RV-Archive.digest.vol-sa
June 13, 2006 - July 02, 2006
> >
>http://home.comcast.net/~flamini2/wsb/html/view.cgi-photo.html--delay-5-SiteID-2735304.html
><http://home.comcast.net/%7Eflamini2/wsb/html/view.cgi-photo.html--delay-5-SiteID-2735304.html>
> >*
>
>
________________________________________________________________________________
| From: | "Larry Bowen" <Larry(at)bowenaero.com> |
| Subject: | OSH Parking Comments |
A suggestion for EAA/FAA regarding the departure procedures -
If a departure briefing is required, or nearly so, it needs to be state it
more clearly in the NOTAM. I was one of many who tried to leave without a
briefing sheet last year (my first as PIC), and was briefed at the hold
short line with the engine running. I chose not to get a briefing because I
already had a thorough understanding of the departure procedures in the
NOTAM, the wx was great, I had no questions, and it wasn't required.
Also, address the run-up. I've seen orange shirts waving off some poor,
conscientious guy trying to do a run-up somewhere, anywhere, on the way to
the departure area. Put the policies/guidelines/restrictions in the NOTAM.
My searches on this topic in NOTAM returned nothing.
Thanks for you volunteer efforts and keep up the great work.
-
Larry Bowen
Larry(at)BowenAero.com
http://BowenAero.com
> -----Original Message-----
> From: Wheeler North [mailto:wnorth(at)sdccd.edu]
> Sent: Tuesday, June 13, 2006 4:16 PM
> To: 'rv-list(at)matronics.com'
> Subject: RV-List: OSH Parking Comments
>
>
> Just a few reminders for all of you going to OSH this year.
>
[snip]
>
> Make sure you get a briefing before you depart and keep the
> brief sheet or you will be stopped and briefed when you get
> to the runway. This is very disconcerting to have happen just
> before takeoff and I have seen many pilots have to abort
> because they got rattled and forgot something like a canopy
> latch. This of course means they get back in line and do it
> all over again.
>
> And always remember, no matter how bad it gets, if they are
> wearing an orange vest they aren't getting paid. Just like
> you, they are out there trying to have a good time. They may
> not know everything so help them learn, and help them help you.
>
> W
________________________________________________________________________________
| From: | "Ed Holyoke" <bicyclop(at)pacbell.net> |
| Subject: | RE: LOP with carb |
Kelly,
We've got a 160 horse O-320 with Sensenich, carb and single Lightspeed
ignition in our 6a and have just the opposite results. Our EGTs run way
off when WOT. Pull a tenth of an inch MAP or maybe 2 tenths and they
fall right in line and then can be leaned to run LOP. We then get about
7-8 gph and around 150 - 155kt depending on altitude. Another trick I
use sometimes is to give it a little carb heat and then re-lean. It
seems to help bring the EGTs closer together. A bonus is that, when LOP,
the CHTs also run pretty equal and low.
All the same, I'll have fuel injection in my next plane. That and a
constant speed prop.
Pax,
Ed Holyoke
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Kelly Patterson
Sent: Tuesday, June 13, 2006 5:15 AM
Subject: RV-List: RE: LOP with carb
I have to throw in my 2 cents on this one. My initial thought was to run
a
FI system, but the simplicity & budget of the carb won out.
The bonus was the economy is better than expected. The engine is an
O-320 w/
9.2:1 CR and a single Emag. The EGT's are only equal during WOT
operation,
otherwise they are 100 degrees off (some rich & some lean). I can get to
about 30 LOP before the engine runs rougher and is unhappy. Fuel burns
are
7.0-7.2 depending on altitude. This is at 155 kts in a 6A dragging
steps,
fixed pitch Sensenich and a nose gear around. So the answer to the
question
below is that carbs can run economically.
How does this compare to others - I don't know - but I'm happy with the
results. You make choices and move forward. I'll spend the thousands I
saved
on fuel and go places. Have fun everyone!
Kelly Patterson
PHX, AZ
RV-6A 64 hours
________________________________________________________________________________
| From: | "Ed Holyoke" <bicyclop(at)pacbell.net> |
| Subject: | Fuel Injected - or Not |
If you're serious about having fuel injection for inverted flight, don't
forget the flop tube and inverted oil setup. The latter will cost you
some pounds and dollars and space on the firewall.
Pax,
Ed Holyoke
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of
gmcjetpilot(at)yahoo.com
Sent: Tuesday, June 13, 2006 12:00 PM
Subject: RE: RV-List: Fuel Injected - or Not
I agree with Sherman.
Carbs are very simple and less money to purchase and install. The
gas savings for the F.I. is there but with careful leaning and power
selection you can save money with a Carb. As far as LOP, some say
they can achieve it with a Carb, others with F.I., no matter how
hard they try have a hard time achieving smooth LOP operations.
