part of CFR14 or in any advisory circular or
> order
> that requires a logbook entry for any maintinance on any aircraft.
>
> They only require that a maintenance record be made and kept, usually for
> a
> year, in most cases. That record can be kept on your hand if that will
> last
> a year. A number of folks use a white board in their hangar for general
> stuff and a logbook for more permanent maintenance such as major repairs
> or
> alterations.
>
> 43.9 and 43.11 give good examples of what an entry should look like and
> what
> must be in them. That said Part 43 is specifically exempted from
> experimentals, and contrary to what many including the FAA may say, an FAA
> order does not supercede CFR 14, or any part of it. But your airworthiness
> certificate is issued based upon an order and a vague compliance with this
> Part and Part 91.
>
> That said, I'm guessing there have not been too many enforcements based
> upon
> maintenance record errors or omissions for experimentals because of this
> conflict and vagueness. If I were an FAA Inspector I would be very nervous
> expending limited resources in this venue, particularly against a
> potentially noisy advesary such as the EAA. Its much easier/more
> productive
> to go for an operations violation and enforce to your heart's content
> given
> the suspect really is in need of a tune-up.
>
> The only reason I point this out is, keep your records for yourself, and
> your failing memory, not because of some vague ill understood ruling. Be
> concise, but state what, when, and who did the maintenance, and remember
> that these records can be used in any lawsuit, which in my opinion is a
> prime motivator for them to not be so permanent.
>
> W
>
>
>
________________________________________________________________________________
| Subject: | Re: I disagree, as usual ;{) |
Hmmm, sounds like a need for two aircraft logs........Did I say that out loud!!
>
>I agree with Wheeler. I once reported to the General Counsel of a major
>airline. He cautionary advice, paraphrased, was "Nothing in the files will
>ever help you and in the event of a problem it will only help your
>adversary.
>
>J. Thorne
>RV7A QB
>CHD
>----- Original Message -----
>From: "Wheeler North" <wnorth(at)sdccd.cc.ca.us>
>To:
>Subject: RV-List: I disagree, as usual ;{)
>
>
> >
> > To the contrare oh great one (and that is said with genuine sincerity)
> > there
> > is no requirement in any part of CFR14 or in any advisory circular or
> > order
> > that requires a logbook entry for any maintinance on any aircraft.
> >
> > They only require that a maintenance record be made and kept, usually for
> > a
> > year, in most cases. That record can be kept on your hand if that will
> > last
> > a year. A number of folks use a white board in their hangar for general
> > stuff and a logbook for more permanent maintenance such as major repairs
> > or
> > alterations.
> >
> > 43.9 and 43.11 give good examples of what an entry should look like and
> > what
> > must be in them. That said Part 43 is specifically exempted from
> > experimentals, and contrary to what many including the FAA may say, an FAA
> > order does not supercede CFR 14, or any part of it. But your airworthiness
> > certificate is issued based upon an order and a vague compliance with this
> > Part and Part 91.
> >
> > That said, I'm guessing there have not been too many enforcements based
> > upon
> > maintenance record errors or omissions for experimentals because of this
> > conflict and vagueness. If I were an FAA Inspector I would be very nervous
> > expending limited resources in this venue, particularly against a
> > potentially noisy advesary such as the EAA. Its much easier/more
> > productive
> > to go for an operations violation and enforce to your heart's content
> > given
> > the suspect really is in need of a tune-up.
> >
> > The only reason I point this out is, keep your records for yourself, and
> > your failing memory, not because of some vague ill understood ruling. Be
> > concise, but state what, when, and who did the maintenance, and remember
> > that these records can be used in any lawsuit, which in my opinion is a
> > prime motivator for them to not be so permanent.
> >
> > W
> >
> >
> >
>
>
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
________________________________________________________________________________
| From: | "Mike Robertson" <mrobert569(at)hotmail.com> |
| Subject: | I disagree, as usual ;{) |
Wheeler,
You are entirely correct, but I think if you look back at my post you will
notice that I did not say in which format the entry will be made, just that
a log entry is necessary. It can be on toilet paper!! It is just that 91
says you will make a log entry in accordance with Part 43.
You are also right about the length of time to keep the entries. The reg
states one year or until superseded.
Mike Robertson
>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: I disagree, as usual ;{)
>Date: Fri, 8 Oct 2004 06:43:50 -0700
>
>
>To the contrare oh great one (and that is said with genuine sincerity)
>there
>is no requirement in any part of CFR14 or in any advisory circular or order
>that requires a logbook entry for any maintinance on any aircraft.
>
>They only require that a maintenance record be made and kept, usually for a
>year, in most cases. That record can be kept on your hand if that will last
>a year. A number of folks use a white board in their hangar for general
>stuff and a logbook for more permanent maintenance such as major repairs or
>alterations.
>
>43.9 and 43.11 give good examples of what an entry should look like and
>what
>must be in them. That said Part 43 is specifically exempted from
>experimentals, and contrary to what many including the FAA may say, an FAA
>order does not supercede CFR 14, or any part of it. But your airworthiness
>certificate is issued based upon an order and a vague compliance with this
>Part and Part 91.
>
>That said, I'm guessing there have not been too many enforcements based
>upon
>maintenance record errors or omissions for experimentals because of this
>conflict and vagueness. If I were an FAA Inspector I would be very nervous
>expending limited resources in this venue, particularly against a
>potentially noisy advesary such as the EAA. Its much easier/more productive
>to go for an operations violation and enforce to your heart's content given
>the suspect really is in need of a tune-up.
>
>The only reason I point this out is, keep your records for yourself, and
>your failing memory, not because of some vague ill understood ruling. Be
>concise, but state what, when, and who did the maintenance, and remember
>that these records can be used in any lawsuit, which in my opinion is a
>prime motivator for them to not be so permanent.
>
>W
>
>
________________________________________________________________________________
| From: | "Evan and Megan Johnson" <evmeg(at)snowcrest.net> |
Gentlemen (and ladies) I just started looking at my options for a pitot tube for
my RV10 project and am horrified with the results. I can either bend a piece
of aluminum per the plans (way too ugly for me) or seemingly spend a minimum
of around 300 bucks for a faired in non heated pitot with mount. The standard
AN 5812 is now up to $962.00 for certified and over $400 for non certified....without
a mount! Sooo, I need a show of hands. I am looking into casting a new
pitot tube in aluminum and I want to make sure there will be enough interest
in it to go forward. It will be a non heated version with a stainless 1/4" tube
running through it. The target sale price including a mount is around $200.00.
I need some feedback please, on or off list is fine with me.
Thanks a bunch......Evan Johnson
(530) 351-1776
www.evansaviationproducts.com
________________________________________________________________________________
I bought 2 used AN 5812 heated pitots from the local aircraft recycler for
$5 each. I said I was NOT going to use them on aircraft. One was bent, the
other scratched. http://www.rv7.us/daily040908%20w.htm to see them. It
turns out that they both work fine. What I did wrong, was I failed to get
the phenolic connectors that were with them (not smart on my part). Do try
your local aircraft recycler, but say you want them for a science experiment
or demonstration project. They wanted $100 each if they were to be mounted
on an aircraft of any type....
BTW - I'm not encouraging you to lie, so adjust my suggestion to fit your
own moral balance. I justified it as a reasonable effort to protect myself
against rippoff. It worked for me :-)
Kathleen Evans
www.rv7.us
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Evan and Megan
Johnson
Subject: RV-List: New Pitot Tube
Gentlemen (and ladies) I just started looking at my options for a pitot tube
for my RV10 project and am horrified with the results. I can either bend a
piece of aluminum per the plans (way too ugly for me) or seemingly spend a
minimum of around 300 bucks for a faired in non heated pitot with mount. The
standard AN 5812 is now up to $962.00 for certified and over $400 for non
certified....without a mount! Sooo, I need a show of hands. I am looking
into casting a new pitot tube in aluminum and I want to make sure there will
be enough interest in it to go forward. It will be a non heated version with
a stainless 1/4" tube running through it. The target sale price including a
mount is around $200.00. I need some feedback please, on or off list is fine
with me.
Thanks a bunch......Evan Johnson
(530) 351-1776
www.evansaviationproducts.com
________________________________________________________________________________
| From: | "Ken Simmons" <ken(at)truckstop.com> |
| Subject: | Re: Follow up to posting about KLX-135A |
I've got some additional data on the business practices of Aircraft Spruce that
came to a head today. I had ordered a digital G meter from them while at Reno.
It was a new listing in their printed catalog. I got a notice that it was backordered.
It took two emails and two calls to get an estimated ship date. Then
I received a confusing email asking what country I wanted it shipped to. I called
them and found out that since this was a brand new item with no stock and
shipped from overseas, that I would have to pay an additional $50 fee. Isn't
that the point of companies like Aircraft Spruce, they maintain stock so the
manufacturer doesn't have to?
Now back to the drawing board on a g meter.
Ken
---------- Original Message ----------------------------------
From: <sears(at)searnet.com>
Date: Wed, 6 Oct 2004 05:23:37 -0400
>
>
>> I would like all the subscribers to know that Jim Irwin , President of
>Aircraft Spruce > and Specialty, corrected the price on the KLX-135A and
>gave me a credit for the
>> difference. They have proven that customer is # 1 and they are #1 with
>me.
>> Mickey Martin RV 6
>>
>
>Good luck. Around here, the service hasn't been that good. I bought from
>them when I first started building Scooter way back in 1992 and quit buying
>from them, after a bit. Then, I started buying from them again around 1996
>after they assured me they had changed. Yeah, sure. I stopped again. I've
>found their service, pricing, shipping practices, etc. not up to par with
>the other companies I've bought from. Today, I use Wicks for most of my day
>to day stuff. I only use Aircraft Spruce as a last resort when I can't find
>an item somewhere else. Maybe the new location in Georgia will help. I got
>better service out of those folks than the ones out west. I must admit that
>I do like their catalog. I use it for ideas before buying from somebody
>else.
>
>Jim Sears in KY
>RV-6A N198JS (Scooter)
>RV-7A #70317 (Building wings, fuse ordered)
>
>
________________________________________________________________________________
| From: | Denis Walsh <denis.walsh(at)comcast.net> |
| Subject: | Re: Rapco Brake Disks ( Rotors ) |
I have used Rapco for several items and have been universally pleased.
Better quality and lower price. My kind of products! The brake pads
even have a wear indicator notch which is an improvement over the
Cleveland, in my opinion.
I will go with the Rapco rotors, sight unseen, when I need them soon.
D Walsh
On Oct 8, 2004, at 7:10 AM, Mike Mckenna wrote:
>
> Chuck,
>
> Check with Grove Aircraft
> http://www.groveaircraft.com/wbproducts.html .
> I understand there parts are interchangeable and from what I have seen
> much better quality than Cleveland.
>
> Mike Mckenna
>
>
> -----Original Message-----
> From: owner-rv-list-server(at)matronics.com
> [mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Charles
> Rowbotham
> To: rv-list(at)matronics.com
> Subject: RV-List: Rapco Brake Disks ( Rotors )
>
>
>
>
> Does anyone have any experience or comments on Rapco brake disks
> (rotors)
> compared to Cleveland brake disks. These would be used on Cleveland
> disk
> brake assemblies. Both company's disks referance the same part number.
> Cost
> difference is Rapco - $72 and Cleveland $106 from ACS. Also anyone
> know of
> another source of Cleveland disks at a lower cost?
>
> Thanks,
>
> Chuck Rowbotham
> RV-8A
>
>
>
> _-
> =======================================================================
> _-
> =======================================================================
> _-
> =======================================================================
> _-
> =======================================================================
> >
>
>
________________________________________________________________________________
| From: | "Bob 1" <rv3a(at)comcast.net> |
| Subject: | Re: Catto props...3 vs 2 blade |
----- Original Message -----
From: "Jim Oke" <wjoke(at)shaw.ca>
Subject: Re: RV-List: Catto props...3 vs 2 blade
>
> Hi Bob;
>
> Yes, that's my assessment of why my -3 feels "rougher" than my -6A. How
did
> you implement your 12 lbs of mass too the flywheel solution? A steel plate
> cut to shape or other? Any balance issues to avoid stressing the
crankshaft
> (which is designed to with stand out of balance props in any case...)
>
> Jim Oke
> Wpg, MB
=================================
Mark Landoll use to sell these units and what he called a harmonic dampener
as well. My Landoll 12 lb steel ring cost $80 while the dampener sold for
$375 at that time. They bolt directly to the stock flywheel with relative
ease and precision. Use a dial indicator to get it dead on.
Mark use to advertise both in Sport Aviation in the Propeller section.
Also see...
http://www.geocities.com/redrive_psru/HarmonicBalancer.html
________________________________________________________________________________
| From: | "Evan and Megan Johnson" <evmeg(at)snowcrest.net> |
| Subject: | Re: New Pitot Tube |
Excellent! You got a fantastic deal on a heated pitot. 2 Even! If I dont
cast some new ones I will probably just buy the Dynon heated pitot for my
project (RV10) I will almost never fly IFR, but I think the plane will
deseve the option. I am spending too much time and money to put that ugly
little tube under the wing. If I ever decide to sell it the next owner will
almost certainly want it to be IFR capable......so I better make it an easy
thing to do. Next time you go to the airplane scrapyard look for one for me
:) We dont have any airplane scrapyards around here.
Evan
----- Original Message -----
From: <Kathleen(at)rv7.us>
Subject: RE: RV-List: New Pitot Tube
>
> I bought 2 used AN 5812 heated pitots from the local aircraft recycler for
> $5 each. I said I was NOT going to use them on aircraft. One was bent,
the
> other scratched. http://www.rv7.us/daily040908%20w.htm to see them. It
> turns out that they both work fine. What I did wrong, was I failed to get
> the phenolic connectors that were with them (not smart on my part). Do
try
> your local aircraft recycler, but say you want them for a science
experiment
> or demonstration project. They wanted $100 each if they were to be
mounted
> on an aircraft of any type....
>
> BTW - I'm not encouraging you to lie, so adjust my suggestion to fit your
> own moral balance. I justified it as a reasonable effort to protect
myself
> against rippoff. It worked for me :-)
>
> Kathleen Evans
> www.rv7.us
>
>
> -----Original Message-----
> From: owner-rv-list-server(at)matronics.com
> [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Evan and Megan
> Johnson
> To: rv-list(at)matronics.com
> Subject: RV-List: New Pitot Tube
>
>
>
> Gentlemen (and ladies) I just started looking at my options for a pitot
tube
> for my RV10 project and am horrified with the results. I can either bend a
> piece of aluminum per the plans (way too ugly for me) or seemingly spend a
> minimum of around 300 bucks for a faired in non heated pitot with mount.
The
> standard AN 5812 is now up to $962.00 for certified and over $400 for non
> certified....without a mount! Sooo, I need a show of hands. I am looking
> into casting a new pitot tube in aluminum and I want to make sure there
will
> be enough interest in it to go forward. It will be a non heated version
with
> a stainless 1/4" tube running through it. The target sale price including
a
> mount is around $200.00. I need some feedback please, on or off list is
fine
> with me.
>
> Thanks a bunch......Evan Johnson
> (530) 351-1776
> www.evansaviationproducts.com
>
>
________________________________________________________________________________
| From: | "Cammie Patch" <cammie(at)sunvalley.net> |
Last month I reserved a new tail number. Before that I had N5YR, but I don't
think I'll finish my RV-7a before January (five year mark), so I reserved
533YA. Squint at it a little and you'll see what it says.......
Cammie
________________________________________________________________________________
| From: | "Larry Bowen" <Larry(at)bowenaero.com> |
I'm a little disappointed in the range of my comm radio. Inside 20 miles
it's OK, but I was expecting more. It's an SL30 radio with a clean commant
bent-whip antenna under the footwell. What sort of things can I do/check to
ensure I'm getting the max performance from it?
-
Larry Bowen
Larry(at)BowenAero.com
http://BowenAero.com
________________________________________________________________________________
| From: | "David Burton" <dburton(at)nwlink.com> |
Very nice!
You all know the N1KE story don't you. It was worth a bit to one pilot...
________________________________________________________________________________
| From: | Danny Lawhon <dlawhon(at)yahoo.com> |
I don't get it ? , but then again I can never see the
stuff in holigrams either.. Please explain..
Danny..
> Last month I reserved a new tail number. Before that
> I had N5YR, but I don't
> think I'll finish my RV-7a before January (five year
> mark), so I reserved
> 533YA. Squint at it a little and you'll see what it
> says.......
>
> Cammie
>
_______________________________
Express yourself with Y! Messenger! Free. Download now.
________________________________________________________________________________
| From: | "Ed Anderson" <eanderson(at)carolina.rr.com> |
533YA = SEE YA!
----- Original Message -----
From: "Danny Lawhon" <dlawhon(at)yahoo.com>
Subject: Re: RV-List: tail number
>
> I don't get it ? , but then again I can never see the
> stuff in holigrams either.. Please explain..
>
>
> Danny..
>
> > Last month I reserved a new tail number. Before that
> > I had N5YR, but I don't
> > think I'll finish my RV-7a before January (five year
> > mark), so I reserved
> > 533YA. Squint at it a little and you'll see what it
> > says.......
> >
> > Cammie
> >
>
>
> _______________________________
> Express yourself with Y! Messenger! Free. Download now.
>
>
________________________________________________________________________________
| From: | "thomas a. sargent" <sarg314(at)earthlink.net> |
Larry:
I believe Bob Knuckles' advice on radio problems is that a large
fraction are caused by poor connections or poor grounding. So make sure
your antenna cable is good and the antenna has a good ground connection.
The standard test for antenna efficiency is an SWR meter (Standing Wave
Ratio). It's a measure of how well the transmitter power is coupling
into the antenna (actually getting radiated).
Larry Bowen wrote:
>
> I'm a little disappointed in the range of my comm radio.
--
Tom Sargent, RV-6A
________________________________________________________________________________
| From: | "steve zicree" <szicree(at)adelphia.net> |
Having just finished reading "Electric" Bob Nuckoll's book, I think I'd
shoot him an email with the particulars and see what he says. This book has
been extremely informative and he seems to know a ton about how to get the
most out of antennas. Good luck sorting it out.
Steve Zicree
----- Original Message -----
From: "Larry Bowen" <Larry(at)bowenaero.com>
Subject: RV-List: Radio Range
>
> I'm a little disappointed in the range of my comm radio. Inside 20 miles
> it's OK, but I was expecting more. It's an SL30 radio with a clean
commant
> bent-whip antenna under the footwell. What sort of things can I do/check
to
> ensure I'm getting the max performance from it?
>
> -
> Larry Bowen
> Larry(at)BowenAero.com
> http://BowenAero.com
>
>
________________________________________________________________________________
| From: | "Jerry Calvert" <rv6(at)cox.net> |
Larry, I used AKZO primer on my -6 and didn't remove enough from the skin
underneath the plate on the inside of the cocpit that the antennae screws
connect to. I had a poor ground plane and it showed. I removed all primer
to the bare aluminum under the plate and reattached the atennae. Works
great now. I pick up communications 70+ miles away that sound like they are
in my pattern.
Tom is right on about the SWR. I have a bent whip and it is supposed to be
about 1.2 SWR. There is a range that it should fall in and be Ok. Search
the internet for some good info on SWR.
Jerry Calvert
Edmond Ok
N296JC RV6
----- Original Message -----
From: "thomas a. sargent" <sarg314(at)earthlink.net>
Subject: Re: RV-List: Radio Range
>
> Larry:
> I believe Bob Knuckles' advice on radio problems is that a large
> fraction are caused by poor connections or poor grounding. So make sure
> your antenna cable is good and the antenna has a good ground connection.
>
> The standard test for antenna efficiency is an SWR meter (Standing
Wave
> Ratio). It's a measure of how well the transmitter power is coupling
> into the antenna (actually getting radiated).
>
>
> Larry Bowen wrote:
> >
> > I'm a little disappointed in the range of my comm radio.
>
> --
> Tom Sargent, RV-6A
>
>
________________________________________________________________________________
| From: | "Shirley Harding" <shirleyh(at)argo.net.au> |
| Subject: | Throttle quadrant installation |
Hi Listers - I wonder if any one can direct me to pictures/drawings/advice on installing
the Vans throttle quadrant in the centre of an RV6. I have opted not
to install the central console, and I don't like the vernier controls, so I
want to replace them with the quadrant style. Any advice greatly appreciated.
Shirley Harding
RV6 VH ASF
Finish kit
Perth Western Australia
________________________________________________________________________________
| From: | "John Furey" <john(at)fureychrysler.com> |
I'm anticipating the arrival of a constant speed prop so I mounted the
governor pad and gear along with the steel line to the front of the engine,
all which came with the engine originally. Is there any problem running it
this way until my prop comes in when I'll mount the governor & replace the
center plug in the crank?
I'll have a 300 hour Sensenich 70x80 prop in perfect condition with spinner
for sale when the new prop shows up. Also a prestolite starter with 300
hours in perfect condition for sale (no long cranks, engine always heated)
like new.
John Furey
RV6A
________________________________________________________________________________
| From: | "Larry Bowen" <Larry(at)bowenaero.com> |
Thanks all for the info. It gives me something to start with.
Jerry, how did you determine the poor ground? Did it show on the
multimeter?
-
Larry Bowen
Larry(at)BowenAero.com
http://BowenAero.com
> -----Original Message-----
> From: Jerry Calvert [mailto:rv6(at)cox.net]
> Sent: Saturday, October 09, 2004 8:20 AM
> To: rv-list(at)matronics.com
> Subject: Re: RV-List: Radio Range
>
>
> Larry, I used AKZO primer on my -6 and didn't remove enough
> from the skin underneath the plate on the inside of the
> cocpit that the antennae screws connect to. I had a poor
> ground plane and it showed. I removed all primer to the bare
> aluminum under the plate and reattached the atennae. Works
> great now. I pick up communications 70+ miles away that
> sound like they are in my pattern.
>
> Tom is right on about the SWR. I have a bent whip and it is
> supposed to be about 1.2 SWR. There is a range that it
> should fall in and be Ok. Search the internet for some good
> info on SWR.
>
> Jerry Calvert
> Edmond Ok
> N296JC RV6
>
> ----- Original Message -----
> From: "thomas a. sargent" <sarg314(at)earthlink.net>
> To:
> Subject: Re: RV-List: Radio Range
>
>
> > -->
> >
> > Larry:
> > I believe Bob Knuckles' advice on radio problems is that a
> > large fraction are caused by poor connections or poor
> grounding. So
> > make sure your antenna cable is good and the antenna has a
> good ground connection.
> >
> > The standard test for antenna efficiency is an SWR meter
> > (Standing
> Wave
> > Ratio). It's a measure of how well the transmitter power
> is coupling
> > into the antenna (actually getting radiated).
> >
> >
> > Larry Bowen wrote:
> > >
> > > I'm a little disappointed in the range of my comm radio.
> >
> > --
> > Tom Sargent, RV-6A
> >
> >
>
>
> ===========
> Matronics Forums.
> ===========
> ===========
> ===========
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Ken Beene" <kbeene(at)citilink.com> |
Larry,
These are all good suggestions on the VSWR and grounding. If this doesn't
fix the problem, make sure you don't have Radio Frequency Interference (RFI)
being generated in the panel. I recently saw this problem with an
electronic engine monitor. The noise was desensitizing the receiver and
only strong signals were detectable. The noise would not break the squelch.
Ken
________________________________________________________________________________
| From: | SportAV8R(at)aol.com |
Tom is right on about the SWR. I have a bent whip and it is supposed to be
about 1.2 SWR. There is a range that it should fall in and be Ok. Search
the internet for some good info on SWR.<<
Now we're talkin'!
Larry, bring that plane up here when you fly off the restricted time, and we'll
slap my MFJ antenna analyzer on it and see where the SWR curve lies,and a few
other things.
-Stormy
________________________________________________________________________________
| From: | "Richard Jason" <prestige(at)sover.net> |
| Subject: | RF interference. |
I recently installed a King KX 155 nav com in my RV-6 slider. The antenna, new
"Comant" is mounted on the top of the turtle deck 18" aft of the canopy skirt
when open.
Problem, whenever I transmit, the auto pilot, "Digitrak II" does an un commanded
abrupt turn and the trim indicator "Ray Allen" goes crazy, all the segments
lite up.
I have had our local avionics tech (very knowledgeable) check the system and it
appears to be fine. He believes, RF radiation from the antenna is passing through
the canopy and causing the problem???
My #2 com. an "Icom" with the antenna mounted on the underside of the fuselage,
causes no problems.
Fix, I moved the top mounted antenna from the top of the fuselage to the underside,
the same distance aft of the avionics stack, using all the original hardware.
I did not re-route the antenna cable, only moved it from the top to the bottom
of the fuselage. Problem disappeared??
Dick Jason
RV-6 N661DJ
________________________________________________________________________________
| From: | "Randy Lervold" <randy(at)romeolima.com> |
| Subject: | Re: RF interference. |
Darn, I was going to mount my com antenna on the top of the rear turtledeck
also because the RV-3 sits so low to the ground and I don't like getting
poked with the belly antenna when cleaning down there. Could we hear from
anyone else with a top mounted antenna? Problems, or work ok?
Thanks,
Randy Lervold
www.rv-3.com
----- Original Message -----
From: "Richard Jason" <prestige(at)sover.net>
Subject: RV-List: RF interference.
>
> I recently installed a King KX 155 nav com in my RV-6 slider. The antenna,
new "Comant" is mounted on the top of the turtle deck 18" aft of the canopy
skirt when open.