It is really a matter of money, FI cost more and the idea you will
earn it back is may be the best reason, now with the higher gas
prices. Than there is the other items you have come across such
as no Carb ice and inverted flight capability. In the end FI has the
most potential to be temperamental. George
>From: Sherman Butler <lsbrv7a(at)yahoo.com>
>
>Is it self selecting? Perhaps people who want to experiment with
________________________________________________________________________________
| From: | "Ed Holyoke" <bicyclop(at)pacbell.net> |
| Subject: | GPS antenna firewall quick connect |
Terry,
You might want to check with Klaus about that Lightspeed box, firewall
forward. I'm pretty sure he still recommends them aft. Ours, an early
Plasma I unit, requires air from a cooling fan and makes quite a bit of
its own heat. He recommended that we have him check it out because a
transformer tended to overheat on the early ones. He replaced ours (with
the type he's using nowadays) and returned our old transformer to us. It
was kinda blackened and didn't look too good. This was with just short
of 700 hours. We put in a bigger avionics fan and enlarged the air vent
to keep it cooler. YMMV
Pax,
Ed Holyoke
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Terry Watson
Sent: Tuesday, June 13, 2006 11:23 AM
Subject: RE: RV-List: GPS antenna firewall quick connect
I have read on this list and others many reports of success installing
the GPS antenna under the cowl; none that I recall reported problems.
There was some concern about using metallic paint on the cowl, but I
don't think anyone reported an actual problem.
As for the "400 degree world", that does seem a bit high. There are
often other electronics under the cowl too. My Lightspeed Ignition
control box is there. If you think it might get too hot, maybe pointing
a blast tube at it would help.
And as for them all being active, my understanding is that some are and
some are not. I don't know about that except that my Bluemountain EFIS
instructions say to make sure I use the right one with their system.
But then I design buildings, not antennas, so maybe I'm wrong.
Terry
RV-8A firewall forward
Seattle
_____
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Michael Hudson
Sent: Tuesday, June 13, 2006 9:46 AM
Subject: Re: RV-List: GPS antenna firewall quick connect
GPS antenna pucks are different than most antennas. They are active and
contain high gain amplifiers to boost the satellite signal from its
fempto-watt apparent level to the level need by the receiver. That
circuitry is not likely to enjoy living in a 400 degree world. It is
also not going to like the corona traveling down each of the spark plug
wires making a high noise samba line.
>From a radio designer and RV9A builder take the recommendation to not
locate that poor antenna in such a hostile place.
________________________________________________________________________________
| From: | "Dan Checkoway" <dan(at)rvproject.com> |
| Subject: | Re: RE: LOP with carb |
EGTs being "closer together" doesn't matter. It's the "GAMI spread" that
matters...the delta in fuel flow across all cylinders' EGT peaks. If you
have zero GAMI spread you're in good shape.
At WOT cruise, my EGTs run as much as 100F difference from hottest to
coldest but honestly I could care less. The GAMI spread is 0.1 gph or
better.
)_( Dan
RV-7 N714D
http://www.rvproject.com
----- Original Message -----
From: "Ed Holyoke" <bicyclop(at)pacbell.net>
Sent: Tuesday, June 13, 2006 10:23 PM
Subject: RE: RV-List: RE: LOP with carb
>
> Kelly,
>
> We've got a 160 horse O-320 with Sensenich, carb and single Lightspeed
> ignition in our 6a and have just the opposite results. Our EGTs run way
> off when WOT. Pull a tenth of an inch MAP or maybe 2 tenths and they
> fall right in line and then can be leaned to run LOP. We then get about
> 7-8 gph and around 150 - 155kt depending on altitude. Another trick I
> use sometimes is to give it a little carb heat and then re-lean. It
> seems to help bring the EGTs closer together. A bonus is that, when LOP,
> the CHTs also run pretty equal and low.
>
> All the same, I'll have fuel injection in my next plane. That and a
> constant speed prop.
>
> Pax,
>
> Ed Holyoke
>
> -----Original Message-----
> From: owner-rv-list-server(at)matronics.com
> [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Kelly Patterson
> Sent: Tuesday, June 13, 2006 5:15 AM
> To: rv-list(at)matronics.com
> Subject: RV-List: RE: LOP with carb
>
>
> I have to throw in my 2 cents on this one. My initial thought was to run
> a
> FI system, but the simplicity & budget of the carb won out.
>
> The bonus was the economy is better than expected. The engine is an
> O-320 w/
> 9.2:1 CR and a single Emag. The EGT's are only equal during WOT
> operation,
> otherwise they are 100 degrees off (some rich & some lean). I can get to
> about 30 LOP before the engine runs rougher and is unhappy. Fuel burns
> are
> 7.0-7.2 depending on altitude. This is at 155 kts in a 6A dragging
> steps,
> fixed pitch Sensenich and a nose gear around. So the answer to the
> question
> below is that carbs can run economically.