> Problem, whenever I transmit, the auto pilot, "Digitrak II" does an un
commanded abrupt turn and the trim indicator "Ray Allen" goes crazy, all the
segments lite up.
> I have had our local avionics tech (very knowledgeable) check the system
and it appears to be fine. He believes, RF radiation from the antenna is
passing through the canopy and causing the problem???
> My #2 com. an "Icom" with the antenna mounted on the underside of the
fuselage, causes no problems.
> Fix, I moved the top mounted antenna from the top of the fuselage to the
underside, the same distance aft of the avionics stack, using all the
original hardware. I did not re-route the antenna cable, only moved it from
the top to the bottom of the fuselage. Problem disappeared??
> Dick Jason
> RV-6 N661DJ
>
>
________________________________________________________________________________
| From: | Sam Buchanan <sbuc(at)hiwaay.net> |
| Subject: | Re: RF interference. |
Randy Lervold wrote:
>
> Darn, I was going to mount my com antenna on the top of the rear turtledeck
> also because the RV-3 sits so low to the ground and I don't like getting
> poked with the belly antenna when cleaning down there. Could we hear from
> anyone else with a top mounted antenna? Problems, or work ok?
>
> Thanks,
> Randy Lervold
> www.rv-3.com
The com antenna on my RV-6 tipup is mounted on the turtle deck and radio
performance is very good. I have seen occasions when some extra LEDS on
the EI fuel gage lit up during transmit, but no problems with avionics,
EZ-Pilot autopilot or RMI engine monitor. I have no idea whether or not
the top mounted antenna is the culprit.
Sam Buchanan
________________________________________________________________________________
| From: | Jeff Point <jpoint(at)mindspring.com> |
| Subject: | Re: prop governor |
John,
If you run a fixed pitch prop with this setup, pressure will build up in
the oil line, which may eventually blow out the crank plug, leading to a
loss of oil in flight. This happened to at least one RV lister that I'm
aware of.
To run a fixed pitch prop with this setup, you need to do one of two
things. Either puncture a hole in the rear crank plug to keep pressure
from building up in the oil line, or replace the governor pad cover with
a cover designed for this application, which has a small groove machined
into it, serving the same purpose. Puncturing the rear crank seal is
more of a long term solution, since you are upgrading to a C/S prop
soon, I'd go with option B. I don't have the part number handy, but
call Bart at Aerosport Power, as he helped me with this and is familiar
with this part.
Jeff Point
RV-6
Milwaukee WI
>
>
________________________________________________________________________________
| From: | "Jerry Calvert" <rv6(at)cox.net> |
Nothing technical.....I had checked the coax cables and they were ok. Next,
pulled the antennae and cleaned ALL of the primer off under the attach
plate. Bingo!
Jerry
----- Original Message -----
From: "Larry Bowen" <Larry(at)bowenaero.com>
Subject: RE: RV-List: Radio Range
>
> Thanks all for the info. It gives me something to start with.
>
> Jerry, how did you determine the poor ground? Did it show on the
> multimeter?
>
> -
> Larry Bowen
> Larry(at)BowenAero.com
> http://BowenAero.com
>
>
> > -----Original Message-----
> > From: Jerry Calvert [mailto:rv6(at)cox.net]
> > Sent: Saturday, October 09, 2004 8:20 AM
> > To: rv-list(at)matronics.com
> > Subject: Re: RV-List: Radio Range
> >
> >
> > Larry, I used AKZO primer on my -6 and didn't remove enough
> > from the skin underneath the plate on the inside of the
> > cocpit that the antennae screws connect to. I had a poor
> > ground plane and it showed. I removed all primer to the bare
> > aluminum under the plate and reattached the atennae. Works
> > great now. I pick up communications 70+ miles away that
> > sound like they are in my pattern.
> >
> > Tom is right on about the SWR. I have a bent whip and it is
> > supposed to be about 1.2 SWR. There is a range that it
> > should fall in and be Ok. Search the internet for some good
> > info on SWR.
> >
> > Jerry Calvert
> > Edmond Ok
> > N296JC RV6
> >
> > ----- Original Message -----
> > From: "thomas a. sargent" <sarg314(at)earthlink.net>
> > To:
> > Subject: Re: RV-List: Radio Range
> >
> >
> > > -->
> > >
> > > Larry:
> > > I believe Bob Knuckles' advice on radio problems is that a
> > > large fraction are caused by poor connections or poor
> > grounding. So
> > > make sure your antenna cable is good and the antenna has a
> > good ground connection.
> > >
> > > The standard test for antenna efficiency is an SWR meter
> > > (Standing
> > Wave
> > > Ratio). It's a measure of how well the transmitter power
> > is coupling
> > > into the antenna (actually getting radiated).
> > >
> > >
> > > Larry Bowen wrote:
> > > >
> > > > I'm a little disappointed in the range of my comm radio.
> > >
> > > --
> > > Tom Sargent, RV-6A
> > >
> > >
> >
> >
> > ===========
> > Matronics Forums.
> > ===========
> > ===========
> > ===========
> >
> >
> >
> >
> >
> >
>
>
________________________________________________________________________________
| From: | Doug Shenk <dshenk3(at)bresnan.net> |
| Subject: | Re: Throttle quadrant installation |
I was planning this also but know of a couple of builders who started
down this path and reverted to the push-pull setup -
not sure why but suspect it was more trouble than it was worth. One guy
said he just could not get the engineering to work the way he wanted.
I would contact the manufacturer directly at
http://www.vansairforce.net/djm/djmmfg.htm#modelspricing to see what
information they might have.
Doug Shenk, RV6A
Shirley Harding wrote:
>
>Hi Listers - I wonder if any one can direct me to pictures/drawings/advice on
installing the Vans throttle quadrant in the centre of an RV6. I have opted not
to install the central console, and I don't like the vernier controls, so I
want to replace them with the quadrant style. Any advice greatly appreciated.
>
>Shirley Harding
>RV6 VH ASF
>Finish kit
>Perth Western Australia
>
>
>
>
________________________________________________________________________________
| From: | "MHRV" <MHRV(at)houston.rr.com> |
| Subject: | Opening 7A-QB Wing crate |
Just curious if anyone has opened the 7A QB wing crate in the upright
position or is this ill advised? Unfortunately, I don't have an easy way to
lay it down so I need to open it upright.
Thanks
________________________________________________________________________________
| From: | "Evan and Megan Johnson" <evmeg(at)snowcrest.net> |
| Subject: | bring on the fuel tanks! |
I finally got some good help in the shop and the tank building schedule is moving
fast. If any of you guys are considering having the messy part handled by the
pros, now is a good time to do it. The turn around times are way shorter than
they have ever been before. The winter building season is starting up...I can
help you move your project to the next stage.
Thanks a bunch.....
Evan Johnson (200+ sets of tanks so far)
RV10 wings almost done!
www.evansaviationproducts.com
(530)351-1776 cell
________________________________________________________________________________
| From: | "Scott VanArtsdalen" <svanarts(at)yahoo.com> |
| Subject: | I disagree, as usual ;{) |
I think this is what my Fed inspector was alluding to.
--
Scott VanArtsdalen
RV-4 N311SV
4-ever!
The only reason I point this out is, keep your records for yourself, and
your failing memory, not because of some vague ill understood ruling. Be
concise, but state what, when, and who did the maintenance, and remember
that these records can be used in any lawsuit, which in my opinion is a
prime motivator for them to not be so permanent.
W
________________________________________________________________________________
| From: | "Scott VanArtsdalen" <svanarts(at)yahoo.com> |
| Subject: | camera in the tail |
I'm glad you left your comments in. I about fell off my chair as you
were landing because your b:tchin' betty was yelling "ANGLE ANGLE PUSH"
and I started saying "Shut up." And they you started saying "shut up"
on the video in time with me! Great work!
--
Scott VanArtsdalen
RV-4 N311SV
4-ever!
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Larry Bowen
Subject: Re: RV-List: camera in the tail
I have some notes here:
http://bowenaero.com/copper/displayimage.php?album=search&cat=0&pos=0
-
Larry Bowen
Larry(at)BowenAero.com
http://BowenAero.com
Matt Johnson said:
>
> What cameras do you guys use?
>
> - Matt
>
> -----Original Message-----
> From: Bill VonDane <bill(at)vondane.com>
> To: rv-list(at)matronics.com
> Date: Thu, 07 Oct 2004 08:07:16 -0600
> Subject: Re: RV-List: camera in the tail
>
>>
>> COOL!!!
>>
>>
>> ----- Original Message -----
>> From: "Larry Bowen" <Larry(at)bowenaero.com>
>> To:
>> Subject: Re: RV-List: camera in the tail
>>
>>
>>
>> Yes, I have some in-flight video from my second flight on my website.
>>
>> -
>> Larry Bowen, RV-8, 7.2 Hrs
>> Larry(at)BowenAero.com
>> http://BowenAero.com
>>
>> SportAV8R(at)aol.com said:
>> >
>> > Oh, good - a sigmoidoscopy thread!
>> >
>> > I think Larry Bowen has done this, too. It's on my list of things
to
>> add
>> > to my finished abd flying plane when I get the time.
>> >
>> > -Stormy
>> >
>> >
>>
>>
>> ==
>> ==
>> ==
>> ==
>>
>>
>>
>>
>
>
=
=
=
=
________________________________________________________________________________
| From: | "Larry Bowen" <Larry(at)bowenaero.com> |
I will take you up on that on that offer!!
Thanks,
-
Larry Bowen
Larry(at)BowenAero.com
http://BowenAero.com
> -----Original Message-----
> From: SportAV8R(at)aol.com [mailto:SportAV8R(at)aol.com]
> Sent: Saturday, October 09, 2004 10:25 AM
> To: rv-list(at)matronics.com
> Subject: Re: RV-List: Radio Range
>
>
> Tom is right on about the SWR. I have a bent whip and it is
> supposed to be about 1.2 SWR. There is a range that it
> should fall in and be Ok. Search the internet for some good
> info on SWR.<<
>
> Now we're talkin'!
>
> Larry, bring that plane up here when you fly off the
> restricted time, and we'll slap my MFJ antenna analyzer on it
> and see where the SWR curve lies,and a few other things.
>
> -Stormy
>
>
> ===========
> Matronics Forums.
> ===========
> ===========
> ===========
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Larry Bowen" <Larry(at)bowenaero.com> |
This area would be on the belly of the plane, where the antenna sits on the
skin?
Thanks,
-
Larry Bowen
Larry(at)BowenAero.com
http://BowenAero.com
> -----Original Message-----
> From: Jerry Calvert [mailto:rv6(at)cox.net]
> Sent: Saturday, October 09, 2004 1:55 PM
> To: rv-list(at)matronics.com
> Subject: Re: RV-List: Radio Range
>
>
> Nothing technical.....I had checked the coax cables and they
> were ok. Next, pulled the antennae and cleaned ALL of the
> primer off under the attach plate. Bingo!
>
> Jerry
> ----- Original Message -----
> From: "Larry Bowen" <Larry(at)bowenaero.com>
> To:
> Subject: RE: RV-List: Radio Range
>
>
> >
> > Thanks all for the info. It gives me something to start with.
> >
> > Jerry, how did you determine the poor ground? Did it show on the
> > multimeter?
> >
> > -
> > Larry Bowen
> > Larry(at)BowenAero.com
> > http://BowenAero.com
> >
> >
> > > -----Original Message-----
> > > From: Jerry Calvert [mailto:rv6(at)cox.net]
> > > Sent: Saturday, October 09, 2004 8:20 AM
> > > To: rv-list(at)matronics.com
> > > Subject: Re: RV-List: Radio Range
> > >
> > >
> > > Larry, I used AKZO primer on my -6 and didn't remove
> enough from the
> > > skin underneath the plate on the inside of the cocpit that the
> > > antennae screws connect to. I had a poor ground plane and it
> > > showed. I removed all primer to the bare aluminum under
> the plate
> > > and reattached the atennae. Works great now. I pick up
> > > communications 70+ miles away that sound like they are in my
> > > pattern.
> > >
> > > Tom is right on about the SWR. I have a bent whip and it is
> > > supposed to be about 1.2 SWR. There is a range that it
> should fall
> > > in and be Ok. Search the internet for some good info on SWR.
> > >
> > > Jerry Calvert
> > > Edmond Ok
> > > N296JC RV6
> > >
> > > ----- Original Message -----
> > > From: "thomas a. sargent" <sarg314(at)earthlink.net>
> > > To:
> > > Subject: Re: RV-List: Radio Range
> > >
> > >
> > > > -->
> > > >
> > > > Larry:
> > > > I believe Bob Knuckles' advice on radio
> problems is that a
> > > > large fraction are caused by poor connections or poor
> > > grounding. So
> > > > make sure your antenna cable is good and the antenna has a
> > > good ground connection.
> > > >
> > > > The standard test for antenna efficiency is an
> SWR meter
> > > > (Standing
> > > Wave
> > > > Ratio). It's a measure of how well the transmitter power
> > > is coupling
> > > > into the antenna (actually getting radiated).
> > > >
> > > >
> > > > Larry Bowen wrote:
> > > > > -->
> > > > >
> > > > > I'm a little disappointed in the range of my comm radio.
> > > >
> > > > --
> > > > Tom Sargent, RV-6A
> > > >
> > > >
> > >
> > >
> > > ===========
> > > Matronics Forums.
> > > ===========
> > > ===========
> > > ===========
> > >
> > >
> > >
> > >
> > >
> > >
> >
> >
>
>
> ===========
> Matronics Forums.
> ===========
> ===========
> ===========
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Pat Perry" <pperryrv(at)hotmail.com> |
| Subject: | Re: RF interference. |
I had lots of problems with a top mount antenna. It could trip the
electronic trigger on my ELT and caused noise on the intercom when
transmitting.
I moved the antenna to the belly just ahead of the spar on the right side
and all of the problems went away.
Pat Perry
Dallas, PA
RV-4 N154PK Flies great!
>From: Sam Buchanan <sbuc(at)hiwaay.net>
>Reply-To: rv-list(at)matronics.com
>To: rv-list(at)matronics.com
>Subject: Re: RV-List: RF interference.
>Date: Sat, 09 Oct 2004 11:29:00 -0500
>
>
>Randy Lervold wrote:
> >
> > Darn, I was going to mount my com antenna on the top of the rear
>turtledeck
> > also because the RV-3 sits so low to the ground and I don't like getting
> > poked with the belly antenna when cleaning down there. Could we hear
>from
> > anyone else with a top mounted antenna? Problems, or work ok?
> >
> > Thanks,
> > Randy Lervold
> > www.rv-3.com
>
>
>The com antenna on my RV-6 tipup is mounted on the turtle deck and radio
>performance is very good. I have seen occasions when some extra LEDS on
>the EI fuel gage lit up during transmit, but no problems with avionics,
>EZ-Pilot autopilot or RMI engine monitor. I have no idea whether or not
>the top mounted antenna is the culprit.
>
>Sam Buchanan
>
>
Get ready for school! Find articles, homework help and more in the Back to
________________________________________________________________________________
| From: | "Richard Sipp" <rsipp(at)earthlink.net> |
, ,
,
| Subject: | [RV10] 4th Annual Coastal Georgia Fall Fly In |
From: "Richard Sipp" <rsipp(at)earthlink.net>
> Greetings:
>
> Mark your flying schedule for Saturday October 16. That's the date for
the
> 4th annual Coastal Georgia Fall Fly In.
>
> Place: Eagle Neck Airpark 1GA0 located on the Georgia coastline half way
> between Savannah and St. Simons Island.
>
> Barbeque is served around noon. Eagle Neck is home to 3 completed RVs and
3
> more under construction including a 10. Any type aircraft welcome. Make
a
> weekend of it and tour Savannah, book some great off shore fishing or
tidal
> marsh canoeing.
>
> Please RSVP to the sender for more information, airport briefing etc.
>
> Dick Sipp
> RV4 250DS
> RV10 110DV #65
________________________________________________________________________________
| From: | Ted Lumpkin <tlump51(at)sbcglobal.net> |
| Subject: | Constant Speed Prop Not Cycling |
I am getting my RV-4 prepped for the first flight and did my first run-up today
to continue with engine tests. When I tried to cycle the prop nothing happened.
No perceptible rpm drop or change in any way. Engine runs fine otherwise.
Here's the vital statistics:
Overhauled Hartzell compact hub prop
Overhauled Woodward governor
IO-360 from Bart LaLonde plumbed for c/s prop
Run-up rpm - 1700 rpm
Oil temp - 178 degrees
The engine and prop were in storage for about 3yrs.
I've checked the basics: cable connected, governor arm is moving, prop oil line
connected with no leaks.
Any ideas would be greatly appreciated
Ted
________________________________________________________________________________
| From: | Mickey Coggins <mick-matronics(at)rv8.ch> |
| Subject: | Re: Opening 7A-QB Wing crate |
>Just curious if anyone has opened the 7A QB wing crate in the upright
>position or is this ill advised? Unfortunately, I don't have an easy way to
>lay it down so I need to open it upright.
My 8 QB wings were screwed to the box on the spar end, but
not on the wingtip. They use expandable foam bags for the
packing. I'd try hard to find a way to lay it down before
opening the box. It's really hard to get the box open due
to the billions of nails shot in everywhere with a nail gun.
--
Mickey Coggins
http://www.rv8.ch/
#82007 QB Wings/Fuselage
________________________________________________________________________________
| From: | luckymacy(at)comcast.net (lucky) |
| Subject: | Re: Constant Speed Prop Not Cycling |
higher rpm for a sustained period.
I knew a bilder who just couldn't get it to cycle at all on the ground until he
finally decided to fly and it finally started to change pitch on the first flight.
-------------- Original message --------------
>
> I am getting my RV-4 prepped for the first flight and did my first run-up today
> to continue with engine tests. When I tried to cycle the prop nothing happened.
> No perceptible rpm drop or change in any way. Engine runs fine otherwise.
> Here's the vital statistics:
> Overhauled Hartzell compact hub prop
> Overhauled Woodward governor
> IO-360 from Bart LaLonde plumbed for c/s prop
> Run-up rpm - 1700 rpm
> Oil temp - 178 degrees
> The engine and prop were in storage for about 3yrs.
>
> I've checked the basics: cable connected, governor arm is moving, prop oil
> line connected with no leaks.
>
> Any ideas would be greatly appreciated
>
> Ted
>
>
>
>
>
>
higher rpm for a sustained period.
I knew a bilder who just couldn't get it to cycle at all on the ground until he
finally decided to fly and it finally started to change pitch on thefirst flight.
-------------- Original message --------------
-- RV-List message posted by: Ted Lumpkin
I am getting my RV-4 prepped for the first flight and did my first run-up today
to continue with engine tests. When I tried to cycle the prop nothing happened.
No perceptible rpm drop or change in any way. Engine runs fine otherwise.
Here's the vital statistics:
Overhauled Hartzell compact hub prop
Overhauled Woodward governor
IO-360 from Bart LaLonde plumbed for c/s prop
Run-up rpm - 1700 rpm
Oil temp - 178 degrees
The engine and prop were in storage for about 3yrs.
I've checked the basics: cable connected, governor arm is moving, prop oil
line connected with no leaks.
Any ideas would be greatly appreciated
Ted
p://www.matronics.com/digest/rv-list
________________________________________________________________________________
| From: | "cgalley" <cgalley(at)qcbc.org> |
| Subject: | Re: Constant Speed Prop Not Cycling |
Has the storage plug in the flange been removed. You will have to remove
the prop to check. While there make sure there is not a hole in the back
plug. Sometimes things get done contrary to what we ask for and think we
have.
Cy Galley
EAA Safety Programs Editor
Always looking for ideas and articles for EAA Sport Pilot
----- Original Message -----
From: "Ted Lumpkin" <tlump51(at)sbcglobal.net>
Subject: RV-List: Constant Speed Prop Not Cycling
>
> I am getting my RV-4 prepped for the first flight and did my first run-up
today to continue with engine tests. When I tried to cycle the prop nothing
happened. No perceptible rpm drop or change in any way. Engine runs fine
otherwise.
> Here's the vital statistics:
> Overhauled Hartzell compact hub prop
> Overhauled Woodward governor
> IO-360 from Bart LaLonde plumbed for c/s prop
> Run-up rpm - 1700 rpm
> Oil temp - 178 degrees
> The engine and prop were in storage for about 3yrs.
>
> I've checked the basics: cable connected, governor arm is moving, prop
oil line connected with no leaks.
>
> Any ideas would be greatly appreciated
>
> Ted
>
>
________________________________________________________________________________
| From: | "Alex Peterson" <alexpeterson(at)earthlink.net> |
| Subject: | Constant Speed Prop Not Cycling |
> I am getting my RV-4 prepped for the first flight and did my
> first run-up today to continue with engine tests. When I
> tried to cycle the prop nothing happened. No perceptible rpm
> drop or change in any way. Engine runs fine otherwise.
> Here's the vital statistics: Overhauled Hartzell compact hub
> prop Overhauled Woodward governor IO-360 from Bart LaLonde
> plumbed for c/s prop Run-up rpm - 1700 rpm Oil temp - 178
> degrees The engine and prop were in storage for about 3yrs.
>
> I've checked the basics: cable connected, governor arm is
> moving, prop oil line connected with no leaks.
>
> Any ideas would be greatly appreciated
>
> Ted
Ted, specifically what do you mean by "tried to cycle the prop"? Run
the engine at something like 2000 rpm and pull the prop control all the
way back. Leave it in that position for a while - maybe a minute? If
you begin to see rpm drop, then push it back in and repeat. You need to
compress the air in the system by displacing it with oil. The air will
purge itself after a few cycles. If this still doesn't work, the plug
might still be in the crank.
Alex Peterson
RV6-A 531 hours
Maple Grove, MN
http://www.home.earthlink.net/~alexpeterson/
________________________________________________________________________________
| From: | "Dan Checkoway" <dan(at)rvproject.com> |
| Subject: | Re: Constant Speed Prop Not Cycling |
I couldn't get my Jihostroj (aka MT) governor to cycle at first at 1600 and
1700 RPM. But as soon as I tried it at around 1900 RPM it worked fine.
When I do my run-up these days I use 1800 RPM.
Just look for an oil pressure drop when you yank the prop control. I
suspect that at 1700 RPM, even if the prop doesn't cycle, you'll probably
see about a 1-2 psi drop (assuming you have the gauge capability to see that
fine a change)...which would at least confirm that something's happening at
the governor. I could be wrong about this.
Anyway, try 1900 -- and allow it several seconds if you have to when cycling
for the very first time ever -- and I suspect you'll be happy-happy.
One GREAT thing about Bart is that when I had this problem, we troubleshot
it over the phone, and he was just about ready to send down to me (in the
Los Angeles area) all this equipment to hook up to the engine to monitor
various conditions that were way over my head -- pressures here and there,
etc. The point is that he was more than willing to get the problem solved
no matter what that meant. You picked a good engine builder, and I wouldn't
hesitate to call him for help if you can't get this thing working with a
simple higher RPM thing.
Best of luck,
)_( Dan
RV-7 N714D
http://www.rvproject.com
----- Original Message -----
From: "Alex Peterson" <alexpeterson(at)earthlink.net>
Subject: RE: RV-List: Constant Speed Prop Not Cycling
>
>
> > I am getting my RV-4 prepped for the first flight and did my
> > first run-up today to continue with engine tests. When I
> > tried to cycle the prop nothing happened. No perceptible rpm
> > drop or change in any way. Engine runs fine otherwise.
> > Here's the vital statistics: Overhauled Hartzell compact hub
> > prop Overhauled Woodward governor IO-360 from Bart LaLonde
> > plumbed for c/s prop Run-up rpm - 1700 rpm Oil temp - 178
> > degrees The engine and prop were in storage for about 3yrs.
> >
> > I've checked the basics: cable connected, governor arm is
> > moving, prop oil line connected with no leaks.
> >
> > Any ideas would be greatly appreciated
> >
> > Ted
>
> Ted, specifically what do you mean by "tried to cycle the prop"? Run
> the engine at something like 2000 rpm and pull the prop control all the
> way back. Leave it in that position for a while - maybe a minute? If
> you begin to see rpm drop, then push it back in and repeat. You need to
> compress the air in the system by displacing it with oil. The air will
> purge itself after a few cycles. If this still doesn't work, the plug
> might still be in the crank.
>
> Alex Peterson
> RV6-A 531 hours
> Maple Grove, MN
>
> http://www.home.earthlink.net/~alexpeterson/
>
>
________________________________________________________________________________
| From: | "Dan Checkoway" <dan(at)rvproject.com> |
| Subject: | Re: Throttle quadrant installation |
All you really need will be two 90-degree brackets to attach whatever
quadrant you use to the panel -- and then you'll need to fabricate a cable
bulkhead, where the threaded part of the cable sheaths will anchor and
adjust.
I suspect that in a center arrangement, you could run two .063" angles
fore-aft between the panel and sub-panel. Then build your bulkhead between
those angles. Just slide the bulkhead over the cable ends, hook up the
clevis ends to the quadrant, and just slide the bulkhead fore/aft so that
it's centered on the threaded part of the cable sheaths. Then mark and
drill angle attachements to the angles running fore-aft. Should be pretty
straightforward.
For what it's worth, here's a photo of the cable bulkhead I made for my
left-hand quadrant arrangement on my RV-7:
http://www.rvproject.com/20030830.html That sort of shows the general
concept of the bulkhead, although yours can be much simpler since you have
more room to work with in the center of the panel.
Hope this helps,
)_( Dan
RV-7 N714D
http://www.rvproject.com
----- Original Message -----
From: "Shirley Harding" <shirleyh(at)argo.net.au>
Subject: RV-List: Throttle quadrant installation
>
> Hi Listers - I wonder if any one can direct me to pictures/drawings/advice
on installing the Vans throttle quadrant in the centre of an RV6. I have
opted not to install the central console, and I don't like the vernier
controls, so I want to replace them with the quadrant style. Any advice
greatly appreciated.
>
> Shirley Harding
> RV6 VH ASF
> Finish kit
> Perth Western Australia
>
>
________________________________________________________________________________
| From: | "steve zicree" <szicree(at)adelphia.net> |
| Subject: | Re: Constant Speed Prop Not Cycling |
Are you suggesting that taking it up in the air when he doesn't know WHY
it's not working is a good idea? I'm sure I must be missing something.
Steve Zicree
----- Original Message -----
From: "lucky" <luckymacy(at)comcast.net>
Subject: Re: RV-List: Constant Speed Prop Not Cycling
>
> higher rpm for a sustained period.
>
> I knew a bilder who just couldn't get it to cycle at all on the ground
until he finally decided to fly and it finally started to change pitch on
the first flight.
>
> -------------- Original message --------------
>
> >
> > I am getting my RV-4 prepped for the first flight and did my first
run-up today
> > to continue with engine tests. When I tried to cycle the prop nothing
happened.
> > No perceptible rpm drop or change in any way. Engine runs fine
otherwise.
> > Here's the vital statistics:
> > Overhauled Hartzell compact hub prop
> > Overhauled Woodward governor
> > IO-360 from Bart LaLonde plumbed for c/s prop
> > Run-up rpm - 1700 rpm
> > Oil temp - 178 degrees
> > The engine and prop were in storage for about 3yrs.
> >
> > I've checked the basics: cable connected, governor arm is moving, prop
oil
> > line connected with no leaks.
> >
> > Any ideas would be greatly appreciated
> >
> > Ted
> >
> >
> >
> >
> >
> >
>
> higher rpm for a sustained period.
>
> I knew a bilder who just couldn't get it to cycle at all on the ground
until he finally decided to fly and it finally started to change pitch on
thefirst flight.
>
> -------------- Original message --------------
>
> -- RV-List message posted by: Ted Lumpkin
>
> I am getting my RV-4 prepped for the first flight and did my first run-up
today
> to continue with engine tests. When I tried to cycle the prop nothing
happened.
> No perceptible rpm drop or change in any way. Engine runs fine otherwise.
> Here's the vital statistics:
> Overhauled Hartzell compact hub prop
> Overhauled Woodward governor
> IO-360 from Bart LaLonde plumbed for c/s prop
> Run-up rpm - 1700 rpm
> Oil temp - 178 degrees
> The engine and prop were in storage for about 3yrs.
>
> I've checked the basics: cable connected, governor arm is moving, prop
oil
> line connected with no leaks.
>
> Any ideas would be greatly appreciated
>
>
> Ted
>
>
> p://www.matronics.com/digest/rv-list
>
>
________________________________________________________________________________
| From: | "JOHN STARN" <jhstarn(at)verizon.net> |
| Subject: | Re: Constant Speed Prop Not Cycling |
With HRII N561FS & two runs up with new engine & prop.(s) We chained the
tail down & used my 240# draped over the tail, ran the power up & finally
got the prop(s) to cycle. WHY the chain & extra weight ? To keep this tail
dragger off it's nose..... There have been several RV's when that kind of
power is applied and the brakes are set, has placed the spinner on the
ground or at least when ding-ding-ding with the prop tips. IMNSHO 1700 is
not enough BUT 1900 w/o the tail tied down is unthinkable. KABONG Do not
Archive.
----- Original Message -----
From: "Dan Checkoway" <dan(at)rvproject.com>
Subject: Re: RV-List: Constant Speed Prop Not Cycling
>
> I couldn't get my Jihostroj (aka MT) governor to cycle at first at 1600
> and
> 1700 RPM. But as soon as I tried it at around 1900 RPM it worked fine.
> When I do my run-up these days I use 1800 RPM.
>
> Just look for an oil pressure drop when you yank the prop control. I
> suspect that at 1700 RPM, even if the prop doesn't cycle, you'll probably
> see about a 1-2 psi drop (assuming you have the gauge capability to see
> that
> fine a change)...which would at least confirm that something's happening
> at
> the governor. I could be wrong about this.
>
> Anyway, try 1900 -- and allow it several seconds if you have to when
> cycling
> for the very first time ever -- and I suspect you'll be happy-happy.
>
> One GREAT thing about Bart is that when I had this problem, we troubleshot
> it over the phone, and he was just about ready to send down to me (in the
> Los Angeles area) all this equipment to hook up to the engine to monitor
> various conditions that were way over my head -- pressures here and there,
> etc. The point is that he was more than willing to get the problem solved
> no matter what that meant. You picked a good engine builder, and I
> wouldn't
> hesitate to call him for help if you can't get this thing working with a
> simple higher RPM thing.
>
> Best of luck,
> )_( Dan
> RV-7 N714D
> http://www.rvproject.com
>
> ----- Original Message -----
> From: "Alex Peterson" <alexpeterson(at)earthlink.net>
> To:
> Subject: RE: RV-List: Constant Speed Prop Not Cycling
>
>
>
>>
>>
>> > I am getting my RV-4 prepped for the first flight and did my
>> > first run-up today to continue with engine tests. When I
>> > tried to cycle the prop nothing happened. No perceptible rpm
>> > drop or change in any way. Engine runs fine otherwise.
>> > Here's the vital statistics: Overhauled Hartzell compact hub
>> > prop Overhauled Woodward governor IO-360 from Bart LaLonde
>> > plumbed for c/s prop Run-up rpm - 1700 rpm Oil temp - 178
>> > degrees The engine and prop were in storage for about 3yrs.
>> >
>> > I've checked the basics: cable connected, governor arm is
>> > moving, prop oil line connected with no leaks.
>> >
>> > Any ideas would be greatly appreciated
>> >
>> > Ted
>>
>> Ted, specifically what do you mean by "tried to cycle the prop"? Run
>> the engine at something like 2000 rpm and pull the prop control all the
>> way back. Leave it in that position for a while - maybe a minute? If
>> you begin to see rpm drop, then push it back in and repeat. You need to
>> compress the air in the system by displacing it with oil. The air will
>> purge itself after a few cycles. If this still doesn't work, the plug
>> might still be in the crank.
>>
>> Alex Peterson
>> RV6-A 531 hours
>> Maple Grove, MN
>>
>> http://www.home.earthlink.net/~alexpeterson/
>>
>>
>
>
>
________________________________________________________________________________
| From: | "Jim & Bev Cone" <jimnbev(at)olypen.com> |
| Subject: | Re: Constant Speed Prop Not Cycling |
Keep trying to cycle the prop. It takes a while for the oil to fill up the prop
hub.
Jim Cone
3-peat offender
________________________________________________________________________________
| From: | "MHRV" <MHRV(at)houston.rr.com> |
| Subject: | Re: Opening 7A-QB Wing crate |
Thanks Mickey, you answered my question. I wasn't sure how they were secured
in the crate and would have hated for the wing to fall on the garage floor
as I took the side off the box. Unfortunately laying the crate down is not
an option so I will have to deal with the billions of nails!
Best regards,
Mike
----- Original Message -----
From: "Mickey Coggins" <mick-matronics(at)rv8.ch>
Subject: Re: RV-List: Opening 7A-QB Wing crate
>
>
>>Just curious if anyone has opened the 7A QB wing crate in the upright
>>position or is this ill advised? Unfortunately, I don't have an easy way
>>to
>>lay it down so I need to open it upright.
>
> My 8 QB wings were screwed to the box on the spar end, but
> not on the wingtip. They use expandable foam bags for the
> packing. I'd try hard to find a way to lay it down before
> opening the box. It's really hard to get the box open due
> to the billions of nails shot in everywhere with a nail gun.
>
>
> --
> Mickey Coggins
> http://www.rv8.ch/
> #82007 QB Wings/Fuselage
>
>
>
________________________________________________________________________________
| From: | "Dave Mader" <davemader(at)bresnan.net> |
| Subject: | removing allen head plug in engine block |
Guys...
Am currently dismantling my 0-360 and am having a heck of a time removing
the 4 small allen head plugs from the inside of case. According to the
rebuild manual,
these need to be removed to get a thorough cleaning of the case halves.
I've twisted
two wrenches, applied heat, and tried various penetrating lubricants but
to no avail.
Any suggestions for removing these plugs? Thanks
Dave Mader
2nd slow build 6
________________________________________________________________________________
| From: | Wheeler North <wnorth(at)sdccd.cc.ca.us> |
"'owner-rv-list-server(at)matronics.com '"(at)matronics.com
Ted,
two common errors are plastic plug left in prop, wrong plug arrangement in
crankshaft.
Engine RPM also needs to be up there for it to cycle, otherwise it will
sense off-speed-low at all times.
W
From: Ted Lumpkin <tlump51(at)sbcglobal.net>
Subject: RV-List: Constant Speed Prop Not Cycling
I am getting my RV-4 prepped for the first flight and did my first run-up
today
to continue with engine tests. When I tried to cycle the prop nothing
happened.
No perceptible rpm drop or change in any way. Engine runs fine otherwise.
Here's the vital statistics:
Overhauled Hartzell compact hub prop
Overhauled Woodward governor
IO-360 from Bart LaLonde plumbed for c/s prop
Run-up rpm - 1700 rpm
Oil temp - 178 degrees
The engine and prop were in storage for about 3yrs.
I've checked the basics: cable connected, governor arm is moving, prop
oil line
connected with no leaks.
Any ideas would be greatly appreciated
Ted
________________________________________________________________________________
| From: | "Scott Jackson" <jayeandscott(at)telus.net> |
| Subject: | Re: removing allen head plug in engine block |
Belvoirs Light Plane Maintenance had a good article on removing these pesky
little plugs.
The method that I used that eventually worked was to heat it with a propane
torch, then drip wax into the threads, which penetrates down and acts as a
lubricant.
Scott in Vancouver
----- Original Message -----
From: "Dave Mader" <davemader(at)bresnan.net>
Subject: RV-List: removing allen head plug in engine block
>
> Guys...
> Am currently dismantling my 0-360 and am having a heck of a time removing
> the 4 small allen head plugs from the inside of case. According to the
> rebuild manual,
> these need to be removed to get a thorough cleaning of the case halves.
> I've twisted
> two wrenches, applied heat, and tried various penetrating lubricants but
> to no avail.
> Any suggestions for removing these plugs? Thanks
> Dave Mader
> 2nd slow build 6
>
>
>
________________________________________________________________________________
| From: | Wheeler North <wnorth(at)sdccd.cc.ca.us> |
"'owner-rv-list-server(at)matronics.com '"(at)matronics.com
http://www.emagair.com/
very intersting new development, anybody flying this unit???
W
________________________________________________________________________________
| From: | "cgalley" <cgalley(at)qcbc.org> |
| Subject: | Re: removing allen head plug in engine block |
Might try a socket type Allen wrench use an impact wrench along with heat
gun on the case. If that doesn't work, preheat in an oven to 450 then use
your impact.
One little trick is to use a hammer type impact wrench or just a rap a long
taper punch that fits inside the hex of the plug. This will loosen it.
Now it there is a hint of blue or red around the plug, someone has used
loctite. It is it red, it has to be heated to 450 for at least 5 minutes to
release it according to the Loctite manual. They claim that localized
heating can be done with a soldering gun but your case is a very large heat
sink.
Cy Galley - Chair,
AirVenture Emergency Aircraft Repair
A Service Project of Chapter 75
EAA Safety Programs Editor - TC
EAA Sport Pilot
----- Original Message -----
From: "Dave Mader" <davemader(at)bresnan.net>
Subject: RV-List: removing allen head plug in engine block
>
> Guys...
> Am currently dismantling my 0-360 and am having a heck of a time removing
> the 4 small allen head plugs from the inside of case. According to the
> rebuild manual,
> these need to be removed to get a thorough cleaning of the case halves.
> I've twisted
> two wrenches, applied heat, and tried various penetrating lubricants but
> to no avail.
> Any suggestions for removing these plugs? Thanks
> Dave Mader
> 2nd slow build 6
>
>
________________________________________________________________________________
| From: | richard dudley <rhdudley(at)att.net> |
| Subject: | Scaled Composite Pilot |
Listers,
In the 2 hour special on the Spaceshipone flights, it was mentioned that
their chief test pilot was in a fatal accident in an amateur built
aircraft just before the first flight of Spaceshipone. Does anyone know
any particulars about the type aircraft or the accident?
Regards.
Richard Dudley
-6A ready to move to the airport
________________________________________________________________________________
Larry
I just went through the same problems that you are having. I could get the
right side light to wig wag, but the left side would just stay on and not wig
wag. The problem turned out to be the Black ground wire coming out of the unit.
I had spliced on to it with a butt splice. An election friend of mine told me
to solder that joint. I did an it has work fine ever sense. I hope this will
help you out. I took me 3 weeks of off and
on trouble shooting to get it right.
Jerry Davis
________________________________________________________________________________
| From: | Oldsfolks(at)aol.com |
We had the same problem with my neighbors new O-360/CS Prop. We had to run
the engine speed up quite high to get the prop to cycle. I suppose the hub had
air which had to be worked out. Keep trying.
Bob Olds RV-4 , N1191X
A&P , EAA Tech. Counselor
Charleston,Arkansas
Real Aviators Fly Taildraggers
________________________________________________________________________________
| From: | Dave Bristol <bj034(at)lafn.org> |
clamav-milter version 0.80
on zoot.lafn.org
It does look interesting, but I couldn't find a price anywhere. And, to
be "really" interesting, it needs a price. :>)
Dave
Wheeler North wrote:
>
>http://www.emagair.com/
>
>very intersting new development, anybody flying this unit???
>
>W
>
>
>
>
________________________________________________________________________________
| Subject: | Re: E Mag Air clamav-milter version 0.80 on zoot.lafn.org |
<)>>
I was told, at the Copperstate E-Mag booth, that for a dual E-Mag setup
which included one with a built in back up alternator the cost would be about
$1000.00 --- not bad. They also said that they are sold, only by phone, direct
from them.
Bob Trumpfheller
________________________________________________________________________________
| From: | "steve zicree" <szicree(at)adelphia.net> |
Here's the page with all the prices
http://www.emagair.com/E-MAG_product_page.htm
________________________________________________________________________________
| From: | "Jerry Hansen" <jerry-hansen(at)cox.net> |
| Subject: | Scaled Composite Pilot |
I've been told it was an aircraft of his own design.
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of richard dudley
Subject: RV-List: Scaled Composite Pilot
Listers,
In the 2 hour special on the Spaceshipone flights, it was mentioned that
their chief test pilot was in a fatal accident in an amateur built
aircraft just before the first flight of Spaceshipone. Does anyone know
any particulars about the type aircraft or the accident?
Regards.
Richard Dudley
-6A ready to move to the airport
________________________________________________________________________________
| From: | Michael Schipper <mike(at)learningplanet.com> |
| Subject: | Re: Scaled Composite Pilot |
He was flying a Q2, according to the following article:
http://www.grangier.fr/news/journal-2003-07-22.txt
Second article on the page.
Mike Schipper
www.my9a.com
On Oct 10, 2004, at 7:25 PM, richard dudley wrote:
>
> Listers,
>
> In the 2 hour special on the Spaceshipone flights, it was mentioned
> that
> their chief test pilot was in a fatal accident in an amateur built
> aircraft just before the first flight of Spaceshipone. Does anyone know
> any particulars about the type aircraft or the accident?
>
> Regards.
>
> Richard Dudley
> -6A ready to move to the airport
>
>
> _-
> =======================================================================
> _-
> =======================================================================
> _-
> =======================================================================
> _-
> =======================================================================
> >
>
>
________________________________________________________________________________
| From: | "Doug Brinlee" <abfbrinlee(at)att.net> |
| Subject: | Re: bring on the fuel tanks! |
Evan,
what do you charge for building tanks??
Doug Brinlee okc ok
----- Original Message -----
From: "Evan and Megan Johnson" <evmeg(at)snowcrest.net>
Subject: RV-List: bring on the fuel tanks!
>
> I finally got some good help in the shop and the tank building schedule is
moving fast. If any of you guys are considering having the messy part
handled by the pros, now is a good time to do it. The turn around times are
way shorter than they have ever been before. The winter building season is
starting up...I can help you move your project to the next stage.
>
> Thanks a bunch.....
>
>
> Evan Johnson (200+ sets of tanks so far)
>
> RV10 wings almost done!
> www.evansaviationproducts.com
> (530)351-1776 cell
>
>
________________________________________________________________________________
| From: | "Larry Bowen" <Larry(at)bowenaero.com> |
I spoke with Bob tonight. We exchanged some troubleshooting ideas, but he
didn't see anything obviously wrong with my setup. Troubleshooting has been
limited due to good weather...it's been too nice lately -- been flying
instead.
Thanks for the idea!!
-
Larry Bowen
Larry(at)BowenAero.com
http://BowenAero.com
> -----Original Message-----
> From: Jsd41(at)aol.com [mailto:Jsd41(at)aol.com]
> Sent: Sunday, October 10, 2004 8:51 PM
> To: rv-list(at)matronics.com
> Subject: Re: RV-List: Hann WigWag
>
>
> Larry
> I just went through the same problems that you are having. I
> could get the right side light to wig wag, but the left side
> would just stay on and not wig wag. The problem turned out to
> be the Black ground wire coming out of the unit.
> I had spliced on to it with a butt splice. An election friend
> of mine told me to solder that joint. I did an it has work
> fine ever sense. I hope this will help you out. I took me 3
> weeks of off and on trouble shooting to get it right.
> Jerry Davis
>
>
> ===========
> Matronics Forums.
> ===========
> ===========
> ===========
>
>
>
>
>
>
________________________________________________________________________________
| From: | "David Fenstermacher" <dfenstermacher(at)earthlink.net> |
| Subject: | Nutplate prime?/Spacing question |
two nutplate questions if you please.
Does anyone prime or otherwise treat the nutplates?
When installing nutplates, is there a spec. on the spacing?
Thanks,
Dave
-8 emp almost complete; wings on order
________________________________________________________________________________
| From: | "Alan McKeen" <amckeen(at)twcny.rr.com> |
The first production run of the E Mag has not been shipped out yet, expected soon.
They say that several RV are on the shipping schedule. Each unit delivered
cost is listed on their web site. I am on the shipping schedule for a P Mag,
and will report back to the list my observation.
________________________________________________________________________________
| From: | "Charles Rowbotham" <crowbotham(at)hotmail.com> |
| Subject: | Nutplate prime?/Spacing question |
Dave,
(1) We did not prime the nutplates but did prime the underlining metal
(2) I don't remember any specs
We did used a number of floating nutplates - more expensive but much easier
to use if you're hole is just alittle off.
Good Building,
Chuck
>From: "David Fenstermacher" <dfenstermacher(at)earthlink.net>
>Reply-To: rv-list(at)matronics.com
>To: "rv-list"
>Subject: RV-List: Nutplate prime?/Spacing question
>Spam tool pattern in MIME boundary
>
>
>
>two nutplate questions if you please.
>
>Does anyone prime or otherwise treat the nutplates?
>
>When installing nutplates, is there a spec. on the spacing?
>
>Thanks,
>
>Dave
>-8 emp almost complete; wings on order
________________________________________________________________________________
| From: | RVer273sb(at)aol.com |
Listers,
Have received my e-mag and p-mag.
Have the ac plumed for MAP and wired
for the system. Will install the units when
I return from LRU next weekend.
I will post operation info after initial operation.
Stewart
RV-4 Co.
________________________________________________________________________________
| From: | "Evan and Megan Johnson" <evmeg(at)snowcrest.net> |
| Subject: | Re: bring on the fuel tanks! |
Well it depends on which model airplane you are building and a couple of
options. Each of the models is priced by the hours it takes to asseble. For
most of them the basic labor is just under $1000.00 per set.....the RV10
runs $1700.00. The options are the aerobatic modifications and the
capacitive sending units. Please visit my website or give me a call with any
questions. Or you can email your number and I will call you back. I love to
talk RV's! Ok....gotta go get sticky, Im building a set for a guy who found
a bunch of loose slosh in his tanks. (Be careful guys)
Cheers....Evan
(530)351-1776 cell
www.evansaviationproducts.com
----- Original Message -----
From: "Doug Brinlee" <abfbrinlee(at)att.net>
Subject: Re: RV-List: bring on the fuel tanks!
>
> Evan,
> what do you charge for building tanks??
> Doug Brinlee okc ok
> ----- Original Message -----
> From: "Evan and Megan Johnson" <evmeg(at)snowcrest.net>
> To:
> Subject: RV-List: bring on the fuel tanks!
>
>
>
> >
> > I finally got some good help in the shop and the tank building schedule
is
> moving fast. If any of you guys are considering having the messy part
> handled by the pros, now is a good time to do it. The turn around times
are
> way shorter than they have ever been before. The winter building season is
> starting up...I can help you move your project to the next stage.
> >
> > Thanks a bunch.....
> >
> >
> > Evan Johnson (200+ sets of tanks so far)
> >
> > RV10 wings almost done!
> > www.evansaviationproducts.com
> > (530)351-1776 cell
> >
> >
>
>
________________________________________________________________________________
| From: | Bluecavu(at)aol.com |
| Subject: | Re: Randy Simpson where are you? |
All,
Got an email from Randy in response to my latest one to him and he admitted
to being way behind on getting orders processed due in large part to being gone
travelling for work. He apologized and said the order would be out shortly.
Making Ti-downs is indeed a part-time business for him.
I'm looking forward to gettin' mine. The ones I've seen are truely cool -and
incredibly light.
Scott
N4ZW
________________________________________________________________________________
| From: | Gary Zilik <zilik(at)excelgeo.com> |
RV7and7A(at)yahoogroups.com, vansairforce(at)yahoogroups.com
| Subject: | Denver Area RVers |
Just curious, how many Denver/Colorado RVers are headed to LOE?
If you're going when are you leaving?
Gary
P.S. Leaving Friday morning rain or shine.
________________________________________________________________________________
| From: | Bill VonDane <bill(at)vondane.com> |
| Subject: | Re: [VAF Mailing List] Denver Area RVers |
RV7and7A(at)yahoogroups.com
A couple of us are going down Sat morning...
-Bill
----- Original Message -----
From: "Gary Zilik" <zilik(at)direcpc.com>
;
Subject: [VAF Mailing List] Denver Area RVers
Just curious, how many Denver/Colorado RVers are headed to LOE?
If you're going when are you leaving?
Gary
P.S. Leaving Friday morning rain or shine.
Now with Pop-Up Blocker. Get it for free!
http://us.click.yahoo.com/L5YrjA/eSIIAA/yQLSAA/1yWplB/TM
Online help on this group at:
http://help.yahoo.com/help/groups/
<*> To visit your group on the web, go to:
http://groups.yahoo.com/group/vansairforce/
<*> To unsubscribe from this group, send an email to:
vansairforce-unsubscribe(at)yahoogroups.com
http://docs.yahoo.com/info/terms/
________________________________________________________________________________
| From: | "Jerry Calvert" <rv6(at)cox.net> |
| Subject: | Jeff Rose Wiring question |
I unplugged the 3 wires from the manifold pressure module on the Jeff Rose Ignition
and cannot remember which prongs they go on. There is a red wire, green wire,
and black wire. I can't find the instructions. The prongs are marked +5V,
MAP, and GND.
Jerry Calvert
N296RV -6
________________________________________________________________________________
| Subject: | Plastic Fitting/Tubing Caps? |
Glad you found the plastic ones at ACS. You might also try Summit Racing.
They have aluminum ones that I much prefer - they may be marginally more
than the plastic but still very cheap and they seal much better. They've
also got AN fittings and nifty vice pads to hold the hose fitting when
you're making up hoses.
Regards,
Greg Young - Houston (DWH)
RV-6 N6GY ...project Phoenix
Navion N5221K - just an XXL RV-6A
>
> Evan,
>
> Good suggestion. As a note, after some more searching I did
> find 'em. They are called "cap plugs", for anyone else who
> goes searching. Thanks everyone for the help!
>
> -- Dwight
________________________________________________________________________________
| From: | richard dudley <rhdudley(at)att.net> |
| Subject: | Re: Scaled Composite Pilot |
Thanks to those who replied. As always, knowledge of accident details
often helps us to be safer.
Regards,
Richard Dudley
Michael Schipper wrote:
>
>He was flying a Q2, according to the following article:
>
>http://www.grangier.fr/news/journal-2003-07-22.txt
>
>Second article on the page.
>
>Mike Schipper
>www.my9a.com
>
>
>On Oct 10, 2004, at 7:25 PM, richard dudley wrote:
>
>
>
>>
>>Listers,
>>
>>In the 2 hour special on the Spaceshipone flights, it was mentioned
>>that
>>their chief test pilot was in a fatal accident in an amateur built
>>aircraft just before the first flight of Spaceshipone. Does anyone know
>>any particulars about the type aircraft or the accident?
>>
>>Regards.
>>
>>Richard Dudley
>>-6A ready to move to the airport
>>
>>
>>_-
>>=======================================================================
>>_-
>>=======================================================================
>>_-
>>=======================================================================
>>_-
>>=======================================================================
>>
>>
>>
>>
>
>
>
>
________________________________________________________________________________
| From: | "Doug Brinlee" <abfbrinlee(at)att.net> |
| Subject: | Re: bring on the fuel tanks! |
Evan,
I bought a started project and done well. One wing is done, one is not. I
am getting ready to start the second wing. One thing I have on my side is
time. Just not sure I want to mess with the tank. Other tank that is done
was well done and tests out ok.
I am putting flop tubes in the tanks.
What is the price for one tank??
Doug
----- Original Message -----
From: "Evan and Megan Johnson" <evmeg(at)snowcrest.net>
Subject: Re: RV-List: bring on the fuel tanks!
>
> Well it depends on which model airplane you are building and a couple of
> options. Each of the models is priced by the hours it takes to asseble.
For
> most of them the basic labor is just under $1000.00 per set.....the RV10
> runs $1700.00. The options are the aerobatic modifications and the
> capacitive sending units. Please visit my website or give me a call with
any
> questions. Or you can email your number and I will call you back. I love
to
> talk RV's! Ok....gotta go get sticky, Im building a set for a guy who
found
> a bunch of loose slosh in his tanks. (Be careful guys)
> Cheers....Evan
> (530)351-1776 cell
> www.evansaviationproducts.com
>
>
> ----- Original Message -----
> From: "Doug Brinlee" <abfbrinlee(at)att.net>
> To:
> Subject: Re: RV-List: bring on the fuel tanks!
>
>
> >
> > Evan,
> > what do you charge for building tanks??
> > Doug Brinlee okc ok
> > ----- Original Message -----
> > From: "Evan and Megan Johnson" <evmeg(at)snowcrest.net>
> > To:
> > Subject: RV-List: bring on the fuel tanks!
> >
> >
> >
> > >
> > > I finally got some good help in the shop and the tank building
schedule
> is
> > moving fast. If any of you guys are considering having the messy part
> > handled by the pros, now is a good time to do it. The turn around times
> are
> > way shorter than they have ever been before. The winter building season
is
> > starting up...I can help you move your project to the next stage.
> > >
> > > Thanks a bunch.....
> > >
> > >
> > > Evan Johnson (200+ sets of tanks so far)
> > >
> > > RV10 wings almost done!
> > > www.evansaviationproducts.com
> > > (530)351-1776 cell
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
| Subject: | OT: concentric bifocal contacts? |
It's about time for me to get my annual 'vision inspection' & one of my
pilot friends tells me he's now wearing the new concentric ring bifocal
contacts and that his eye doctor (who is also a pilot) prescribed them
as ok to use while flying.
I know that the old weighted type lenses aren't approved. What about the
new type? Anybody flying with them who's gotten an official opinion on this?
Thanks,
Charlie
Come & eat BBQ at noon on Saturday at Slobovia Outernational Airport
________________________________________________________________________________
| From: | Oldsfolks(at)aol.com |
| Subject: | Re: >Re:Medical Question |
Yes !! For goodness sake get the exercise and diet system going - NOW !!
I just got denied for my special issuance medical and it looks like we will
have to sell our RV-4. BAD DAY !! Only flown it 61 hours.
It sure is worth a lot of walking and eating right to avoid this PIT !!
Bob Olds RV-4 , N1191X
A&P , EAA Tech. Counselor
Charleston,Arkansas
Real Aviators Fly Taildraggers
________________________________________________________________________________
| Subject: | Plastic Fitting/Tubing Caps? |
Glad you found the plastic ones at ACS. You might also try Summit Racing.
They have aluminum ones that I much prefer - they may be marginally more
than the plastic but still very cheap and they seal much better. They've
also got AN fittings and nifty vice pads to hold the hose fitting when
you're making up hoses.
Regards,
Greg Young - Houston (DWH)
RV-6 N6GY ...project Phoenix
Navion N5221K - just an XXL RV-6A
>
> Evan,
>
> Good suggestion. As a note, after some more searching I did
> find 'em. They are called "cap plugs", for anyone else who
> goes searching. Thanks everyone for the help!
>
> -- Dwight
________________________________________________________________________________
| From: | SportAV8R(at)aol.com |
| Subject: | Re: OT: concentric bifocal contacts? |
It's about time for me to get my annual 'vision inspection' & one of my
pilot friends tells me he's now wearing the new concentric ring bifocal
contacts and that his eye doctor (who is also a pilot) prescribed them
as ok to use while flying.
I know that the old weighted type lenses aren't approved. What about the
new type? Anybody flying with them who's gotten an official opinion on this?
Thanks,
Charlie
Charlie: I didn't get an "official opinion" on them, beyond simply passing my physical
with them the last two times. I tried to read whatever they put in front
of me with contacts in and with them out. I did not conceal the fact that
I was wearing contacts, but did not mention the bifocal nature of the right lens
to anyone. I made a passing score both for near and at distance with the
contacts in, and as far as I am concerned, that is all that counts.
YMMV.
-BB
________________________________________________________________________________
| From: | "Larry Bowen" <Larry(at)bowenaero.com> |
| Subject: | Jeff Rose Wiring question |
Red is +
Blank is -
Green is MAP
-
Larry Bowen
Larry(at)BowenAero.com
http://BowenAero.com
> -----Original Message-----
> From: Jerry Calvert [mailto:rv6(at)cox.net]
> Sent: Monday, October 11, 2004 3:12 PM
> To: rv-list(at)matronics.com
> Subject: RV-List: Jeff Rose Wiring question
>
>
> I unplugged the 3 wires from the manifold pressure module on
> the Jeff Rose Ignition and cannot remember which prongs they
> go on. There is a red wire, green wire, and black wire. I
> can't find the instructions. The prongs are marked +5V, MAP,
> and GND.
>
> Jerry Calvert
> N296RV -6
>
>
> ===========
> Matronics Forums.
> ===========
> ===========
> ===========
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Larry Bowen" <Larry(at)bowenaero.com> |
| Subject: | OT: concentric bifocal contacts? |
Related but different -- anyone know the verdict is on Paragon CRT contacts?
You wear them while you sleep only. Take them out during the day. What
does the FAA think?
-
Larry Bowen
Larry(at)BowenAero.com
http://BowenAero.com
> -----Original Message-----
> From: SportAV8R(at)aol.com [mailto:SportAV8R(at)aol.com]
> Sent: Monday, October 11, 2004 11:23 PM
> To: rv-list(at)matronics.com
> Subject: Re: RV-List: OT: concentric bifocal contacts?
>
>
>
>
>
> It's about time for me to get my annual 'vision inspection' &
> one of my pilot friends tells me he's now wearing the new
> concentric ring bifocal contacts and that his eye doctor
> (who is also a pilot) prescribed them as ok to use while flying.
>
> I know that the old weighted type lenses aren't approved.
> What about the new type? Anybody flying with them who's
> gotten an official opinion on this?
>
> Thanks,
>
> Charlie
>
> Charlie: I didn't get an "official opinion" on them, beyond
> simply passing my physical with them the last two times. I
> tried to read whatever they put in front of me with contacts
> in and with them out. I did not conceal the fact that I was
> wearing contacts, but did not mention the bifocal nature of
> the right lens to anyone. I made a passing score both for
> near and at distance with the contacts in, and as far as I am
> concerned, that is all that counts.
>
> YMMV.
>
> -BB
>
>
> ===========
> Matronics Forums.
> ===========
> ===========
> ===========
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Arnold de Brie" <arnold(at)paperchip.com> |
Dear Listers
Unfortunately my other plane, a Lancair 360, is damaged beyond repair.
There is a lot of stuff that I'm removing from it.
Investigations on the engine are pending.
I have a Narco MK12D+ nav/com with indicator and 150 transponder both in
excellent condition for sale.
Anyone interested contact me off-list
Arnold de Brie
RV8
The Netherlands
________________________________________________________________________________
| From: | "David Fenstermacher" <dfenstermacher(at)earthlink.net> |
| Subject: | Elevator Questions |
1. Why do the plans/manual call for countersinking the top of E-705 and dimpling
the bottom. Why not just dimple both?
I think the thing is just too thin to countersink. Tried practicing on some thin
scrap and as soon as the cutter hits, the hole opens up and the bit chatters
all over the place.
There is also a strange callout to countersink the E-705 to the E-702 spar. Again,
why not just dimple everything.
I have a pneumatic squeezer. It'll squeeze it.
Can't, and I mean can't, imagine life without this thing.
2. What is the best way to find the position of the hinges (e.g. the trim tab).
I was thinking I'd side grip the trim tab to the elevator and then just drill.
Is there a more "scientific" way of doing this. Van's has a full size
cross-section on the plans. Is it a good starting point to just measure off of
the plans, mark the hinge, then adjust from there?
Thanks,
Dave
-8
wrapping up emp. - wings on order.
________________________________________________________________________________
| From: | "David Fenstermacher" <dfenstermacher(at)earthlink.net> |
| Subject: | Elevator Questions |
> 1. Why do the plans/manual call for countersinking the top of E-705
and dimpling the bottom. Why not just dimple both?
> I think the thing is just too thin to countersink. Tried practicing on
some thin scrap and as soon as the cutter hits, the hole opens up and the
bit chatters all over the place.
OK - I figured this out. Why not countersink the hinge to accept the
dimples on the trim tab spar instead of countersinking the spar so there is
no "dent/dimple" for the hinge to ride on???
As for my other two questions - still clueless.
Thanks,
Dave
________________________________________________________________________________
| Subject: | MP Problems Solved |
The great mystery of my "slow" plane has been solved thanks to all on the
different RV list. It seems I was getting a very high MP reading everytime I
compared with someone else .... my Rky Mtn uMonitor was reading high ... not
their fault but mine !!!
I did not calibrate the unit correctly .... I was reading 4" too high !!!
Or to put another way I was flying 4" lower setting than everyone else ...
that is giving up a lot of MP !!
But on the good side ... I have discovered additional speed with no mods
!!!!
Len Leggette, RV-8A
Greensboro, N.C. N910LL
280 hrs
AND GETTING FASTER !!!!!
________________________________________________________________________________
| From: | <webmaster(at)flion.com> |
| Subject: | Scaled Composite Pilot |
That was the chief of the rocket motor company, not their test pilot.
Patrick Kelley - RV-6A - Fuselage nearly ready to come out of jig
-----Original Message-----
Listers,
In the 2 hour special on the Spaceshipone flights, it was mentioned that
their chief test pilot was in a fatal accident in an amateur built
aircraft just before the first flight of Spaceshipone. Does anyone know
any particulars about the type aircraft or the accident?
Regards.
Richard Dudley
-6A ready to move to the airport
________________________________________________________________________________
| From: | "Doug Cook" <Dugcook(at)cox.net> |
Dave,
I finished my 7A empennage last month, so I took a look at the 2 rivets you're
talking about and I can see no reason why a 470 rivet couldn't be used.
I did countersink the E-606PP, no big deal. I do use a cordless screw driver with
Avery's Hex Adapter for countersinking (and deburring), as it give a lot more
control at lower speed (no chattering, etc).
Doug
RV-7A (awaiting Q-build)
________________________________________________________________________________
| From: | Finn Lassen <finn.lassen(at)verizon.net> |
| Subject: | Re: OT: concentric bifocal contacts? |
LarryRobertHelming wrote:
>My experience was very different. When I undertook flying, I had been using
>the method for more than 5 years that Art describes. One eye for close up
>one for far away. It worked great in all respects except flying. Flying
>demanded more far away distance clarity from both eyes for distance
>determination for me. At 57 years, I was having a distance judgment problem
>with approaches. When I changed to get perfect far away vision in both eyes
>and started using reading glasses for close up, the problem went away.
>
I recommend the book "Stick and rudder".
Obviously one can make good landings using perfect depth vision, but why
make it difficult.
Instead use perspective - peripheal vision. Relative size changes of
objects as you get nearer to the ground.
You really don't need 20/20 vision to make good landings. It is nice to
be able to see the runway markings, windsock, debris on the runway and
such things, though.
Finn
________________________________________________________________________________
| From: | "Patrick Kelley" <webmaster(at)flion.com> |
| Subject: | Elevator Questions |
You can do that, but it is usual practice to dimple the skin and countersink
the structure underneath. In other words, countersink the hinge and spar
together. The hinge will guide the countersink and prevent hole
enlargement.
As for drilling the hinge, I first positioned the tab and made sure there
was a good match - you want a straight gap of about 1/8 to 3/16" as I
recall. Then I removed the tab and positioned the hinge with c-clamps (side
grips would not hold the hinge tight) to the elevator. Once I was satisfied
that the hinge center was centered in my gap, I drilled it. I then
repositioned the tab, making sure the trailing edge was even with the
elevator, and used a side grip to clamp the hinge at the outboard edge.
Carefully, so as not to allow the inboard end to slide, I rotated the tab
enough to get a side grip on the inboard end. Then I un-clecoed the hinge
from the elevator, added c-clamps, and drilled the hinge to the tab.
Oh, yeah. Then I re-cleoced the hinge back to the tab and elevator,
alternating so that clecos wouldn't interfere with each other, and spent a
lot of time moving the tab up and down. It was my first movable surface and
it was way cool to see how freely it worked. ;-)
Patrick Kelley - RV-6A - Getting ready to mount gear b4 bottom skin riveting
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of David Fenstermacher
Subject: RE: RV-List: Elevator Questions
> 1. Why do the plans/manual call for countersinking the top of E-705
and dimpling the bottom. Why not just dimple both?
> I think the thing is just too thin to countersink. Tried practicing on
some thin scrap and as soon as the cutter hits, the hole opens up and the
bit chatters all over the place.
OK - I figured this out. Why not countersink the hinge to accept the
dimples on the trim tab spar instead of countersinking the spar so there is
no "dent/dimple" for the hinge to ride on???
As for my other two questions - still clueless.
Thanks,
Dave
________________________________________________________________________________
| From: | "Doug Brinlee" <abfbrinlee(at)att.net> |
| Subject: | Re: Elevator Questions |
David,
Call van's before you dimple the hinge.... could cause some distortion. I
would not advise that. I did countersink the spar.
Doug 7 wing
----- Original Message -----
From: "David Fenstermacher" <dfenstermacher(at)earthlink.net>
Subject: RE: RV-List: Elevator Questions
>
> > 1. Why do the plans/manual call for countersinking the top of E-705
> and dimpling the bottom. Why not just dimple both?
> > I think the thing is just too thin to countersink. Tried practicing on
> some thin scrap and as soon as the cutter hits, the hole opens up and the
> bit chatters all over the place.
>
>
> OK - I figured this out. Why not countersink the hinge to accept the
> dimples on the trim tab spar instead of countersinking the spar so there
is
> no "dent/dimple" for the hinge to ride on???
>
> As for my other two questions - still clueless.
>
> Thanks,
>
> Dave
>
>
________________________________________________________________________________
| From: | Mike Draper <rv8tor(at)gmail.com> |
| Subject: | Re: Elevator Questions |
Dave:
The hinge material too thin/soft to countersink.
When you countersink the top of E-705, take a piece of aluminum stock
with a #40 hole in it and clamp it under the E-705 channel. This
will act as a guide for your countersink bit, prevent chatter, and
provide you with a cleaner countersink.
I don't have a copy of the plans in front of me but as I recall the
outboard position of the hinge on the eleveator is clearly marked.
For placing the hinge on the trim tab. I drew a reference line down
the middle of the hinge and used the prepunched holes in the trim tab
skin/spar to align the hinge. This will provide you with appropriate
edge distance.
Good luck.
-Mike
RV-8 QB
wrote:
>
> > 1. Why do the plans/manual call for countersinking the top of E-705
> and dimpling the bottom. Why not just dimple both?
> > I think the thing is just too thin to countersink. Tried practicing on
> some thin scrap and as soon as the cutter hits, the hole opens up and the
> bit chatters all over the place.
>
>
> OK - I figured this out. Why not countersink the hinge to accept the
> dimples on the trim tab spar instead of countersinking the spar so there is
> no "dent/dimple" for the hinge to ride on???
>
> As for my other two questions - still clueless.
>
> Thanks,
>
> Dave
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Elevator Questions |
| From: | "Larry Bowen" <Larry(at)bowenaero.com> |
My plans and/or the video say to not dimple the hinge.
-
Larry Bowen
Larry(at)BowenAero.com
http://BowenAero.com
Doug Brinlee said:
>
> David,
> Call van's before you dimple the hinge.... could cause some distortion. I
> would not advise that. I did countersink the spar.
> Doug 7 wing
> ----- Original Message -----
> From: "David Fenstermacher" <dfenstermacher(at)earthlink.net>
> To:
> Subject: RE: RV-List: Elevator Questions
>
>
>
>>
>> > 1. Why do the plans/manual call for countersinking the top of E-705
>> and dimpling the bottom. Why not just dimple both?
>> > I think the thing is just too thin to countersink. Tried practicing
>> on
>> some thin scrap and as soon as the cutter hits, the hole opens up and
>> the
>> bit chatters all over the place.
>>
>>
>> OK - I figured this out. Why not countersink the hinge to accept the
>> dimples on the trim tab spar instead of countersinking the spar so there
> is
>> no "dent/dimple" for the hinge to ride on???
>>
>> As for my other two questions - still clueless.
>>
>> Thanks,
>>
>> Dave
>>
>>
>
>
________________________________________________________________________________
| From: | Emmanuelle Richard <frenchflyer21(at)yahoo.com> |
| Subject: | Info about Tucson |
RV-listers, It looks like i will be in training in Tucson for the next couple
of weeks. I'm considering flying to TUC with the RV4 instead of driving from
L.A.. Would appreciate any recommendations on what FBO to use, where to find
hangar space, cheap gas and hotel by the airport. Thanks.
________________________________________________________________________________
| From: | "Hull, Don" <Donald.C.Hull(at)nasa.gov> |
| Subject: | OT: concentric bifocal contacts? |
Charlie,
I went through this with an EAA Opthalmologist, an AOPA Opthalmologist, and
an FAA Optometrist. Unless the Class III medical form has changed in the
last few months, it specifically asks if you have acted as pilot in command
in the last XXX months with contact lens to correct for near vision. If you
answer "yes," you will be told by the FAA in OKC that contact lens are not
allowed to correct for near (reading) vision. I think it's a bad rule, and
I hope your friend's eye doctor is correct, but I believe he's not aware of
the new form that was instituted about 5 years ago. They specifically
forbade all contacts for near vision because of one instance where a pilot
had an accident while wearing one lens for near and one lens for far
correction. They totally ignore bifocal contacts, except to disallow them.
I hope I'm wrong, because I now fly with single vision contacts and
"possess glasses that correct for near vision while exercising the
privileges" of my airman certificate.
Don
-----Original Message-----
From: Charlie England [mailto:ceengland(at)bellsouth.net]
Subject: RV-List: OT: concentric bifocal contacts?
It's about time for me to get my annual 'vision inspection' & one of my
pilot friends tells me he's now wearing the new concentric ring bifocal
contacts and that his eye doctor (who is also a pilot) prescribed them
as ok to use while flying.
I know that the old weighted type lenses aren't approved. What about the
new type? Anybody flying with them who's gotten an official opinion on this?
Thanks,
Charlie
Come & eat BBQ at noon on Saturday at Slobovia Outernational Airport
advertising on the Matronics Forums.
________________________________________________________________________________
| From: | "Hull, Don" <Donald.C.Hull(at)nasa.gov> |
| Subject: | OT: concentric bifocal contacts? |
I am wondering how you answered the question on the FAA form...
Go to FAA Form 8500-8 (3-99), Application for Airman Medical Certificate
(the one we have to complete every 2 or 3 years), line 17.b asks "Do You
Ever Use Near Vision Contact Lens(es) While Flying? __Yes or __No
You can preview the form on the Members Section of the AOPA web site. The
AOPA provides this explanation on their web site:
"Contact lenses that correct for near visual acuity are not considered by
the FAA to be appropriate for flying duties. Near vision is your 'close up'
vision, and is measured at a distance of 16 inches from your eyes to the
material you are reading (or trying to read!) Wearing one lens to correct
for near vision and the other lens to correct for distance is also not
acceptable.
Single vision, bifocal or trifocal eyeglasses, or contact lenses that
correct for distant vision only are acceptable to meet the vision standards
for all classes of medical certificate."
If you want to talk to the FAA directly, I would recommend you contact Dr.
Van Nakagawara, O.D. at 405+954-6235 or Van.Nakagawara(at)faa.gov.
He is very easy to talk to and is most helpful in explaining why we are not
allowed to wear contact lens(es) for near vision correction.
It would be interesting to discuss some of the new techniques with him.
Don Hull
-----Original Message-----
From: SportAV8R(at)aol.com [mailto:SportAV8R(at)aol.com]
Subject: Re: RV-List: OT: concentric bifocal contacts?
It's about time for me to get my annual 'vision inspection' & one of my
pilot friends tells me he's now wearing the new concentric ring bifocal
contacts and that his eye doctor (who is also a pilot) prescribed them
as ok to use while flying.
I know that the old weighted type lenses aren't approved. What about the
new type? Anybody flying with them who's gotten an official opinion on this?
Thanks,
Charlie
Charlie: I didn't get an "official opinion" on them, beyond simply passing
my physical with them the last two times. I tried to read whatever they put
in front of me with contacts in and with them out. I did not conceal the
fact that I was wearing contacts, but did not mention the bifocal nature of
the right lens to anyone. I made a passing score both for near and at
distance with the contacts in, and as far as I am concerned, that is all
that counts.
YMMV.
-BB
advertising on the Matronics Forums.
________________________________________________________________________________
| From: | "Hull, Don" <Donald.C.Hull(at)nasa.gov> |
| Subject: | OT: concentric bifocal contacts? |
-----Original Message-----
From: Larry Bowen [mailto:Larry(at)bowenaero.com]
Subject: RE: RV-List: OT: concentric bifocal contacts?
Related but different -- anyone know the verdict is on Paragon CRT contacts?
You wear them while you sleep only. Take them out during the day. What
does the FAA think?
-
Larry Bowen
Larry(at)BowenAero.com
http://BowenAero.com
> -----Original Message-----
> From: SportAV8R(at)aol.com [mailto:SportAV8R(at)aol.com]
> Sent: Monday, October 11, 2004 11:23 PM
> To: rv-list(at)matronics.com
> Subject: Re: RV-List: OT: concentric bifocal contacts?
>
>
>
>
>
> It's about time for me to get my annual 'vision inspection' &
> one of my pilot friends tells me he's now wearing the new
> concentric ring bifocal contacts and that his eye doctor
> (who is also a pilot) prescribed them as ok to use while flying.
>
> I know that the old weighted type lenses aren't approved.
> What about the new type? Anybody flying with them who's
> gotten an official opinion on this?
>
> Thanks,
>
> Charlie
>
> Charlie: I didn't get an "official opinion" on them, beyond
> simply passing my physical with them the last two times. I
> tried to read whatever they put in front of me with contacts
> in and with them out. I did not conceal the fact that I was
> wearing contacts, but did not mention the bifocal nature of
> the right lens to anyone. I made a passing score both for
> near and at distance with the contacts in, and as far as I am
> concerned, that is all that counts.
>
> YMMV.
>
> -BB
>
>
> ===========
> Matronics Forums.
> ===========
> ===========
> ===========
>
>
>
>
>
>
advertising on the Matronics Forums.
________________________________________________________________________________
| From: | Paul Lein <pj115(at)journey.com> |
Thanks for the help finding current RV prices. I've set a price on mine
that I'm assured is fair. If any of you folks would like a spec sheet
and pictures you can email me at pj115(at)journey.com. I'll send you a
Word document.
Paul Lein
1555 South Brinton Road
Mt. Pleasant, MI 48858-9628
Tel. 989 644-2451
Fax 989 644-6098
pj115(at)journey.com
________________________________________________________________________________
| From: | "Gordon or Marge Comfort" <gcomfo(at)tc3net.com> |
| Subject: | Info about Tucson |
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Emmanuelle
Richard
Subject: RV-List: Info about Tucson
-->
RV-listers, It looks like i will be in training in Tucson for the next
couple of weeks. I'm considering flying to TUC with the RV4 instead of
driving from L.A.. Would appreciate any recommendations on what FBO to
use, where to find hangar space, cheap gas and hotel by the airport.
Thanks.
Emmanuelle: I have been well taken care of at Tucson Jet, now Gate One,
in the past. However it has been 18 months since I was there so don't
know if the name change was a result of change in ownership or not. If
is was, then I cannot be sure of their present level of accomodation.
They don't have hangars usually, but they do have shadeports and weekly
rates. Can't comment on gas prices. They are at TUS (Tucson
International) not far from the control tower. AOPA gives their phone
as: 800 889 0593. A call would help clarify things. The tower people
have always been very congenial with small aircraft.
Gordon Comfort
N363GC
________________________________________________________________________________
| From: | "Hull, Don" <Donald.C.Hull(at)nasa.gov> |
| Subject: | OT: concentric bifocal contacts? |
Larry,
I haven't asked the FAA specifically, but based on my conversations with Dr.
Nakagawara, the Paragon CRT contacts would be okay because you wear them
while you sleep. You don't fly in your sleep, do you? :-)
However, I would think they only correct nearsightedness. As we get older
we usually have to wear "reading lenses" for near vision, even though our
far vision is excellent.
You could ask Dr. Nakagawara (email: Van.Nakagawara(at)faa.gov )
I hope that's still a valid email address for him.
Don Hull
-----Original Message-----
From: Larry Bowen [mailto:Larry(at)bowenaero.com]
Subject: RE: RV-List: OT: concentric bifocal contacts?
Related but different -- anyone know the verdict is on Paragon CRT contacts?
You wear them while you sleep only. Take them out during the day. What
does the FAA think?
-
Larry Bowen
Larry(at)BowenAero.com
http://BowenAero.com
> -----Original Message-----
> From: SportAV8R(at)aol.com [mailto:SportAV8R(at)aol.com]
> Sent: Monday, October 11, 2004 11:23 PM
> To: rv-list(at)matronics.com
> Subject: Re: RV-List: OT: concentric bifocal contacts?
>
>
>
>
>
> It's about time for me to get my annual 'vision inspection' &
> one of my pilot friends tells me he's now wearing the new
> concentric ring bifocal contacts and that his eye doctor
> (who is also a pilot) prescribed them as ok to use while flying.
>
> I know that the old weighted type lenses aren't approved.
> What about the new type? Anybody flying with them who's
> gotten an official opinion on this?
>
> Thanks,
>
> Charlie
>
> Charlie: I didn't get an "official opinion" on them, beyond
> simply passing my physical with them the last two times. I
> tried to read whatever they put in front of me with contacts
> in and with them out. I did not conceal the fact that I was
> wearing contacts, but did not mention the bifocal nature of
> the right lens to anyone. I made a passing score both for
> near and at distance with the contacts in, and as far as I am
> concerned, that is all that counts.
>
> YMMV.
>
> -BB
>
>
> ===========
> Matronics Forums.
> ===========
> ===========
> ===========
>
>
>
>
>
>
advertising on the Matronics Forums.
________________________________________________________________________________
| From: | "Hull, Don" <Donald.C.Hull(at)nasa.gov> |
| Subject: | OT: concentric bifocal contacts? |
Dear RV pilots,
One item that is of concern to me...
With the increasing popularity of RV's, more and more pilots are flying in
"formation" to breakfasts, flyins, etc. Granted: some are rather loose
formations, but some are rather close. That's acceptable as long as each
pilot is okay with it. BUT the reason the FAA had a problem with a pilot
wearing one contact lens for near and one for far, AKA "Monovision," is that
such a pilot supposedly has a problem with DEPTH PERCEPTION. If this is
true, could one of the formation pilots be closer than he thinks he is? Are
you comfortable with the pilot on your wing who MIGHT have a problem with
depth perception? What if you don't know hs MIGHT have a problem with depth
perception? I hope the RV teams who regularly perform for the public in
close formation are aware of this potential problem.
Just food for thought.
Personally, I think outlawing bifocal contacts for flying is like throwing
the baby out with the bathwater.
Yours for safe RV flying,
Don Hull
RV-7 elevators
-----Original Message-----
From: Hull, Don
Subject: RE: RV-List: OT: concentric bifocal contacts?
I am wondering how you answered the question on the FAA form...
Go to FAA Form 8500-8 (3-99), Application for Airman Medical Certificate
(the one we have to complete every 2 or 3 years), line 17.b asks "Do You
Ever Use Near Vision Contact Lens(es) While Flying? __Yes or __No You can
preview the form on the Members Section of the AOPA web site. The AOPA
provides this explanation on their web site:
"Contact lenses that correct for near visual acuity are not considered by
the FAA to be appropriate for flying duties. Near vision is your 'close up'
vision, and is measured at a distance of 16 inches from your eyes to the
material you are reading (or trying to read!) Wearing one lens to correct
for near vision and the other lens to correct for distance is also not
acceptable.
Single vision, bifocal or trifocal eyeglasses, or contact lenses that
correct for distant vision only are acceptable to meet the vision standards
for all classes of medical certificate."
If you want to talk to the FAA directly, I would recommend you contact Dr.
Van Nakagawara, O.D. at 405+954-6235 or Van.Nakagawara(at)faa.gov.
He is very easy to talk to and is most helpful in explaining why we are not
allowed to wear contact lens(es) for near vision correction.
It would be interesting to discuss some of the new techniques with him.
Don Hull
-----Original Message-----
From: SportAV8R(at)aol.com [mailto:SportAV8R(at)aol.com]
Subject: Re: RV-List: OT: concentric bifocal contacts?
It's about time for me to get my annual 'vision inspection' & one of my
pilot friends tells me he's now wearing the new concentric ring bifocal
contacts and that his eye doctor (who is also a pilot) prescribed them
as ok to use while flying.
I know that the old weighted type lenses aren't approved. What about the
new type? Anybody flying with them who's gotten an official opinion on this?
Thanks,
Charlie
Charlie: I didn't get an "official opinion" on them, beyond simply passing
my physical with them the last two times. I tried to read whatever they put
in front of me with contacts in and with them out. I did not conceal the
fact that I was wearing contacts, but did not mention the bifocal nature of
the right lens to anyone. I made a passing score both for near and at
distance with the contacts in, and as far as I am concerned, that is all
that counts.
YMMV.
-BB
advertising on the Matronics Forums.
advertising on the Matronics Forums.
________________________________________________________________________________
| Subject: | OT: concentric bifocal contacts? |
| From: | "Larry Bowen" <Larry(at)bowenaero.com> |
I didn't realize they were for nearsightedness only. I can see up close
fine, it's the far that is starting to go. Darn computer screeens.......
Thanks,
-
Larry Bowen
Larry(at)BowenAero.com
http://BowenAero.com
Hull, Don said:
>
> Larry,
> I haven't asked the FAA specifically, but based on my conversations with
> Dr.
> Nakagawara, the Paragon CRT contacts would be okay because you wear them
> while you sleep. You don't fly in your sleep, do you? :-)
> However, I would think they only correct nearsightedness. As we get older
> we usually have to wear "reading lenses" for near vision, even though our
> far vision is excellent.
> You could ask Dr. Nakagawara (email: Van.Nakagawara(at)faa.gov )
> I hope that's still a valid email address for him.
> Don Hull
>
> -----Original Message-----
> From: Larry Bowen [mailto:Larry(at)bowenaero.com]
> To: rv-list(at)matronics.com
> Subject: RE: RV-List: OT: concentric bifocal contacts?
>
>
> Related but different -- anyone know the verdict is on Paragon CRT
> contacts?
> You wear them while you sleep only. Take them out during the day. What
> does the FAA think?
>
> -
> Larry Bowen
> Larry(at)BowenAero.com
> http://BowenAero.com
>
>
>> -----Original Message-----
>> From: SportAV8R(at)aol.com [mailto:SportAV8R(at)aol.com]
>> Sent: Monday, October 11, 2004 11:23 PM
>> To: rv-list(at)matronics.com
>> Subject: Re: RV-List: OT: concentric bifocal contacts?
>>
>>
>>
>>
>>
>> It's about time for me to get my annual 'vision inspection' &
>> one of my pilot friends tells me he's now wearing the new
>> concentric ring bifocal contacts and that his eye doctor
>> (who is also a pilot) prescribed them as ok to use while flying.
>>
>> I know that the old weighted type lenses aren't approved.
>> What about the new type? Anybody flying with them who's
>> gotten an official opinion on this?
>>
>> Thanks,
>>
>> Charlie
>>
>> Charlie: I didn't get an "official opinion" on them, beyond
>> simply passing my physical with them the last two times. I
>> tried to read whatever they put in front of me with contacts
>> in and with them out. I did not conceal the fact that I was
>> wearing contacts, but did not mention the bifocal nature of
>> the right lens to anyone. I made a passing score both for
>> near and at distance with the contacts in, and as far as I am
>> concerned, that is all that counts.
>>
>> YMMV.
>>
>> -BB
>>
>>
>> ===========
>> Matronics Forums.
>> ===========
>> ===========
>> ===========
>>
>>
>>
>>
>>
>>
>
>
> advertising on the Matronics Forums.
>
>
________________________________________________________________________________
| From: | Tedd McHenry <tedd(at)vansairforce.org> |
| Subject: | RV-4 Project Wanted |
I have a friend who's looking for an RV-4 project to finish. Anyone interested
in selling theirs please contact me off-list.
---
Tedd McHenry
Surrey, BC, Canada
________________________________________________________________________________
| From: | "John Wiegenstein" <n727jw(at)hellerwiegenstein.com> |
| Subject: | Lycoming Spark Plug Socket? |
Perhaps a dumb question, but what is the best tool for removing/installing
the spark plugs on the O-360? Just a 7/8 inch deep socket? A thinwall
version of same? Or is there some special version that works best? AS$
and other tool vendors don't show anything specific for this.
John Wiegenstein
Hansville, WA
RV-6 N727JW - 8.5 hrs
________________________________________________________________________________
| From: | Finn Lassen <finn.lassen(at)verizon.net> |
| Subject: | Re: OT: concentric bifocal contacts? |
Again, when flying formation you use reference points on the plane
you're flying in formation on. Obviously depth perception plays a part,
but I don't think it's a significant part.
Michael?
Finn
Hull, Don wrote:
>
>Dear RV pilots,
>One item that is of concern to me...
>With the increasing popularity of RV's, more and more pilots are flying in
>"formation" to breakfasts, flyins, etc. Granted: some are rather loose
>formations, but some are rather close. That's acceptable as long as each
>pilot is okay with it. BUT the reason the FAA had a problem with a pilot
>wearing one contact lens for near and one for far, AKA "Monovision," is that
>such a pilot supposedly has a problem with DEPTH PERCEPTION. If this is
>true, could one of the formation pilots be closer than he thinks he is? Are
>you comfortable with the pilot on your wing who MIGHT have a problem with
>depth perception? What if you don't know hs MIGHT have a problem with depth
>perception? I hope the RV teams who regularly perform for the public in
>close formation are aware of this potential problem.
>Just food for thought.
>Personally, I think outlawing bifocal contacts for flying is like throwing
>the baby out with the bathwater.
>Yours for safe RV flying,
>Don Hull
>RV-7 elevators
>
>-----Original Message-----
>From: Hull, Don
>To: 'rv-list(at)matronics.com'
>Subject: RE: RV-List: OT: concentric bifocal contacts?
>
>
>I am wondering how you answered the question on the FAA form...
>
>Go to FAA Form 8500-8 (3-99), Application for Airman Medical Certificate
>(the one we have to complete every 2 or 3 years), line 17.b asks "Do You
>Ever Use Near Vision Contact Lens(es) While Flying? __Yes or __No You can
>preview the form on the Members Section of the AOPA web site. The AOPA
>provides this explanation on their web site:
>
>"Contact lenses that correct for near visual acuity are not considered by
>the FAA to be appropriate for flying duties. Near vision is your 'close up'
>vision, and is measured at a distance of 16 inches from your eyes to the
>material you are reading (or trying to read!) Wearing one lens to correct
>for near vision and the other lens to correct for distance is also not
>acceptable.
>Single vision, bifocal or trifocal eyeglasses, or contact lenses that
>correct for distant vision only are acceptable to meet the vision standards
>for all classes of medical certificate."
>
>If you want to talk to the FAA directly, I would recommend you contact Dr.
>Van Nakagawara, O.D. at 405+954-6235 or Van.Nakagawara(at)faa.gov.
>
>He is very easy to talk to and is most helpful in explaining why we are not
>allowed to wear contact lens(es) for near vision correction.
>
>It would be interesting to discuss some of the new techniques with him.
>
>Don Hull
>
>
>-----Original Message-----
>From: SportAV8R(at)aol.com [mailto:SportAV8R(at)aol.com]
>To: rv-list(at)matronics.com
>Subject: Re: RV-List: OT: concentric bifocal contacts?
>
>
>It's about time for me to get my annual 'vision inspection' & one of my
>pilot friends tells me he's now wearing the new concentric ring bifocal
>contacts and that his eye doctor (who is also a pilot) prescribed them
>as ok to use while flying.
>
>I know that the old weighted type lenses aren't approved. What about the
>new type? Anybody flying with them who's gotten an official opinion on this?
>
>Thanks,
>
>Charlie
>
>Charlie: I didn't get an "official opinion" on them, beyond simply passing
>my physical with them the last two times. I tried to read whatever they put
>in front of me with contacts in and with them out. I did not conceal the
>fact that I was wearing contacts, but did not mention the bifocal nature of
>the right lens to anyone. I made a passing score both for near and at
>distance with the contacts in, and as far as I am concerned, that is all
>that counts.
>
>YMMV.
>
>-BB
>
>
>advertising on the Matronics Forums.
>
>
>advertising on the Matronics Forums.
>
>
>
>
________________________________________________________________________________
| From: | HAL KEMPTHORNE <hal_kempthorne(at)sbcglobal.net> |
| Subject: | OT: concentric bifocal contacts? |
I was under the impression that two eyes give depth perception out to about 25
feet. Beyond that it comes from our experience with the size of objects. So,
if we are shown a miniature house that is forty feet away we judge it to be further.
Wiley Post had only one eye - other pilots reported that he would move his head
from side to side while landing.
hal
________________________________________________________________________________
| From: | "Hull, Don" <Donald.C.Hull(at)nasa.gov> |
| Subject: | OT: concentric bifocal contacts? |
Larry,
What I meant is they correct nearsightedness, which is what you have if you
can see near but not far off. I have been nearsighted since I was 12 years
old. If your far vision is starting to go, you may be a candidate for the
Paragon CRT contacts. My doctor offered them to me, and one advantage over
surgery is if you don't like them you can always go back to glasses. Of
course, you would have to pay for them. :-)
You may be a candidate for them.
Don
-----Original Message-----
From: Larry Bowen [mailto:Larry(at)bowenaero.com]
Subject: RE: RV-List: OT: concentric bifocal contacts?
I didn't realize they were for nearsightedness only. I can see up close
fine, it's the far that is starting to go. Darn computer screeens.......
Thanks,
-
Larry Bowen
Larry(at)BowenAero.com
http://BowenAero.com
Hull, Don said:
>
> Larry,
> I haven't asked the FAA specifically, but based on my conversations
> with Dr. Nakagawara, the Paragon CRT contacts would be okay because
> you wear them while you sleep. You don't fly in your sleep, do you?
> :-) However, I would think they only correct nearsightedness. As we
> get older we usually have to wear "reading lenses" for near vision,
> even though our far vision is excellent.
> You could ask Dr. Nakagawara (email: Van.Nakagawara(at)faa.gov )
> I hope that's still a valid email address for him.
> Don Hull
>
> -----Original Message-----
> From: Larry Bowen [mailto:Larry(at)bowenaero.com]
> To: rv-list(at)matronics.com
> Subject: RE: RV-List: OT: concentric bifocal contacts?
>
>
> Related but different -- anyone know the verdict is on Paragon CRT
> contacts? You wear them while you sleep only. Take them out during
> the day. What does the FAA think?
>
> -
> Larry Bowen
> Larry(at)BowenAero.com
> http://BowenAero.com
>
>
>> -----Original Message-----
>> From: SportAV8R(at)aol.com [mailto:SportAV8R(at)aol.com]
>> Sent: Monday, October 11, 2004 11:23 PM
>> To: rv-list(at)matronics.com
>> Subject: Re: RV-List: OT: concentric bifocal contacts?
>>
>>
>>
>>
>>
>> It's about time for me to get my annual 'vision inspection' & one of
>> my pilot friends tells me he's now wearing the new concentric ring
>> bifocal contacts and that his eye doctor (who is also a pilot)
>> prescribed them as ok to use while flying.
>>
>> I know that the old weighted type lenses aren't approved. What about
>> the new type? Anybody flying with them who's gotten an official
>> opinion on this?
>>
>> Thanks,
>>
>> Charlie
>>
>> Charlie: I didn't get an "official opinion" on them, beyond simply
>> passing my physical with them the last two times. I tried to read
>> whatever they put in front of me with contacts in and with them out.
>> I did not conceal the fact that I was wearing contacts, but did not
>> mention the bifocal nature of the right lens to anyone. I made a
>> passing score both for near and at distance with the contacts in, and
>> as far as I am concerned, that is all that counts.
>>
>> YMMV.
>>
>> -BB
>>
>>
>> ===========
>> Matronics Forums.
>> ===========
>> ===========
>> ===========
>>
>>
>>
>>
>>
>>
>
>
> advertising on the Matronics Forums.
>
>
advertising on the Matronics Forums.
________________________________________________________________________________
| From: | jadecuir(at)comcast.net |
| Subject: | biennial flight review |
How does an RV-4 driver get a review in his own aircraft? Or do I need to rent
an aircraft with complete dual controls?
John DeCuir
RV-4, N204CP
Salinas, CA
How does an RV-4 driver get a review in his own aircraft? Or do I need to rent
an aircraft with complete dual controls?
John DeCuir
RV-4, N204CP
Salinas, CA
________________________________________________________________________________
| From: | "Hull, Don" <Donald.C.Hull(at)nasa.gov> |
| Subject: | OT: concentric bifocal contacts? |
Yes, and you can have LASIK surgery with one eye for near vision and one eye
for far vision, and after a waiting period of something like 6 months, the
FAA will approve your medical certificate. But they won't let you fly with
contact lens that way. Go figure.
Don
-----Original Message-----
From: HAL KEMPTHORNE [mailto:hal_kempthorne(at)sbcglobal.net]
Subject: RE: RV-List: OT: concentric bifocal contacts?
-->
I was under the impression that two eyes give depth perception out to about
25 feet. Beyond that it comes from our experience with the size of objects.
So, if we are shown a miniature house that is forty feet away we judge it to
be further.
Wiley Post had only one eye - other pilots reported that he would move his
head from side to side while landing.
hal
advertising on the Matronics Forums.
________________________________________________________________________________
| Subject: | Re: biennial flight review |
John,
I just had the same issue with my -8. So I put rear rudder peddels in last weekend
and will have to get a throttle in before the end of the month. Van's has
a rudder kit for you but on the -4 your on your own for the throttle. RV-4 rear
seat rudder pedals, Part Number = RSR-PED, Price = $105.00
Alan Kritzman
Cedar Rapid, IA
RV-8 N8EM
23 months of flying
How does an RV-4 driver get a review in his own aircraft? Or do I need to rent
an aircraft with complete dual controls?
John DeCuir
RV-4, N204CP
Salinas, CA
________________________________________________________________________________
| From: | "Tom Gummo" <T.gummo(at)verizon.net> |
| Subject: | Humor --> biennial flight review |
All this talk about vision is giving me double vision. :-)
see below.
>
> How does an RV-4 driver get a review in his own aircraft? Or do I need to
> rent an aircraft with complete dual controls?
> John DeCuir
> RV-4, N204CP
> Salinas, CA
>
> How does an RV-4 driver get a review in his own aircraft? Or do I need to
> rent an aircraft with complete dual controls?
> John DeCuir
> RV-4, N204CP
> Salinas, CA
________________________________________________________________________________
| From: | "Martin Hone" <mctrader(at)bigpond.net.au> |
| Subject: | Wing Tie Down Rings |
Hi guys,
I just can't seem to lay my hands on the info - can someone advise what
size thread is used for the tie-down rings that screw into the spar on a -6
?
Cheers and thanks in advance.
Martin in Oz
mctrader(at)bigpond.net.au
________________________________________________________________________________
| From: | "Jim Jewell" <jjewell(at)telus.net> |
| Subject: | Re: Wing Tie Down Rings |
Hi Martin,
Three eights National Course is the thread size of the Vans supplied tie
down rings.
Getting close to done are ya?
Jim in Kelowna
----- Original Message -----
From: "Martin Hone" <mctrader(at)bigpond.net.au>
Subject: RV-List: Wing Tie Down Rings
>
>
> Hi guys,
>
> I just can't seem to lay my hands on the info - can someone advise what
> size thread is used for the tie-down rings that screw into the spar on
> a -6
> ?
>
> Cheers and thanks in advance.
>
> Martin in Oz
> mctrader(at)bigpond.net.au
>
>
>
________________________________________________________________________________
| From: | "Larry Rhea" <rv6larry(at)msn.com> |
| Subject: | Wing Tie Down Rings |
3/16-18
>From: "Martin Hone" <mctrader(at)bigpond.net.au>
>Reply-To: rv-list(at)matronics.com
>To:
>Subject: RV-List: Wing Tie Down Rings
>Date: Wed, 13 Oct 2004 08:10:47 +1000
>
>
>Hi guys,
>
>I just can't seem to lay my hands on the info - can someone advise what
>size thread is used for the tie-down rings that screw into the spar on a -6
>?
>
>Cheers and thanks in advance.
>
>Martin in Oz
>mctrader(at)bigpond.net.au
>
>
________________________________________________________________________________
| From: | "Tom Gummo" <T.gummo(at)verizon.net> |
| Subject: | Humor --> biennial flight review |
All this talk about vision is giving me double vision. :-)
see below.
>
> How does an RV-4 driver get a review in his own aircraft? Or do I need to
> rent an aircraft with complete dual controls?
> John DeCuir
> RV-4, N204CP
> Salinas, CA
>
> How does an RV-4 driver get a review in his own aircraft? Or do I need to
> rent an aircraft with complete dual controls?
> John DeCuir
> RV-4, N204CP
> Salinas, CA
________________________________________________________________________________
| From: | "Tom Gummo" <T.gummo(at)verizon.net> |
| Subject: | Humor --> biennial flight review |
All this talk about vision is giving me double vision. :-)
see below.
>
> How does an RV-4 driver get a review in his own aircraft? Or do I need to
> rent an aircraft with complete dual controls?
> John DeCuir
> RV-4, N204CP
> Salinas, CA
>
> How does an RV-4 driver get a review in his own aircraft? Or do I need to
> rent an aircraft with complete dual controls?
> John DeCuir
> RV-4, N204CP
> Salinas, CA
________________________________________________________________________________
| From: | "" <tx_jayhawk(at)excite.com> |
All,
Just recently got a new metal-cutting bandsaw on sale from Harbor Freight, and
I must say it rocks! I was previously using a cheap Ryobi wood bandsaw with a
metal cutting blade installed. It worked okay, but I found it went through blades
repeatedly and it did not want to cut real straight (blade wandered). This
new saw is the cat's meow...I highly recommend it if you don't yet have a
saw. It may not last forever, but the price is right.
http://www.harborfreight.com/cpi/ctaf/Displayitem.taf?itemnumber=37151
Scott
7A
www.scottsrv7a.com
Join Excite! - http://www.excite.com
The most personalized portal on the Web!
________________________________________________________________________________
| From: | Michael McGee <jmpcrftr(at)teleport.com> |
| Subject: | OT: concentric bifocal contacts? |
All this mono vision problem the Feds have is due to someone loosing a
contact lens and not having the required vision to meet specs. I believe
it has resulted in bent aluminum and paper work so they made a rule. With
Lasik you can't "loose" a lens.
Mike (also a one-eyed pilot)
Mike McGee, RV-4 N996RV, O320-E2G, Hillsboro, OR
13B in gestation mode, RD-1C, EC-2
At 14:19 2004-10-12, you wrote:
>
>Yes, and you can have LASIK surgery with one eye for near vision and one eye
>for far vision, and after a waiting period of something like 6 months, the
>FAA will approve your medical certificate. But they won't let you fly with
>contact lens that way. Go figure.
>Don
>
>-----Original Message-----
>From: HAL KEMPTHORNE [mailto:hal_kempthorne(at)sbcglobal.net]
>To: rv-list(at)matronics.com
>Subject: RE: RV-List: OT: concentric bifocal contacts?
>
>
>-->
>
>
>I was under the impression that two eyes give depth perception out to about
>25 feet. Beyond that it comes from our experience with the size of objects.
>So, if we are shown a miniature house that is forty feet away we judge it to
>be further.
>
>Wiley Post had only one eye - other pilots reported that he would move his
>head from side to side while landing.
>
>hal
>
>
>advertising on the Matronics Forums.
>
>
________________________________________________________________________________
| From: | "thomas a. sargent" <sarg314(at)earthlink.net> |
| Subject: | AFP installation on IO-360 |
Does any one have any pictures on their web page of their AFP air
controller installed on the engine? Preferably without much else in the
way. I'm puzzling over the AFP manual (which has VERY badly reproduced
photos in it) and it would help a lot to see one installed.
Also, the AFP manual seems to talk about control cable brackets as
though they are an off the shelf item, but apparently not from Van's or
AFP. Do I make these myself?
Thanks,
--
Tom Sargent, RV-6A
________________________________________________________________________________
| From: | "Dana Overall" <bo124rs(at)hotmail.com> |
| Subject: | Re: biennial flight review |
>From: Jerry Springer <jsflyrv(at)earthlink.net>
>
>Regs require dual controls
>
You know, this seems to be another one of those he said/she said issues.
With many Bonanzas having a throwover yoke, this discussion has come up many
times on the Bonanza list. Seems the prevailing thought (don't shot the
piano player here) is that one must have dual controls for primary
instruction. When I was getting ready to take my commercial ride the
examiner said he would rather have a dual yoke but would do it with the
throwover, once again...not primary instruction. During my early instrument
days I took instruction in a throwover yoke Bonanza since, once again, it
was not primary instruction. Later, I took one bi in my Bonanza.
Just throwing a tidbit out to chew on....................
Dana Overall
RV-7, "Black Magic"
Richmond, KY i39
http://rvflying.tripod.com
________________________________________________________________________________
| From: | "Doug Rozendaal" <dougr(at)petroblend.com> |
| Subject: | Re: biennial flight review |
Here is what the FAR says:
Sec. 91.109 Flight instruction; Simulated instrument flight and certain
flight tests.
(a) No person may operate a civil aircraft (except a manned free
balloon)
that is being used for flight instruction unless that aircraft has fully
functioning dual controls. However, instrument flight instruction may be
given in a single-engine airplane equipped with a single, functioning
throwover control wheel in place of fixed, dual controls of the elevator
and
ailerons when--
(1) The instructor has determined that the flight can be conducted
safely;
and
(2) The person manipulating the controls has at least a private pilot
certificate with appropriate category and class ratings.
While the FARs may be where we find what is legal and proper when it comes
to flying airplanes, the FAA looks in their FAA Inspectors Handbook. There
are lots of rules in the "Handbook" that you will never find in the FARs and
they enforce the handbook like it is the law. Here is what the Handbook
says on dual controls for flight instruction, and per FAR 61.56, a BFR is
flight instruction.
http://www.faa.gov/avr/afs/hbga/hbga0008.doc
I don't see any way that a BFR can be legally, or more importantly given in
an airplane without stick, throttle, rudder pedals in the back seat.
Tailwinds,
Doug Rozendaal
________________________________________________________________________________
| From: | RVEIGHTA(at)aol.com |
I plan to install a strobe in the vertical stab of my rv-8, but am having a
hard time finding one that will fit - width seems to be the problem. Vans says
the whelen A650 has been adapted for the VS. Anybody out there have any
recommendations on what type to use? (The archives are full of stuff about strobes
in the VS, but not much on what type of strobe to use)
Walt Shipley RV-8A flying RV-8 fuselage
________________________________________________________________________________
| From: | "Bill VonDane" <bill(at)vondane.com> |
| Subject: | Re: Strobe in VS |
Walt... I have one in the works if you're not in a hurry...
-Bill
www.creativair.com/cva
----- Original Message -----
From: <RVEIGHTA(at)aol.com>
Subject: RV-List: Strobe in VS
I plan to install a strobe in the vertical stab of my rv-8, but am having a
hard time finding one that will fit - width seems to be the problem. Vans
says
the whelen A650 has been adapted for the VS. Anybody out there have any
recommendations on what type to use? (The archives are full of stuff about
strobes
in the VS, but not much on what type of strobe to use)
Walt Shipley RV-8A flying RV-8 fuselage
________________________________________________________________________________
| Subject: | Re: AFP installation on IO-360 |
Take this to the Lycoming E-mail list. AFP monitors it.
lycoming(at)yahoogroups.com
>
>Does any one have any pictures on their web page of their AFP air
>controller installed on the engine? Preferably without much else in the
>way. I'm puzzling over the AFP manual (which has VERY badly reproduced
>photos in it) and it would help a lot to see one installed.
>
>Also, the AFP manual seems to talk about control cable brackets as
>though they are an off the shelf item, but apparently not from Van's or
>AFP. Do I make these myself?
>
>Thanks,
>--
>Tom Sargent, RV-6A
>
>
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
________________________________________________________________________________
| From: | "Bob 1" <rv3a(at)comcast.net> |
| Subject: | Re: OT: concentric bifocal contacts? |
----- Original Message -----
From: "HAL KEMPTHORNE" <hal_kempthorne(at)sbcglobal.net>
Subject: RE: RV-List: OT: concentric bifocal contacts?
>
>
> I was under the impression that two eyes give depth perception out to
about 25 feet. Beyond that it comes from our experience with the size of
objects. So, if we are shown a miniature house that is forty feet away we
judge it to be further.
>
> Wiley Post had only one eye - other pilots reported that he would move his
head from side to side while landing.
>
> hal
-------------------------------------------
How many of you know one-eyed pilots?
I have had the honor of knowing two.
One is a best friend with a commercial ticket that flies multi-
engine most of the time that solidly confirms Hal's 'impression'.
The other was a business competitor; a one eyed pilot that
died after many decades in the cropdusting profession....
and it wasn't flying related.
Bob
________________________________________________________________________________
| Subject: | My XCOM 760 order |
Mr Coates,
I have been trying to reach you for over a week. My request for confirmation that
my order for the radio and the wire harness have gone unanswered even though
I submitted all my credit card and wire harness information. That's unacceptable
and as a result I want to inform you I am cancelling my order.
I am saving this email per my credit card company's request for later charge dispute
should you later charge an order to my credit card.
Further, because as soon as I submitted my credit card info all correspondence
from your end stopped this attempted transaction doesn't feel legit anymore so
I am CC the RV list which is where I first heard about your product in hopes
it might somehow either save others from future grief or help motivate you in
conducting what I think are better business practices.
I lived in Europe for 18 years and did a lot of ordering from around the world
and I don't find the distance an acceptable excuse for poor customer service.
Thank you,
Frank "Lucky" Macy
Pennsylvania USA
In a message dated 10/3/2004 2:05:05 AM Eastern Daylight Time, Michael Coates
writes:
>
>
>
>
>Hello Frank,nbsp; Hopefully it will be shipped this coming week because i think
we have a few extra units left over in this shippment.....nbsp; if it doesnt
make this production batch it will be in the next batch in 4 weeks time. We are
selling them quicker than they can make radios.
>
>Thanks Michael
>
>
>RV8ter(at)aol.comwrote:
> If I order this week, how long until shipment? nbsp; thanks, Frank
>
>
>-- With regards, Michael Coates XCOM Avionics Email: info@xcom760.comXCOM Web Site: http://www.xcom760.com"Once you have flown, you will walk the earth with your eyes turned skyward, for there you have been, and there you long to return."
>
>
________________________________________________________________________________
| From: | George Neal E Capt AU/PC <Neal.George(at)maxwell.af.mil> |
Listers -
If you've finished building and want to get rid of some clecos, I need a
bunch.
Neal George
244 Andrews Street
Maxwell AFB, AL 36113
Work - 334-953-1516
Cell - 334-546-2033
Home - 334-262-8993
n8zg(at)arrl.net
n8zg(at)knology.net
________________________________________________________________________________
| From: | Dave Bristol <bj034(at)lafn.org> |
| Subject: | Re: AFP installation on IO-360 |
clamav-milter version 0.80j
on zoot.lafn.org
Tom,
When I ordered my AFP unit I told them what airplane it was for and they
sent all the necessary brackets. They had a kit specifically for the
RV6/O-360 installation. This was about 6 years ago so things might have
changed, but I'd give Don a call.
Dave RV6 So Cal
thomas a. sargent wrote:
>
>Does any one have any pictures on their web page of their AFP air
>controller installed on the engine? Preferably without much else in the
>way. I'm puzzling over the AFP manual (which has VERY badly reproduced
>photos in it) and it would help a lot to see one installed.
>
>Also, the AFP manual seems to talk about control cable brackets as
>though they are an off the shelf item, but apparently not from Van's or
>AFP. Do I make these myself?
>
>Thanks,
>
>
________________________________________________________________________________
| From: | "Dan Viet Newspaper" <info(at)danviet.com.au> |
| Subject: | Thank you for your email |
Thank you,
We have received your email.
It will be attended to as soon as we possibly can.
Have a nice day!
Cam on ban,
Chung toi da nhan duoc email cua ban.
Chung toi se luu y trong thoi gian som nhat.
Chuc ban mot ngay vui ve.
Tuan bao Dan Viet.
(This is an auto reply message)
________________________________________________________________________________
| From: | "Jack Ford" <jackoford(at)theofficenet.com> |
| Subject: | Re: biennial flight review |
Don't know now, but years ago the throwover yoke was speciffically addressed
in the FARs as acceptable.
----- Original Message -----
From: "Dana Overall" <bo124rs(at)hotmail.com>
Subject: Re: RV-List: biennial flight review
>
>
> >From: Jerry Springer <jsflyrv(at)earthlink.net>
> >
> >Regs require dual controls
> >
>
>
> You know, this seems to be another one of those he said/she said issues.
> With many Bonanzas having a throwover yoke, this discussion has come up
many
> times on the Bonanza list. Seems the prevailing thought (don't shot the
> piano player here) is that one must have dual controls for primary
> instruction. When I was getting ready to take my commercial ride the
> examiner said he would rather have a dual yoke but would do it with the
> throwover, once again...not primary instruction. During my early
instrument
> days I took instruction in a throwover yoke Bonanza since, once again, it
> was not primary instruction. Later, I took one bi in my Bonanza.
>
> Just throwing a tidbit out to chew on....................
>
> Dana Overall
> RV-7, "Black Magic"
> Richmond, KY i39
> http://rvflying.tripod.com
>
>
________________________________________________________________________________
| From: | "Scott VanArtsdalen" <svanarts(at)yahoo.com> |
| Subject: | My XCOM 760 order |
It's a shame. When I ordered my MicroAir 760 and T2000 he was very
prompt at answering emails (almost always the next day.) I don't know
what's happened over there but I hope he can straighten things out. My
MA 760 has been working fine. From what's being said though I hope it
never has a problem. Sounds like getting service will be problematic.
Any Ozzie blokes on the list? Can you get hold of Michael Coates and
see what's up?
--
Scott VanArtsdalen
RV-4 N311SV
4-ever!
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of RV8ter(at)aol.com
Subject: RV-List: My XCOM 760 order
Mr Coates,
I have been trying to reach you for over a week. My request for
confirmation that my order for the radio and the wire harness have gone
unanswered even though I submitted all my credit card and wire harness
information. That's unacceptable and as a result I want to inform you I
am cancelling my order.
I am saving this email per my credit card company's request for later
charge dispute should you later charge an order to my credit card.
Further, because as soon as I submitted my credit card info all
correspondence from your end stopped this attempted transaction doesn't
feel legit anymore so I am CC the RV list which is where I first heard
about your product in hopes it might somehow either save others from
future grief or help motivate you in conducting what I think are better
business practices.
I lived in Europe for 18 years and did a lot of ordering from around the
world and I don't find the distance an acceptable excuse for poor
customer service.
Thank you,
Frank "Lucky" Macy
Pennsylvania USA
In a message dated 10/3/2004 2:05:05 AM Eastern Daylight Time, Michael
Coates writes:
>
>
>
>
>Hello Frank,nbsp; Hopefully it will be shipped this coming week because
i think we have a few extra units left over in this shippment.....nbsp;
if it doesnt make this production batch it will be in the next batch in
4 weeks time. We are selling them quicker than they can make radios.
>
>Thanks Michael
>
>
>RV8ter(at)aol.comwrote:
> If I order this week, how long until shipment? nbsp; thanks, Frank
>
>
>-- With regards, Michael Coates XCOM Avionics Email:
info@xcom760.comXCOM Web Site: http://www.xcom760.com"Once you have
flown, you will walk the earth with your eyes turned skyward, for there
you have been, and there you long to return."
>
>
=
=
=
=
________________________________________________________________________________
| From: | "Donald Mei" <don_mei(at)hotmail.com> |
I do my BFR in my '4 with the guy who taught me to fly my '4. For the
transition training I installed the rear rudder pedals. Once I was signed
off, I removed them. We do my BFR now without the rudder pedals.
Actually we do a wings program in lieu of the BFR. This year, we did
instrument work in my RV with the Dynon and did other work in a Piper Cub.
That was great fun.
I would advise you NOT to install rear rudder pedals for the sake of a BFR.
Yes, they are cheap, but they are not a good addition to the airplane for
the following reasons:
1)Ugly
2)crude
3)heavy
4)limited rudder authority
5)impinge on the pilots room
I suggest you either find someone who will fly with you in the '4 without
the rudder pedals, or do your BFR in something else. There are plenty of
interesting and fun aircraft you can use. It doesn't have to be a cherokee
or a skyhawk.
Don
"All of us need to be reminded that the federal government did not create
the states; the states created the federal government!"---Ronald Reagan
________________________________________________________________________________
| From: | Skylor Piper <skylor4(at)yahoo.com> |
| Subject: | Re: biennial flight review |
You know, this brings up an interesting point:
The Bonanza Pilot Proficiency Program includes flight
instruction, and is an acceptable alternative to a
BFR.
The BPPP instructors fly with owners in their own
aircraft, many of which only have the throw over yoke.
It is my understanding that instructors can obtain
waivers to give instruction to a CURRENT pilot in a
single yoke aircraft, and this is how the BPPP program
gets around the dual controls requirement.
Skylor
RV-8 QB, Under Construction
--- Dana Overall wrote:
>
>
>
> >From: Jerry Springer <jsflyrv(at)earthlink.net>
> >
> >Regs require dual controls
> >
>
>
> You know, this seems to be another one of those he
> said/she said issues.
> With many Bonanzas having a throwover yoke, this
> discussion has come up many
> times on the Bonanza list. Seems the prevailing
> thought (don't shot the
> piano player here) is that one must have dual
> controls for primary
> instruction. When I was getting ready to take my
> commercial ride the
> examiner said he would rather have a dual yoke but
> would do it with the
> throwover, once again...not primary instruction.
> During my early instrument
> days I took instruction in a throwover yoke Bonanza
> since, once again, it
> was not primary instruction. Later, I took one bi
> in my Bonanza.
>
> Just throwing a tidbit out to chew
> on....................
>
> Dana Overall
> RV-7, "Black Magic"
> Richmond, KY i39
> http://rvflying.tripod.com
>
>
>
> Contributions
> any other
> Forums.
>
> http://www.matronics.com/chat
>
> http://www.matronics.com/subscription
> http://www.matronics.com/FAQ/RV-List.htm
> http://www.matronics.com/archives
> http://www.matronics.com/photoshare
> http://www.matronics.com/emaillists
>
>
>
>
>
>
__________________________________
________________________________________________________________________________
| From: | SportAV8R(at)aol.com |
| Subject: | wingtip antenna SWR field data |
I have now completed the initial fabrication and set-up of a copper-foil wingtip
comm antenna patterned after the design in the Aeroelectric Connection. The
overall dimensions are similar to the ones in the book, except that I made most
of the radiating element rather fat, 1.5 to 2 inches in width (3 or 4 parallel
strips of the copper foil tape, tack-soldered together at points along their
adjoining edges. The gamma network uses a small air-variable capacitor which
is mounted so as to be field-adjustable via a screwdriver inserted through
a small hole in the underside of the wingtip. The foil itself is applied to the
aft portion of the interior undersurface of the conventional (not "sheared")
Van's wingtip. Coax feed is via RG-400 with a service disconnect at the outboard
wing rib. Nav light wiring is dressed as far forward in the wingtip as
possible to minimize interaction with the antenna.
I learned some interesting things from comparing antenna analyzer measurements
at the bench and on the plane, both in flight and on the ground. To summarize,
the antenna as prorotyped is very broadband, with a W-shaped VSWR curve (two
minima), and SWR measurements obtained in flight (far away from any nearby detuning
objects or ground) were NOT different enough from ground-based measurements
to justify airborne tweaking of the design. This is nice to know, since
adjustments are only possible and measurements so much easier to obtain on the
ground!
VSWR values obtained in flight are as follows:
114 MHz - 1.6
118 MHz - 1.3
123 MHz - 1.7
127 MHz - 1.2
134 MHz - 1.7
138 MHz - 1.5
141 MHz - 2.5
143 MHz - 3.0
As I said, this is one very broadband antenna! I hope this is due to its shape
factor and not to low Q! The bimodal SWR curve shape probably results from the
antenna itself being resonant at a different sweet spot than the gamma matching
network is. Reactance readings vary wildly across the tuning range as the
analyzer signal is swept across the band. The counterpoise section length does
influence the performance of the antenna on the bench, as I alluded in an
earlier post. Some of the SWR curve's strange shape might reflect resonances on
the counterpoise section or the nav light wiring.
Basic antenna shape:
______ | Date: | Oct 13, 2004 |
| From: | "Mike Kellems" <mkellems(at)tnweb.com> |
| Subject: | Re: biennial flight review |
Stop in @ LUG in Tennessee - I'll do your BFR with or without dual controls. Mike
Kellems RV4 580RG
---------- Original Message ----------------------------------
From: N13eer(at)aol.com
Date: Tue, 12 Oct 2004 17:43:23 -0400
>
>John,
>I just had the same issue with my -8. So I put rear rudder peddels in last weekend
and will have to get a throttle in before the end of the month. Van's has
a rudder kit for you but on the -4 your on your own for the throttle. RV-4
rear seat rudder pedals, Part Number = RSR-PED, Price = $105.00
>
>
>Alan Kritzman
>Cedar Rapid, IA
>RV-8 N8EM
>23 months of flying
>
>
>How does an RV-4 driver get a review in his own aircraft? Or do I need to rent
an aircraft with complete dual controls?
>John DeCuir
>RV-4, N204CP
>Salinas, CA
>
>
>---
>
>
---
________________________________________________________________________________
| From: | "Mike Robertson" <mrobert569(at)hotmail.com> |
| Subject: | AFP installation on IO-360 |
Tom,
AP has an installation kit for different models of aircraft. The RV kit
comes with all the brackets needed to install the controls with the
exception of a little bit of 3/4 X 3/4 angle. I would get ahold of Airflow
Performance and ask them about it.
Mike Robertson
>From: "thomas a. sargent" <sarg314(at)earthlink.net>
>Reply-To: rv-list(at)matronics.com
>To: rv-list(at)matronics.com
>Subject: RV-List: AFP installation on IO-360 Date: Tue, 12 Oct 2004
>
>
>Does any one have any pictures on their web page of their AFP air
>controller installed on the engine? Preferably without much else in the
>way. I'm puzzling over the AFP manual (which has VERY badly reproduced
>photos in it) and it would help a lot to see one installed.
>
>Also, the AFP manual seems to talk about control cable brackets as
>though they are an off the shelf item, but apparently not from Van's or
>AFP. Do I make these myself?
>
>Thanks,
>--
>Tom Sargent, RV-6A
>
>
http://search.msn.click-url.com/go/onm00200636ave/direct/01/
________________________________________________________________________________
| From: | "Aircraft Technical Book Company" <winterland(at)rkymtnhi.com> |
| Subject: | Re: biennial flight review |
Before my RV was completed, I took my biennial in an N numbered single seat
Phantom ultralight. The instructor would stand on the ground and radio to
me whatever maneuver he wanted to see done. Its all perfectly legal. You
just need to find a CFI with an open mind and a sense of humor.
Andy
Builder's Bookstore
www.buildersbooks.com
----- Original Message -----
From: Jack Ford <jackoford(at)theofficenet.com>
Subject: Re: RV-List: biennial flight review
>
> Don't know now, but years ago the throwover yoke was speciffically
addressed
> in the FARs as acceptable.
>
>
> ----- Original Message -----
> From: "Dana Overall" <bo124rs(at)hotmail.com>
> To:
> Subject: Re: RV-List: biennial flight review
>
>
> >
> >
> > >From: Jerry Springer <jsflyrv(at)earthlink.net>
> > >
> > >Regs require dual controls
> > >
> >
> >
> > You know, this seems to be another one of those he said/she said issues.
> > With many Bonanzas having a throwover yoke, this discussion has come up
> many
> > times on the Bonanza list. Seems the prevailing thought (don't shot the
> > piano player here) is that one must have dual controls for primary
> > instruction. When I was getting ready to take my commercial ride the
> > examiner said he would rather have a dual yoke but would do it with the
> > throwover, once again...not primary instruction. During my early
> instrument
> > days I took instruction in a throwover yoke Bonanza since, once again,
it
> > was not primary instruction. Later, I took one bi in my Bonanza.
> >
> > Just throwing a tidbit out to chew on....................
> >
> > Dana Overall
> > RV-7, "Black Magic"
> > Richmond, KY i39
> > http://rvflying.tripod.com
> >
> >
>
>
________________________________________________________________________________
| From: | "Dan Checkoway" <dan(at)rvproject.com> |
| Subject: | Re: AFP installation on IO-360 |
http://www.rvproject.com (AFP FM-200 on IO-360-A1B6)
I can't be much more specific than that because there are LOTS of pages in
the engine/fwf section with tons of photos.
Best of luck,
)_( Dan
RV-7 N714D
http://www.rvproject.com
----- Original Message -----
From: "thomas a. sargent" <sarg314(at)earthlink.net>
Subject: RV-List: AFP installation on IO-360
>
> Does any one have any pictures on their web page of their AFP air
> controller installed on the engine? Preferably without much else in the
> way. I'm puzzling over the AFP manual (which has VERY badly reproduced
> photos in it) and it would help a lot to see one installed.
>
> Also, the AFP manual seems to talk about control cable brackets as
> though they are an off the shelf item, but apparently not from Van's or
> AFP. Do I make these myself?
>
> Thanks,
> --
> Tom Sargent, RV-6A
>
>
________________________________________________________________________________
| From: | "Brian Denk" <akroguy(at)hotmail.com> |
| Subject: | Re: biennial flight review |
>Before my RV was completed, I took my biennial in an N numbered single seat
>Phantom ultralight. The instructor would stand on the ground and radio to
>me whatever maneuver he wanted to see done. Its all perfectly legal. You
>just need to find a CFI with an open mind and a sense of humor.
>
>Andy
>Builder's Bookstore
>www.buildersbooks.com
I've had two BFR's in my RV8. CFI just rides along and grins.
Brian Denk
RV8 N94BD
RV10 '51
________________________________________________________________________________
| From: | Bob J <rocketbob(at)gmail.com> |
text disguised using base64 encoding
> The gamma network uses a small air-variable capacitor which is mounted so as
to be field-adjustable via a screwdriver inserted through a small hole in the
underside of the wingtip. The foil itself is applied to the aft portion of the
interior undersurface of the conventional (not "sheared") Van's wingtip. Coax
feed is via RG-400 with a service disconnect at the outboard wing rib. Nav
light wiring is dressed as far forward in the wingtip as possible to minimize
interaction with the antenna.
Hi Bill,
Nice work. I am putting in an Archer comm antenna in both wingtips in
my F1 (I bought one to use as a pattern), and I have been considering
replacing the gamma-match network with a variable capacitor to adjust
it as you've done, but someone pointed out to me that it may not be a
good idea due to reactance. I'm not an antenna guy so that stuff is a
little bit beyond me, but I do have access to an antenna analyzer. I
also think that with the newer style wingtips, the radiating element
could be attached around the curved outer portion of the wingtip,
exposing more surface horizontally...
What value did you use for the variable capacitor?
> My plan is to have two such antennas, one in each wingtip, with a BNC antenna
>switch to select whichever one receives a given station the best.
I have two Icom radios that I am using (very handy to have two comm's
when flying x/c in formation), so each radio will have its own
antenna. Just out of curiousity, are you constructing the antenna
switch yourself? I would think it would be easy to make one yourself
and the losses would be insignificant.
Regards,
Bob Japundza
RV-6 flying, F1 qb under const.
________________________________________________________________________________
| From: | SportAV8R(at)aol.com |
text disguised using base64 encoding
Hey, Bob.
Good to hear from you. I hope you found all that useful.
Regarding the antenna and capacitor, your friend may be a bit confused. The archer
antenna has a capacitor in it, made from bakelite and aluminum, just not
adjustable. No doubt he has the capacitance value dialed in close enough for
mass production. Since I was venturing a bit beyond the prototype in my experiments,
using different materials for fabrication, I wanted the tuning feature
to make final adjustments. I used a small air variable cap the swings from 4-22pF,
and it's about midway meshed when adjusted for best match. The purpose
of this capacitor is to cancel out the inductive reactance already present in
the arm of the gamma match circuit. At exact antenna resonance, there will be
no reactance left, just pure resistance, which is what we want.
As for fabricating the switch, I could, but will likely snag a suitable switch
or DC relay off eBay and use that instead. I've seen plenty there for less than
the cost of the BNC bulkhead fittings alone. Two comms would be nice, but
that's not to be for me, until the next generation glass panel emerges from my
workshop and goes in the -6A, perhaps in 2006.
-Bill B
________________________________________________________________________________
| From: | "Doug Rozendaal" <dougr(at)petroblend.com> |
| Subject: | Re: biennial flight review |
Warning! Editorial begins here:
There is lots of ambiguity in some of the regs, but this one seems pretty
clear to my simple CFI mind. To get a BFR you have to have an hour of
flight instruction and an hour of ground instruction. And with the
exception of a instrument training with a throw-over yoke,(which I believe
is a loophole that would work for the Bonanzas and C-195s) you have to have
dual controls to give flight instruction, hence a BFR.
If you have an instructor who does it for you in a RV without rear seat
rudder pedals, that is between, you , him, and the FAA. Lots of people here
have said they will do it or they have had it done, but no one has made a
case that it is legal.
I am not trying to cause a stink, just illuminate to the regs. A bunch of
CFIs willing to do it, does not make it legal. I doubt anyone would never
have a problem, till they had a problem, and then the FAA (and possibly your
insurance company) will want their pound of flesh. Unless someone can
weave me a story like the "Instrument Instruction in a Throw-over airplane"
I will stand by my interpretation that a BFR in the backseat without stick,
rudder, and throttle is illegal.
When there is an accident, the FAA can be, and has been very far reaching.
i.e. The instructor gets a bust for giving instruction in a non-dual
control aircraft and the pilot for flying without a BFR.
I am happy to listen to a different interpretation. But more importantly I
would not give a BFR in a single control airplane because there is unneeded
risk associated with it. I have seen very good pilots turn into bumbling
buffons because I was giving them a BFR or a FAR 135 checkride.
Checkrideitis I guess.
Unfortunately there is usually a lot of spilled blood before anything makes
it to the FARs.
Tailwinds,
Doug Rozendaal
________________________________________________________________________________
| From: | George Neal E Capt AU/PC <Neal.George(at)maxwell.af.mil> |
Bill -
Did you take any photos before you closed it up?
neal
________________________________________________________________________________
| From: | "Scott Jackson" <jayeandscott(at)telus.net> |
| Subject: | Re: OT: concentric bifocal contacts? |
I was going to reply to this as I remember that an air;liner that went off
the extended runway deck at LaGuardia and got hung up on the approach lights
over the water was piloted by someone wearing different contact lenses, or
perhaps just one for correction.
I think the end result was the FAA banning their use, if it hadn't already
done so.
Scott in VAncouver
----- Original Message -----
From: "Hull, Don" <Donald.C.Hull(at)nasa.gov>
Subject: RE: RV-List: OT: concentric bifocal contacts?
>
> Charlie,
> I went through this with an EAA Opthalmologist, an AOPA Opthalmologist,
> and
> an FAA Optometrist. Unless the Class III medical form has changed in the
> last few months, it specifically asks if you have acted as pilot in
> command
> in the last XXX months with contact lens to correct for near vision. If
> you
> answer "yes," you will be told by the FAA in OKC that contact lens are not
> allowed to correct for near (reading) vision. I think it's a bad rule,
> and
> I hope your friend's eye doctor is correct, but I believe he's not aware
> of
> the new form that was instituted about 5 years ago. They specifically
> forbade all contacts for near vision because of one instance where a pilot
> had an accident while wearing one lens for near and one lens for far
> correction. They totally ignore bifocal contacts, except to disallow
> them.
> I hope I'm wrong, because I now fly with single vision contacts and
> "possess glasses that correct for near vision while exercising the
> privileges" of my airman certificate.
> Don
>
> -----Original Message-----
> From: Charlie England [mailto:ceengland(at)bellsouth.net]
> To: England, Charlie
> Subject: RV-List: OT: concentric bifocal contacts?
>
>
> It's about time for me to get my annual 'vision inspection' & one of my
> pilot friends tells me he's now wearing the new concentric ring bifocal
> contacts and that his eye doctor (who is also a pilot) prescribed them
> as ok to use while flying.
>
> I know that the old weighted type lenses aren't approved. What about the
> new type? Anybody flying with them who's gotten an official opinion on
> this?
>
> Thanks,
>
> Charlie
> Come & eat BBQ at noon on Saturday at Slobovia Outernational Airport
>
>
> advertising on the Matronics Forums.
>
>
>
________________________________________________________________________________
| From: | "Scott Jackson" <jayeandscott(at)telus.net> |
| Subject: | Re: OT: concentric bifocal contacts? |
Flying magazine reported a couple of months ago that the FAA had approved
these.
----- Original Message -----
From: "Hull, Don" <Donald.C.Hull(at)nasa.gov>
Subject: RE: RV-List: OT: concentric bifocal contacts?
>
>
> -----Original Message-----
> From: Larry Bowen [mailto:Larry(at)bowenaero.com]
> To: rv-list(at)matronics.com
> Subject: RE: RV-List: OT: concentric bifocal contacts?
>
>
> Related but different -- anyone know the verdict is on Paragon CRT
> contacts?
> You wear them while you sleep only. Take them out during the day. What
> does the FAA think?
>
> -
> Larry Bowen
> Larry(at)BowenAero.com
> http://BowenAero.com
>
>
>> -----Original Message-----
>> From: SportAV8R(at)aol.com [mailto:SportAV8R(at)aol.com]
>> Sent: Monday, October 11, 2004 11:23 PM
>> To: rv-list(at)matronics.com
>> Subject: Re: RV-List: OT: concentric bifocal contacts?
>>
>>
>>
>>
>>
>> It's about time for me to get my annual 'vision inspection' &
>> one of my pilot friends tells me he's now wearing the new
>> concentric ring bifocal contacts and that his eye doctor
>> (who is also a pilot) prescribed them as ok to use while flying.
>>
>> I know that the old weighted type lenses aren't approved.
>> What about the new type? Anybody flying with them who's
>> gotten an official opinion on this?
>>
>> Thanks,
>>
>> Charlie
>>
>> Charlie: I didn't get an "official opinion" on them, beyond
>> simply passing my physical with them the last two times. I
>> tried to read whatever they put in front of me with contacts
>> in and with them out. I did not conceal the fact that I was
>> wearing contacts, but did not mention the bifocal nature of
>> the right lens to anyone. I made a passing score both for
>> near and at distance with the contacts in, and as far as I am
>> concerned, that is all that counts.
>>
>> YMMV.
>>
>> -BB
>>
>>
>> ===========
>> Matronics Forums.
>> ===========
>> ===========
>> ===========
>>
>>
>>
>>
>>
>>
>
>
> advertising on the Matronics Forums.
>
>
>
________________________________________________________________________________
| From: | PeterHunt1(at)aol.com |
| Subject: | Preparing the engine cowl for paint |
I need some help/instruction in how to sand and prepare my RV-6 engine cowl
for painting. Are there preparation instructions somewhere? The archives
didn't help me. I want to do a nice job of filling the pin holes and sanding to
a
finish which will later take a high quality paint job. Some specific
instructions in preparing my cowl would be appreciated.
Thanks,
Pete
Clearwater, FL
RV-6, testing the wiring
________________________________________________________________________________
| From: | "Hull, Don" <Donald.C.Hull(at)nasa.gov> |
| Subject: | OT: concentric bifocal contacts? |
You may be correct, but the official reason can be found in the NTSB files
at
http://www.ntsb.gov/NTSB/brief.asp?ev_id 001208X06964&key=1
The important sentences are:
"The National Transportation Safety Board determines the probable cause(s)
of this accident as follows:
the inability of the captain, because of his use of monovision contact
lenses, to overcome his misperception of the airplane's position relative to
the runway during the visual portion of the approach. This misperception
occurred because of visual illusions produced by the approach over water in
limited light conditions, the absence of visible ground features, the rain
and fog, and the irregular spacing of the runway lights."
Notice that there were a lot of other factors involved.
This accident in October 1996 caused Question 17.b to be added to the
Application for Airman's Certificate, FAA Form 8500-8, (3-99) on or about
March '99. And we all have to answer this question whether we're ATP's,
CFI's, Commercial pilots, Private Pilots or have one eye or two, each time
we renew our medical certificate.
Please don't shoot the messenger; I don't like it either.
Don
P.S. to Mike: Whether you have one eye or two, when you do become
presbyopic, as almost everyone does as he/she grows older, LASIK does not
correct for near AND far vision on the same patient.
-----Original Message-----
From: Michael McGee [mailto:jmpcrftr(at)teleport.com]
Subject: RE: RV-List: OT: concentric bifocal contacts?
All this mono vision problem the Feds have is due to someone loosing a
contact lens and not having the required vision to meet specs. I believe
it has resulted in bent aluminum and paper work so they made a rule. With
Lasik you can't "loose" a lens.
Mike (also a one-eyed pilot)
Mike McGee, RV-4 N996RV, O320-E2G, Hillsboro, OR
13B in gestation mode, RD-1C, EC-2
________________________________________________________________________________
| Subject: | Re: Preparing the engine cowl for paint |
After having sprayed on the primer I would have put on the first coat with
a brush or roller Sand off 90% then spray on the other coats. You cant blow
paint into a pin hole.
>
>I need some help/instruction in how to sand and prepare my RV-6 engine cowl
>for painting. Are there preparation instructions somewhere? The archives
>didn't help me. I want to do a nice job of filling the pin holes and
>sanding to a
>finish which will later take a high quality paint job. Some specific
>instructions in preparing my cowl would be appreciated.
>
>Thanks,
>
>Pete
>Clearwater, FL
>RV-6, testing the wiring
>
>
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
________________________________________________________________________________
| From: | "Ken Simmons" <ken(at)truckstop.com> |
| Subject: | Re: Follow up on Aircraft Spruce |
I posted the message at the bottom of this email concerning an issue with Aircraft
Spruce. Below is the response I received from Jim Irwin:
Ken:
I saw your posting to the RV group regarding the matter of freight from
Europe, and I certainly agree with you that we handled this matter
incorrectly. It is true that this is a new line of instruments but as a
distributor, we are expected to stock them, and you should not have to incur
freight from Europe. We have been working with TL Elektronic on getting
stock of the best selling units, and we expect to have stock soon. Please
let me know if we can reinstate your order and we will either have the unit
drop shipped directly to you from the factory, or if not possible, will ship
as soon as we receive stock. We will pay the freight on the order due to our
incorrect handling of the freight issue.
I do hope that you have been satisfied with the service Aircraft Spruce
has provided in the past and that we will have the opportunity to continue
to serve you. I look forward to your reply and I apologize for this
inconvenience.
Sincerely,
Jim Irwin
President, Aircraft Spruce
---------- Original Message ----------------------------------
From: "Ken Simmons" <ken(at)truckstop.com>
Date: Fri, 8 Oct 2004 15:46:17 -0600
I've got some additional data on the business practices of Aircraft Spruce that
came to a head today. I had ordered a digital G meter from them while at Reno.
It was a new listing in their printed catalog. I got a notice that it was backordered.
It took two emails and two calls to get an estimated ship date. Then
I received a confusing email asking what country I wanted it shipped to. I called
them and found out that since this was a brand new item with no stock and
shipped from overseas, that I would have to pay an additional $50 fee. Isn't
that the point of companies like Aircraft Spruce, they maintain stock so the
manufacturer doesn't have to?
Now back to the drawing board on a g meter.
Ken
________________________________________________________________________________
| From: | Bob J <rocketbob(at)gmail.com> |
text disguised using base64 encoding
The way I understood it, the performance of the antenna changes
substantially depending on where physically the feedline is connected
along the gamma match, the capacitance of the gamma match is not the
only consideration. I don't have the knowledge in RF stuff to
question this but judging how the gamma match is constructed on the
Archer antenna there is likely some merit to what I was told.
Regards,
Bob
>
> Hey, Bob.
>
> Good to hear from you. I hope you found all that useful.
>
> Regarding the antenna and capacitor, your friend may be a bit confused. The
archer antenna has a capacitor in it, made from bakelite and aluminum, just not
adjustable. No doubt he has the capacitance value dialed in close enough for
mass production. Since I was venturing a bit beyond the prototype in my experiments,
using different materials for fabrication, I wanted the tuning feature
to make final adjustments. I used a small air variable cap the swings from
4-22pF, and it's about midway meshed when adjusted for best match. The purpose
of this capacitor is to cancel out the inductive reactance already present
in the arm of the gamma match circuit. At exact antenna resonance, there will
be no reactance left, just pure resistance, which is what we want.
>
> As for fabricating the switch, I could, but will likely snag a suitable switch
or DC relay off eBay and use that instead. I've seen plenty there for less
than the cost of the BNC bulkhead fittings alone. Two comms would be nice, but
that's not to be for me, until the next generation glass panel emerges from
my workshop and goes in the -6A, perhaps in 2006.
>
> -Bill B
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Martin Hone" <mctrader(at)bigpond.net.au> |
| Subject: | Re : My XCOM 760 order |
G'day guys,
I don't know if this will help, but you may try contacting Michael Coates
(X-Air and XCOM) at
mcoates(at)mcp.com.au
or http://groups.yahoo.com/group/X-Air_Ultralight_Aircraft/
I have spoken with him a few times and seems like a nice guy, but then, I
haven't bought anything off him either.
Cheers
Martin in Oz
________________________________________________________________________________
| Subject: | BMA EFIS Lite G3 |
| From: | "Bordelon, Greg" <gbordelon(at)hess.com> |
I've read the archives........
Is there anyone on the list flying a BMA EFIS Lite G3 that cares to
volley a few messages with me?
Thanks - Greg
________________________________________________________________________________
| From: | "LarryRobertHelming" <lhelming(at)sigecom.net> |
| Subject: | Re: biennial flight review |
I don't see the big problem here. I just completed my BFR the legal way.
It cost me 2X$44 for the CFI and 1X$57 for his plane which included the gas.
So, for less than $150 I got a good review of the basics and a very good CFI
has put his signature in my logbook. No big deal money wise or time wise.
If anything, I am not taking a chance of causing attention being drawn to me
or my fellow experimental buddies.
Before you all thank me, you are all welcomed.
Indiana Larry, RV7 TipUp "SunSeeker"
The sincerest satisfactions in life come in doing and not dodging duty;
in meeting and solving problems, in facing facts;
in flying a virgin plane never flown before.
- Richard L. Evans & Larry R Helming
----- Original Message -----
From: "Doug Rozendaal" <dougr(at)petroblend.com>
Subject: Re: RV-List: biennial flight review
>
> Warning! Editorial begins here:
>
> There is lots of ambiguity in some of the regs, but this one seems pretty
> clear to my simple CFI mind. To get a BFR you have to have an hour of
> flight instruction and an hour of ground instruction. And with the
> exception of a instrument training with a throw-over yoke,(which I believe
> is a loophole that would work for the Bonanzas and C-195s) you have to
have
> dual controls to give flight instruction, hence a BFR.
>
> If you have an instructor who does it for you in a RV without rear seat
> rudder pedals, that is between, you , him, and the FAA. Lots of people
here
> have said they will do it or they have had it done, but no one has made a
> case that it is legal.
>
> I am not trying to cause a stink, just illuminate to the regs. A bunch of
> CFIs willing to do it, does not make it legal. I doubt anyone would never
> have a problem, till they had a problem, and then the FAA (and possibly
your
> insurance company) will want their pound of flesh. Unless someone can
> weave me a story like the "Instrument Instruction in a Throw-over
airplane"
> I will stand by my interpretation that a BFR in the backseat without
stick,
> rudder, and throttle is illegal.
>
> When there is an accident, the FAA can be, and has been very far reaching.
> i.e. The instructor gets a bust for giving instruction in a non-dual
> control aircraft and the pilot for flying without a BFR.
>
> I am happy to listen to a different interpretation. But more importantly I
> would not give a BFR in a single control airplane because there is
unneeded
> risk associated with it. I have seen very good pilots turn into bumbling
> buffons because I was giving them a BFR or a FAR 135 checkride.
> Checkrideitis I guess.
>
> Unfortunately there is usually a lot of spilled blood before anything
makes
> it to the FARs.
>
> Tailwinds,
> Doug Rozendaal
>
>
________________________________________________________________________________
| From: | luckymacy(at)comcast.net (lucky) |
OK, so I'm back to square one on the VHF radio scene.
I'm building a VFR panel. Was going to do the XCOM 760 for VHF voice comm.
Now that I'm seriously looking elsewhere, the closest thing to it is the SL 40
because it's the only one I know of which allows you to listen on both frequencies
and has a built in VOX intercom and it had a small profile (all desireable
in my RV8 panel). But it has no provision for an additional input (ie, music)
right? There was some chatter in the archives but some contradictory opinions
on the use of it's intercom. Seems most probably used a separate intercom.
Are there any others with similar features?
If I forget about the built in intercom function, what else is there that allows
dual channel monitoring and I can get repaired in the States?
Microair 760 looks interesting but does it do dual channel monitoring?
thanks in advance,
Lucky
OK, so I'm back to square one on the VHF radio scene.
I'm building a VFR panel. Was going to do the XCOM 760 for VHF voice comm.
Now that I'm seriously looking elsewhere, the closest thing to it is the SL 40
because it's the only one I know of which allows you to listen on both frequencies
and has a built in VOX intercom and it had a small profile (all desireable
in my RV8 panel). But it has no provision for an additional input (ie, music)
right? There was some chatter in the archives but some contradictory opinions
on the use of it's intercom. Seems most probably used a separate intercom.
Are there any otherswith similar features?
If I forget about the built in intercom function, what else is there that allows
dual channel monitoring and I can get repaired in the States?
Microair 760 looks interesting but does it do dual channel monitoring?
thanks in advance,
Lucky
________________________________________________________________________________
| From: | "Scott VanArtsdalen" <svanarts(at)yahoo.com> |
That's a big nugatory on the MA 760. One channel at a time. Have you
looked at the Becker units? They're pricey but they're small.
--
Scott VanArtsdalen
RV-4 N311SV
4-ever!
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of lucky
Subject: RV-List: best vhf comm?
OK, so I'm back to square one on the VHF radio scene.
I'm building a VFR panel. Was going to do the XCOM 760 for VHF voice
comm.
Now that I'm seriously looking elsewhere, the closest thing to it is the
SL 40 because it's the only one I know of which allows you to listen on
both frequencies and has a built in VOX intercom and it had a small
profile (all desireable in my RV8 panel). But it has no provision for
an additional input (ie, music) right? There was some chatter in the
archives but some contradictory opinions on the use of it's intercom.
Seems most probably used a separate intercom.
Are there any others with similar features?
If I forget about the built in intercom function, what else is there
that allows dual channel monitoring and I can get repaired in the
States?
Microair 760 looks interesting but does it do dual channel monitoring?
thanks in advance,
Lucky
OK, so I'm back to square one on the VHF radio scene.
I'm building a VFR panel. Was going to do the XCOM 760 for VHF voice
comm.
Now that I'm seriously looking elsewhere, the closest thing to it is the
SL 40 because it's the only one I know of which allows you to listen on
both frequencies and has a built in VOX intercom and it had a small
profile (all desireable in my RV8 panel). But it has no provision for an
additional input (ie, music) right? There was some chatter in the
archives but some contradictory opinions on the use of it's intercom.
Seems most probably used a separate intercom.
Are there any otherswith similar features?
If I forget about the built in intercom function, what else is there
that allows dual channel monitoring and I can get repaired in the
States?
Microair 760 looks interesting but does it do dual channel monitoring?
thanks in advance,
Lucky
=
=
=
=
________________________________________________________________________________
| From: | "LARRY ADAMSON" <rvhi03(at)msn.com> |
| Subject: | Re: Follow up on Aircraft Spruce |
----- Original Message -----
From: Ken Simmons
Subject: Re: RV-List: Follow up on Aircraft Spruce
I posted the message at the bottom of this email concerning an issue with Aircraft
Spruce. Below is the response I received from Jim Irwin:
Ken:
I saw your posting to the RV group regarding the matter of freight from
Europe, and I certainly agree with you that we handled this matter
incorrectly. It is true that this is a new line of instruments but as a
distributor, we are expected to stock them, and you should not have to incur
freight from Europe. We have been working with TL Elektronic on getting
stock of the best selling units, and we expect to have stock soon. Please
let me know if we can reinstate your order and we will either have the unit
drop shipped directly to you from the factory, or if not possible, will ship
as soon as we receive stock. We will pay the freight on the order due to our
incorrect handling of the freight issue.
I do hope that you have been satisfied with the service Aircraft Spruce
has provided in the past and that we will have the opportunity to continue
to serve you. I look forward to your reply and I apologize for this
inconvenience.
Sincerely,
Jim Irwin
President, Aircraft Spruce
Because of the recent postings regarding Aircraft Spruce & some of the "bashing"
going on......
I re-subscribed to this list after being absent for several years. Lately, I've
just used the Matronic's RV list search function & type in "today" to see what's
going on.
But to the issue; over the last six years I've used Aircraft Spruce for thousands
of dollars worth of items for my RV. I can order from their internet catalog
on Sunday evening, and usually "always" count on having the items delivered
by UPS ground on Wednesday. From my experience, the service has been very good,
whether it's only a few bolts or instruments. I just felt I needed to put
in a good word, when one is deserved.
Larry Adamson ---- RV6A, 180HP/ CS prop, slider........ complete except for a tad
of fiberglass work
________________________________________________________________________________
| From: | SportAV8R(at)aol.com |
| Subject: | Re: wingtip antenna SWR field data |
Bob: one thing I learned playing with the various iterations of this antenna, both
in breadboard and actual wingtip versions, is that there is truth in what
you say. The coax attach point, gamma arm length, the angles (60 degrees is called
for and works well) of the triangle it forms, the manner in which the coax
is dressed away from the antenna, the proximity of nearby objects, and, to
a surprising extent, the length of the counterpoise or base section ("any convenient
length" in the Aeroelectric notes, but NOT true unless grounded to a larger
wing rib or similar ground plane; otherwise, make it at least 24 inches long)
all affect resonant point and the Z-match. More to the point, these factors
affecting the tuning and resonance all can be overcome easily by cut-and-try.
In other words, if you spend a little time with the soldering iron adjusting
the gamma connection point and gamma capacitance, you can get a very low VSWR
at resonance, and if you trim the overall length to experimantally-determined
optimum, you can dial in the resonant point to center of band. It behaves
nicely on the bench and it will shift very little once mounted on the wing, so
much so that test flights to measure the SWR and bandwidth in the air vs near
the ground are really not necessary, IMO.
Back to one earlier remark you made, the _behavior_ in terms of SWR and resonance
varies as noted above. The "performance" will not necessarily be the same
(case in point: a 50-ohm shielded dummy load vs. a real antenna), and testing
to determine how it is affected by the above variables would take a lifetime of
test flights. I think it is reasonable to hope that actual performance will
track well enough with lab measurements of SWR (and thus feedpoint impedance).
If radiation resistance or efficiency is varying all over the place with the
variables you cite, which I have no reason to believe in the case, than it is
true that _performance_ could be hard to predict and replicate.
Respectfully submitted,
-Bill Boyd
The way I understood it, the performance of the antenna changes
substantially depending on where physically the feedline is connected
along the gamma match, the capacitance of the gamma match is not the
only consideration. I don't have the knowledge in RF stuff to
question this but judging how the gamma match is constructed on the
Archer antenna there is likely some merit to what I was told.
________________________________________________________________________________
| From: | "Richard Bibb" <rebibb(at)comcast.net> |
| Subject: | Re: biennial flight review |
The best argument for getting a BFR done "right" is that your insurance
company will look for any loophole to avoid paying in the event you need it.
Not having a current BFR done to the standards called for in the FAR is a
great reason for them to argue against paying and they might win. Renting a
spam can for an hour with an instructor is a small price to pay to avoid
this risk IMHO. Rent an Decathalon and get some dual acro or get some
instrument dual - its never going to hurt ya.
________________________________________________________________________________
| From: | Jerry Springer <jsflyrv(at)earthlink.net> |
| Subject: | Re: biennial flight review |
>
>
>
>>Before my RV was completed, I took my biennial in an N numbered single seat
>>Phantom ultralight. The instructor would stand on the ground and radio to
>>me whatever maneuver he wanted to see done. Its all perfectly legal. You
>>just need to find a CFI with an open mind and a sense of humor.
>>
>>Andy
>>Builder's Bookstore
>>www.buildersbooks.com
>>
>>
>
>
>
How long ago was that Andy? It was legal back in the 70's but not anymore.
Jerry
________________________________________________________________________________
| From: | Hopperdhh(at)aol.com |
| Subject: | Re: Follow up on Aircraft Spruce |
Dear Jim Irwin and other listers,
Let me tell of my experience with A/C Spruce. By far most transactions have
been positive. However, two tries at getting a control cable made for my
front mounted prop governor have cost me about $200 -- down the drain. Now in
the
great scheme of building an airplane that is just a drop in the bucket. But,
I'm tight and I hate the thought of losing 200 bucks. The first failure was
my fault. I ordered the wrong termination. I never said a word about it, no
complaints at all. After all the catalog clearly states, "No refunds on
special order cables."
The second time I thought I was being very clear when I specified the cable
to be just like Van's mixture cable, except for a blue knob and the length.
The person who took the order asked for the ACS part number on the mixture
cable, no other questions. I thought we were on the same wavelength. When the
cable came, it had the wrong termination at the governor end -- the wrong stroke,
I think. It was not like Van's mixture cable. When I called to explain that
the cable was wrong, I got no satisfaction at all. I was not allowed to talk
to a buyer or purchasing agent, only to the girl in customer "service." This
time I was very upset because the error was definitely on the part of A/C
Spruce.
I ordered my 3rd and final prop governor cable direct from ACS in Arizona (a
spinoff from A/C Spruce). The cable was much cheaper than through A/C Spruce,
and I was able to talk directly to the person who built the cable. I got
what I wanted the first time, and with little delay -- less than a week if I
remember correctly.
A/C Spruce would have been money ahead to have just admitted their mistake
and refunded my $112. One customer alone in this business of building airplanes
is worth eating that much profit. I have since purchased thousands of
dollars worth of avionics and instruments from their competitors, just because
of
that one negative transaction. This somehow gave me some satisfaction. I am
now over the loss of the $200. (Actually only $112 should be blamed on A/C
Spruce, since the first $87 was my fault.)
I am now back to buying from A/C Spruce because they really are a pretty good
organization. But, the negative feelings from that one purchase still
surface every time I place an order with them.
BTW does anyone need a couple of mixture cables that won't work?
Regards,
Dan Hopper
RV-7A (A wonderful, wonderful airplane -- more than I ever imagined it could
be!)
N766DH (about 60 hours since 7/7/04)
________________________________________________________________________________
| From: | "Evan and Megan Johnson" <evmeg(at)snowcrest.net> |
| Subject: | Re: biennial flight review |
RV4 580RG!!!!
Hey Mike.....did you build one of the retract. gear RV 4's? I've seen a few
pictures but never in person. The last one I saw was the fellow in Germany
who did a fantastic job......just curious.....
Evan
----- Original Message -----
From: "Mike Kellems" <mkellems(at)tnweb.com>
Subject: Re: RV-List: biennial flight review
>
> Stop in @ LUG in Tennessee - I'll do your BFR with or without dual
controls. Mike Kellems RV4 580RG
>
>
> ---------- Original Message ----------------------------------
> From: N13eer(at)aol.com
> Date: Tue, 12 Oct 2004 17:43:23 -0400
>
> >
> >John,
> >I just had the same issue with my -8. So I put rear rudder peddels in
last weekend and will have to get a throttle in before the end of the month.
Van's has a rudder kit for you but on the -4 your on your own for the
throttle. RV-4 rear seat rudder pedals, Part Number = RSR-PED, Price $105.00
> >
> >
> >Alan Kritzman
> >Cedar Rapid, IA
> >RV-8 N8EM
> >23 months of flying
> >
> >
> >
> >How does an RV-4 driver get a review in his own aircraft? Or do I need to
rent an aircraft with complete dual controls?
> >John DeCuir
> >RV-4, N204CP
> >Salinas, CA
> >
> >
> >---
> >
> >
>
>
> ---
>
>
________________________________________________________________________________
| From: | <smileyburnett(at)charter.net> |
| Subject: | Re: BMA EFIS Lite G3 |
>
> From: "Bordelon, Greg" <gbordelon(at)hess.com>
> Date: 2004/10/13 Wed PM 10:23:05 GMT
> To:
> Subject: RV-List: BMA EFIS Lite G3
>
> Greg,
I ordered the BMA EFIS lite at OSH along with the A/P components. I may upgrade
to the Sport. I have not yet taken delivery, but just reserved them with a
50% deposit.
Ron Burnett
________________________________________________________________________________
| From: | Oldsfolks(at)aol.com |
| Subject: | Re: >Re: Preparing the engine cowl for paint |
I found out about "Smooth Prime" after I had goofed up the finish on my cowl.
You can get it from A/C Spruce in the Poly Fibre section. It goes on with a
roller and is the best thing I have found for filling pinholes in the #$%
&
fibreglas. I HATE that fibre glas stuff !!!
Anyway, the Smooth Prime will sand easily to a smooth surface and a second
coat is easy,if needed.
Try it , You'll LIKE it.
________________________________________________________________________________
| From: | "Mike Comeaux" <mcomeaux(at)bendnet.com> |
| Subject: | Warranty time line |
Re: Aircraft Spruce
Heads up on purchasing your instuments over a period of time.
I thought like Lycoming they would start the warranty period at
time of certification of aircraft, "Wrong" from the time of purchase
it starts. I started purchasing my instruments 2 yrs prior to completion.
I was in a pinch at completion to find the airspeed defective and
Van's was able to overnite one to me faster than A/C. Spruce
refuses to warranty it & insists on sending back to manufacturer
and leave it up to them for resolve. I like many others have spent
thousands with Mr. Irwins Company no more....I built (2) aircraft
since 1993 they are off my list now...Beware....Mike Comeaux
P.S. 6 phone calls to customer service & never a return call....
________________________________________________________________________________
| From: | Hopperdhh(at)aol.com |
| Subject: | Re: Elevator Questions |
In a message dated 10/12/04 9:37:26 AM US Eastern Standard Time,
abfbrinlee(at)att.net writes:
> >>1. Why do the plans/manual call for countersinking the top of E-705
> >and dimpling the bottom. Why not just dimple both?
> >>I think the thing is just too thin to countersink. Tried practicing on
> >some thin scrap and as soon as the cutter hits, the hole opens up and the
> >bit chatters all over the place.
> >
This happens with almost all countersunk holes to some extent. You can
prevent it by clamping a strip of wood (I like oak) behind the part you're
countersinking. You drill and cleco into it (along the row of holes) making good
pilot holes for the countersinking tool. I did this a lot while building my
plane.
Also, it is not good to countersink into the soft hinge material because it
makes a weak place for the shop head to hold on to. When I had to do this, I
made some small washers out of .032" 2024-T3 and put behind the hinge material
to make the joints stronger.
Dan Hopper
RV-7A
N766DH (Flying 60 hours now)
________________________________________________________________________________
| From: | "Ernest Kells" <ernest.kells(at)sympatico.ca> |
| Subject: | Re: Re : My XCOM 760 order |
> Martin wrote.......you may try contacting Michael Coates (X-Air and XCOM)
at
>
> mcoates(at)mcp.com.au
>
> or http://groups.yahoo.com/group/X-Air_Ultralight_Aircraft/
>
I have recently ordered, received and installed the XCOM/760. I also
ordered the wiring harness as a "kit". It took a couple of hours to
complete the buildup. The plug is a little snug for 15 pins so I may
replace the jacket with a local roomier one. I am very happy with the
installation and operation.
The two addresses that Martin supplied work, and should be used. I have
used both. I would usually send in the evening - and receive a response the
next day (he's beginning work while I'm going to bed). About a week after
sending the order using his website I sent him an email asking for a rough
guess as to when I could expect receipt. He replied that it was probably
being processed that day and I could expect delivery around the following
Wednesday. I received it in a remote area of Canada one day later than his
rough estimate.
________________________________________________________________________________
| From: | "Blake Harral" <bharral(at)cox.net> |
| Subject: | RE: RV-List Digest: 27 Msgs - 10/09/04 |
Ted,
My IO-360 with Hartzell CSP won't cycle at 1700 RPM. It will cycle at 1800
RPM. No problems in flight - I have flown it at 1900 RPM in cruise.
Blake Harral
N72RV 750 hrs
I am getting my RV-4 prepped for the first flight and did my first run-up
today
to continue with engine tests. When I tried to cycle the prop nothing
happened.
No perceptible rpm drop or change in any way. Engine runs fine otherwise.
Here's the vital statistics:
Overhauled Hartzell compact hub prop
Overhauled Woodward governor
IO-360 from Bart LaLonde plumbed for c/s prop
Run-up rpm - 1700 rpm
Oil temp - 178 degrees
The engine and prop were in storage for about 3yrs.
I've checked the basics: cable connected, governor arm is moving, prop
oil line
connected with no leaks.
Any ideas would be greatly appreciated
Ted
________________________________________________________________________________
| From: | "Charles Rowbotham" <crowbotham(at)hotmail.com> |
Lucky,
We have the SL-40 and are very pleased with it and would recommend it. It
takes up very little space and the alternate freq monitoring is very handy.
We also have a PS 1000 II intercom and find it gives a lot of flexibility -
adjusting for different headsets etc.
Give me a call if you'd like to discuss further.
Chuck Rowbotham
RV-8A (300+ hours)
>From: luckymacy(at)comcast.net (lucky)
>Reply-To: rv-list(at)matronics.com
>To: rv-list(at)matronics.com
>Subject: RV-List: best vhf comm?
>Received: by and from look like IP addresses
>
>
>OK, so I'm back to square one on the VHF radio scene.
>
>I'm building a VFR panel. Was going to do the XCOM 760 for VHF voice comm.
>
>Now that I'm seriously looking elsewhere, the closest thing to it is the SL
>40 because it's the only one I know of which allows you to listen on both
>frequencies and has a built in VOX intercom and it had a small profile (all
>desireable in my RV8 panel). But it has no provision for an additional
>input (ie, music) right? There was some chatter in the archives but some
>contradictory opinions on the use of it's intercom. Seems most probably
>used a separate intercom.
>
>Are there any others with similar features?
>
>If I forget about the built in intercom function, what else is there that
>allows dual channel monitoring and I can get repaired in the States?
>
>Microair 760 looks interesting but does it do dual channel monitoring?
>
>thanks in advance,
>Lucky
>
>OK, so I'm back to square one on the VHF radio scene.
>
>I'm building a VFR panel. Was going to do the XCOM 760 for VHF voice comm.
>
>Now that I'm seriously looking elsewhere, the closest thing to it is the SL
>40 because it's the only one I know of which allows you to listen on both
>frequencies and has a built in VOX intercom and it had a small profile (all
>desireable in my RV8 panel). But it has no provision for an additional
>input (ie, music) right? There was some chatter in the archives but some
>contradictory opinions on the use of it's intercom. Seems most probably
>used a separate intercom.
>
>Are there any otherswith similar features?
>
>If I forget about the built in intercom function, what else is there that
>allows dual channel monitoring and I can get repaired in the States?
>
>Microair 760 looks interesting but does it do dual channel monitoring?
>
>thanks in advance,
>Lucky
>
>
________________________________________________________________________________
| Subject: | Re : My XCOM 760 order |
| From: | "Keck, David" <david.keck(at)amd.com> |
I ordered mine in January 2003, still don't have it, and Coates won't answer my
emails. When did you order yours?
Thanks,
Dave
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Ernest Kells
Subject: Re: RV-List: Re : My XCOM 760 order
> Martin wrote.......you may try contacting Michael Coates (X-Air and XCOM)
at
>
> mcoates(at)mcp.com.au
>
> or http://groups.yahoo.com/group/X-Air_Ultralight_Aircraft/
>
I have recently ordered, received and installed the XCOM/760. I also
ordered the wiring harness as a "kit". It took a couple of hours to
complete the buildup. The plug is a little snug for 15 pins so I may
replace the jacket with a local roomier one. I am very happy with the
installation and operation.
The two addresses that Martin supplied work, and should be used. I have
used both. I would usually send in the evening - and receive a response the
next day (he's beginning work while I'm going to bed). About a week after
sending the order using his website I sent him an email asking for a rough
guess as to when I could expect receipt. He replied that it was probably
being processed that day and I could expect delivery around the following
Wednesday. I received it in a remote area of Canada one day later than his
rough estimate.
________________________________________________________________________________
| From: | luckymacy(at)comcast.net (lucky) |
| Subject: | Re: Re : My XCOM 760 order |
To assume his business email all of a sudden doesn't work and I should scour the
earth trying to contact him is, well, not my style. I have corresponded with
him many times in the past using his work email right up to the day I placed
the order and I have no doubt he's received my the emails.
Further, I've received enough private emails on the subject to believe this can
be business as usual there sometimes.
-------------- Original message --------------
>
>
> > Martin wrote.......you may try contacting Michael Coates (X-Air and XCOM)
> at
> >
> > mcoates(at)mcp.com.au
> >
> > or http://groups.yahoo.com/group/X-Air_Ultralight_Aircraft/
> >
>
> I have recently ordered, received and installed the XCOM/760. I also
> ordered the wiring harness as a "kit". It took a couple of hours to
> complete the buildup. The plug is a little snug for 15 pins so I may
> replace the jacket with a local roomier one. I am very happy with the
> installation and operation.
>
> The two addresses that Martin supplied work, and should be used. I have
> used both. I would usually send in the evening - and receive a response the
> next day (he's beginning work while I'm going to bed). About a week after
> sending the order using his website I sent him an email asking for a rough
> guess as to when I could expect receipt. He replied that it was probably
> being processed that day and I could expect delivery around the following
> Wednesday. I received it in a remote area of Canada one day later than his
> rough estimate.
>
>
>
>
>
>
To assume his business email all of a sudden doesn't work and I should scour the
earth trying to contact him is, well, not my style. I have corresponded with
him many times in the past using his work email right up to the day I placed
the order and I have no doubt he's received my the emails.
Further, I've received enough private emails on the subject to believe this can
be business as usual there sometimes.
-------------- Original message --------------
-- RV-List message posted by: "Ernest Kells"
Martin wrote.......you may try contacting Michael Coates (X-Air and XCOM)
at
mcoates(at)mcp.com.au
or http://groups.yahoo.com/group/X-Air_Ultralight_Aircraft/
I have recently ordered, received and installed the XCOM/760. I also
ordered the wiring harness as a "kit". It took a couple of hours to
complete the buildup. The plug is a little snug for 15 pins so I may
replace the jacket with a local roomier one. I am very happy with the
installation and operation.
The two addresses that Martin supplied work, and should be used. I have
used both. I would usually send in the eve
ning - and receive a response the
next day (he's beginning work while I'm going to bed). About a week after
sending the order using his website I sent him an email asking for a rough
guess as to when I could expect receipt. He replied that it was probably
being processed that day and I could expect delivery around the following
Wednesday. I received it in a remote area of Canada one day later than his
rough estimate.
m/chat
================================
________________________________________________________________________________
| From: | luckymacy(at)comcast.net (lucky) |
| Subject: | Re : My XCOM 760 order |
question is, did he charge your account or cash your check?
-------------- Original message --------------
>
> I ordered mine in January 2003, still don't have it, and Coates won't answer
my
> emails. When did you order yours?
>
> Thanks,
>
> Dave
>
> -----Original Message-----
> From: owner-rv-list-server(at)matronics.com
> [mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Ernest Kells
> To: rv-list(at)matronics.com
> Subject: Re: RV-List: Re : My XCOM 760 order
>
>
>
>
> > Martin wrote.......you may try contacting Michael Coates (X-Air and XCOM)
> at
> >
> > mcoates(at)mcp.com.au
> >
> > or http://groups.yahoo.com/group/X-Air_Ultralight_Aircraft/
> >
>
> I have recently ordered, received and installed the XCOM/760. I also
> ordered the wiring harness as a "kit". It took a couple of hours to
> complete the buildup. The plug is a little snug for 15 pins so I may
> replace the jacket with a local roomier one. I am very happy with the
> installation and operation.
>
> The two addresses that Martin supplied work, and should be used. I have
> used both. I would usually send in the evening - and receive a response the
> next day (he's beginning work while I'm going to bed). About a week after
> sending the order using his website I sent him an email asking for a rough
> guess as to when I could expect receipt. He replied that it was probably
> being processed that day and I could expect delivery around the following
> Wednesday. I received it in a remote area of Canada one day later than his
> rough estimate.
>
>
>
>
>
>
question is, did he charge your account or cash your check?
-------------- Original message --------------
-- RV-List message posted by: "Keck, David"
I ordered mine in January 2003, still don't have it, and Coates won't answer my
emails. When did you order yours?
Thanks,
Dave
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Ernest Kells
To: rv-list(at)matronics.com
Subject: Re: RV-List: Re : My XCOM 760 order
-- RV-List message posted by: "Ernest Kells"
Martin wrote.......you may try contacting Michael Coates (X-Air and XCOM)
at
mcoates(at)mcp.com.au
or http://groups.yahoo.com
/group/X-Air_Ultralight_Aircraft/
I have recently ordered, received and installed the XCOM/760. I also
ordered the wiring harness as a "kit". It took a couple of hours to
complete the buildup. The plug is a little snug for 15 pins so I may
replace the jacket with a local roomier one. I am very happy with the
installation and operation.
The two addresses that Martin supplied work, and should be used. I have
used both. I would usually send in the evening - and receive a response the
next day (he's beginning work while I'm going to bed). About a week after
sending the order using his website I sent him an email asking for a rough
guess as to when I could expect receipt. He replied that it was probably
being processed that day and I could expect delivery around the following
Wednesday. I received it in a remote area of Canada one day later t
han his
rough estimate.
________________________________________________________________________________
| Subject: | Re : My XCOM 760 order |
| From: | "Keck, David" <david.keck(at)amd.com> |
He didn't charge my account yet, but he asked me to verify my CC information that
I gave him in Jan '03.
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com]On Behalf Of
luckymacy(at)comcast.net
Subject: RE: RV-List: Re : My XCOM 760 order
question is, did he charge your account or cash your check?
-------------- Original message --------------
>
> I ordered mine in January 2003, still don't have it, and Coates won't answer
my
> emails. When did you order yours?
>
> Thanks,
>
> Dave
>
> -----Original Message-----
> From: owner-rv-list-server(at)matronics.com
> [mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Ernest Kells
> To: rv-list(at)matronics.com
> Subject: Re: RV-List: Re : My XCOM 760 order
>
>
>
>
> > Martin wrote.......you may try contacting Michael Coates (X-Air and XCOM)
> at
> >
> > mcoates(at)mcp.com.au
> >
> > or http://groups.yahoo.com/group/X-Air_Ultralight_Aircraft/
> >
>
> I have recently ordered, received and installed the XCOM/760. I also
> ordered the wiring harness as a "kit". It took a couple of hours to
> complete the buildup. The plug is a little snug for 15 pins so I may
> replace the jacket with a local roomier one. I am very happy with the
> installation and operation.
>
> The two addresses that Martin supplied work, and should be used. I have
> used both. I would usually send in the evening - and receive a response the
> next day (he's beginning work while I'm going to bed). About a week after
> sending the order using his website I sent him an email asking for a rough
> guess as to when I could expect receipt. He replied that it was probably
> being processed that day and I could expect delivery around the following
> Wednesday. I received it in a remote area of Canada one day later than his
> rough estimate.
>
>
>
>
>
>
question is, did he charge your account or cash your check?
-------------- Original message --------------
-- RV-List message posted by: "Keck, David"
I ordered mine in January 2003, still don't have it, and Coates won't answer my
emails. When did you order yours?
Thanks,
Dave
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Ernest Kells
To: rv-list(at)matronics.com
Subject: Re: RV-List: Re : My XCOM 760 order
-- RV-List message posted by: "Ernest Kells"
Martin wrote.......you may try contacting Michael Coates (X-Air and XCOM)
at
mcoates(at)mcp.com.au
or http://groups.yahoo.com
/group/X-Air_Ultralight_Aircraft/
I have recently ordered, received and installed the XCOM/760. I also
ordered the wiring harness as a "kit". It took a couple of hours to
complete the buildup. The plug is a little snug for 15 pins so I may
replace the jacket with a local roomier one. I am very happy with the
installation and operation.
The two addresses that Martin supplied work, and should be used. I have
used both. I would usually send in the evening - and receive a response the
next day (he's beginning work while I'm going to bed). About a week after
sending the order using his website I sent him an email asking for a rough
guess as to when I could expect receipt. He replied that it was probably
being processed that day and I could expect delivery around the following
Wednesday. I received it in a remote area of Canada one day later t
han his
rough estimate.
________________________________________________________________________________
| Subject: | Re: >Re: Preparing the engine cowl for paint |
| From: | James H Nelson <rv9jim(at)juno.com> |
One issue when using smooth prime is to let it DRY. If you do not let it
dry completely, the moisture will lift the top coat. I have used it
successfully but I let it dry. Letting several weeks go by will probably
do the trick. If you are in a low humidity environment, the prime will
dry faster. The primer will seem dry but moisture is still migrating out
of the primer. I do like the smooth prime as it is great stuff as long
as you do it right. BTW, my first plane was a glass plane which
required lots of smoothing.
Jim Nelson
________________________________________________________________________________
| From: | "Scott VanArtsdalen" <svanarts(at)yahoo.com> |
| Subject: | Re : My XCOM 760 order |
Just an observation in general and not a jab at anyone in particular.
In real life, I run an email server. MS Exchange 2003 to be specific
and I also run a spam filter on it. So what? Just this: email should
not be considered a reliable communication medium. I have people
complain to me all the time that they aren't receiving email from
somebody. The email can get dropped by the ISP, it can get caught in my
spam filter, or it can go who knows where. The point is that if the
communication is important, pick up the phone and call. You'll exchange
a heck of a lot more information, a heckuva lot faster.
--
Scott VanArtsdalen
RV-4 N311SV
4-ever!
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of lucky
Subject: Re: RV-List: Re : My XCOM 760 order
To assume his business email all of a sudden doesn't work and I should
scour the earth trying to contact him is, well, not my style. I have
corresponded with him many times in the past using his work email right
up to the day I placed the order and I have no doubt he's received my
the emails.
Further, I've received enough private emails on the subject to believe
this can be business as usual there sometimes.
-------------- Original message --------------
>
>
> > Martin wrote.......you may try contacting Michael Coates (X-Air and
XCOM)
> at
> >
> > mcoates(at)mcp.com.au
> >
> > or http://groups.yahoo.com/group/X-Air_Ultralight_Aircraft/
> >
>
> I have recently ordered, received and installed the XCOM/760. I also
> ordered the wiring harness as a "kit". It took a couple of hours to
> complete the buildup. The plug is a little snug for 15 pins so I may
> replace the jacket with a local roomier one. I am very happy with the
> installation and operation.
>
> The two addresses that Martin supplied work, and should be used. I
have
> used both. I would usually send in the evening - and receive a
response the
> next day (he's beginning work while I'm going to bed). About a week
after
> sending the order using his website I sent him an email asking for a
rough
> guess as to when I could expect receipt. He replied that it was
probably
> being processed that day and I could expect delivery around the
following
> Wednesday. I received it in a remote area of Canada one day later than
his
> rough estimate.
>
>
>
>
>
>
To assume his business email all of a sudden doesn't work and I should
scour the earth trying to contact him is, well, not my style. I have
corresponded with him many times in the past using his work email right
up to the day I placed the order and I have no doubt he's received my
the emails.
Further, I've received enough private emails on the subject to believe
this can be business as usual there sometimes.
-------------- Original message --------------
-- RV-List message posted by: "Ernest Kells"
Martin wrote.......you may try contacting Michael Coates (X-Air and
XCOM)
at
mcoates(at)mcp.com.au
or http://groups.yahoo.com/group/X-Air_Ultralight_Aircraft/
I have recently ordered, received and installed the XCOM/760. I also
ordered the wiring harness as a "kit". It took a couple of hours to
complete the buildup. The plug is a little snug for 15 pins so I may
replace the jacket with a local roomier one. I am very happy with the
installation and operation.
The two addresses that Martin supplied work, and should be used. I have
used both. I would usually send in the eve
ning - and receive a response the
next day (he's beginning work while I'm going to bed). About a week
after
sending the order using his website I sent him an email asking for a
rough
guess as to when I could expect receipt. He replied that it was
probably
being processed that day and I could expect delivery around the
following
Wednesday. I received it in a remote area of Canada one day later than
his
rough estimate.
m/chat
================================
=
=
=
=
________________________________________________________________________________
| From: | "Neil McLeod" <bedrock(at)theriver.com> |
| Subject: | Follow up on Aircraft Spruce |
I've been buying stuff from Spruce (West) through-out the 3 years I've been
building my project. I have consistently received my orders in 2-3 days with
standard shipping in Arizona with rarely a back order. When they do have to
back order I have always been told about it at the time of order and if I
decide to go ahead and order that item anyway the shipping has been free.
Excellent service IMHO.
Neil, 7QB
Bisbee, AZ, Finishing
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Hopperdhh(at)aol.com
Subject: Re: RV-List: Follow up on Aircraft Spruce
Dear Jim Irwin and other listers,
Let me tell of my experience with A/C Spruce. By far most transactions have
been positive. However, two tries at getting a control cable made for my
front mounted prop governor have cost me about $200 -- down the drain. Now
in the
great scheme of building an airplane that is just a drop in the bucket.
But,
I'm tight and I hate the thought of losing 200 bucks. The first failure was
my fault. I ordered the wrong termination. I never said a word about it,
no
complaints at all. After all the catalog clearly states, "No refunds on
special order cables."
The second time I thought I was being very clear when I specified the cable
to be just like Van's mixture cable, except for a blue knob and the length.
The person who took the order asked for the ACS part number on the mixture
cable, no other questions. I thought we were on the same wavelength. When
the
cable came, it had the wrong termination at the governor end -- the wrong
stroke,
I think. It was not like Van's mixture cable. When I called to explain
that
the cable was wrong, I got no satisfaction at all. I was not allowed to
talk
to a buyer or purchasing agent, only to the girl in customer "service."
This
time I was very upset because the error was definitely on the part of A/C
Spruce.
I ordered my 3rd and final prop governor cable direct from ACS in Arizona (a
spinoff from A/C Spruce). The cable was much cheaper than through A/C
Spruce,
and I was able to talk directly to the person who built the cable. I got
what I wanted the first time, and with little delay -- less than a week if I
remember correctly.
A/C Spruce would have been money ahead to have just admitted their mistake
and refunded my $112. One customer alone in this business of building
airplanes
is worth eating that much profit. I have since purchased thousands of
dollars worth of avionics and instruments from their competitors, just
because of
that one negative transaction. This somehow gave me some satisfaction. I
am
now over the loss of the $200. (Actually only $112 should be blamed on A/C
Spruce, since the first $87 was my fault.)
I am now back to buying from A/C Spruce because they really are a pretty
good
organization. But, the negative feelings from that one purchase still
surface every time I place an order with them.
BTW does anyone need a couple of mixture cables that won't work?
Regards,
Dan Hopper
RV-7A (A wonderful, wonderful airplane -- more than I ever imagined it could
be!)
N766DH (about 60 hours since 7/7/04)
________________________________________________________________________________
| From: | Phil Birkelbach <phil(at)petrasoft.net> |
| Subject: | Re: AFP installation on IO-360 |
http://www.myrv7.com/viewimage.php?pictureid=501
http://www.myrv7.com/viewimage.php?pictureid=502
http://www.myrv7.com/viewimage.php?pictureid=533
http://www.myrv7.com/viewimage.php?pictureid=534
http://www.myrv7.com/viewlog.php?chapterid=21
Godspeed,
Phil Birkelbach - Houston Texas
RV-7 N727WB (Reserved) - Panel
http://www.myrv7.com
thomas a. sargent wrote:
>
>Does any one have any pictures on their web page of their AFP air
>controller installed on the engine? Preferably without much else in the
>way. I'm puzzling over the AFP manual (which has VERY badly reproduced
>photos in it) and it would help a lot to see one installed.
>
>Also, the AFP manual seems to talk about control cable brackets as
>though they are an off the shelf item, but apparently not from Van's or
>AFP. Do I make these myself?
>
>Thanks,
>
>
________________________________________________________________________________
| From: | Rick Galati <rick6a(at)yahoo.com> |
| Subject: | Aircraft Spruce, but mostly Wicks |
My 4 1/2 year building experience is partially documented with stacks of invoices
from both Spruce and Wicks. Both companies have been very agreeable in my
experience and I have had few problems customer service wise. I am a bit partial
to Wicks simply because they are nearby and if I don't feel like making the
drive, priority mail usually translates into next day delivery. In many but
not all cases, they will match Spruces' prices if pointed out to be lower and
you ask. Some readers may find the following information interesting. Rumors
were starting to swirl regarding Wick's future. So I called one of my favorite
customer service persons at Wick's for any details she could offer. She told
me Wicks has experienced tremendous growth over the past few years. So much
growth in fact, that under new management which took over about a year ago,
they mean to expand into an as yet to be determined nearby airport. I told the
owner of my airport (Greensfield M71) about this an
d he
wasted little time in meeting with their people. You see, on spec he recently
completed construction of a large metal building complete with loading dock which
would be perfect for a tenant such as Wick's. Ultimately, only time will
tell if anything comes of it. I am not very optimistic, because at the moment,
Wicks prefers an airport a bit closer to (airportless) Highland, IL. They have
no intention of vacating their primary offices there. After all, Wick's did
get into the aircraft supply business through their historic organ business so
October 06, 2004 - October 14, 2004
RV-Archive.digest.vol-pw