>
> How does this compare to others - I don't know - but I'm happy with the
> results. You make choices and move forward. I'll spend the thousands I
> saved
> on fuel and go places. Have fun everyone!
>
> Kelly Patterson
> PHX, AZ
> RV-6A 64 hours
>
>
>
________________________________________________________________________________
| From: | Kevin Horton <khorton01(at)rogers.com> |
On 13 Jun 2006, at 23:25, Ron Lee wrote:
>>
>> Anybody remember who makes the titanium tiedowns?
>> Albert Gardner
>> Yuma, AZ
>
> Something like Randy Simpson but I have read lots of negative posts
> about non-delivery of product. Verify using the archive.
http://www.kilohotel.com/rv8/article.php?story=Beware_Randy_Simpson
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://www.kilohotel.com/rv8
________________________________________________________________________________
| From: | "Sportypilot" <sportypilot(at)stx.rr.com> |
| Subject: | Re: RE: Kitfox for partial trade |
send me some pictures.. I love those planes..
Danny..
----- Original Message -----
From: "RaNDY Frost" <jamesrfrost(at)hotmail.com>
Sent: Tuesday, June 13, 2006 8:26 PM
Subject: RV-List: RE: Kitfox for partial trade
>
> Jeff: I have a Kitfox 3 and thought I had a deal to trade it with money
> for a RV-4 but it fell thru. I'm still trying to get an RV. I have
> photos if interested.
>
> Randy 678-859-1861
>
>
>>From: flamini2 <flamini2(at)comcast.net>
>>Reply-To: rv-list(at)matronics.com
>>To: "rv-list(at)matronics.com"
>>Subject: RV-List: Re: RV-6 Chicago area for sale
>>Date: Mon, 10 Apr 2006 07:15:20 -0500
>>
>>
>>*RV-List message posted by: "Jeff Dowling" >>
>>
>>What airport?
>>
>>Jeff, It's at C56 the old Sanger Airport about 25nm South of MDW (Midway
>>Chicago).
>>The airport was sold to Bult Corp. and will be closed 7/1/06 for new
>>runway and hangers
>>and the land is also being fought over by the third Chicago Airport
>>people.
>>The registration is N405PP.
>>The owner, Paul Pressler is the builder and a true metal craftsman, you
>>should see his tools!
>>Dennis
>>
>>
>>
>>----- Original Message -----
>>From: "Dennis Flamini" <flamini2(at)comcast.net
>>>
>>To: >>
>>Sent: Wednesday, April 05, 2006 9:03 PM
>>Subject: RV-6 Chicago area for sale
>>
>>
>>>
>> >
>> > For sale RV-6 tilt-up in Chicago area;
>> > Approx 300hrs TT
>> > 150hp not H2AD major OH at 0hrs
>> > Warnake wood prop
>> > Com, Transponder, GPS, Gyros, Intercom
>> > Perfect rivits, no bondo
>> > $50,000 firm
>> > You guys know the parts cost this much, you get 5 years labor for free!
>> > Call Paul at 708-534-3042 after 6pm
>> > see the photo section of;
>> >
>>http://home.comcast.net/~flamini2/wsb/html/view.cgi-photo.html--delay-5-SiteID-2735304.html
>><http://home.comcast.net/%7Eflamini2/wsb/html/view.cgi-photo.html--delay-5-SiteID-2735304.html>
>> >*
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> http://www.matronics.com/Navigator?RV-List
> http://wiki.matronics.com
>
>
>
________________________________________________________________________________
| From: | "Dale Ensing" <densing(at)carolina.rr.com> |
| Subject: | Re: DC Load Centers |
Regarding The Control Vision load center..........
have been flying with it for 1 1/2 years with no problems. My experience
with it is good!
Dale
________________________________________________________________________________
| From: | "Ron Schreck" <ronschreck(at)alltel.net> |
| Subject: | Re: Fuel Injected - or Not |
Flow matching for $1000! Wow, what do they do for that kind of money.
I have AFP fuel injection on my IO360 and paid a visit to AFP at KSPA.
If you live anywhere near SC the trip is well worth the $300 I paid to
Don for an afternoon of flight testing, nozzle balancing and FI
education by his small but very professional staff. Four of them spent
the better part of an afternoon precisely balancing my system. It took
four test hops and they even provided the data recorder in the back
seat! I don't know how you could do the job on a test stand and I don't
know why it should cost $1000.
Ron Schreck
RV-8 "Miss Izzy"
Gold Hill Airpark, NC
From: "Vern W." <highflight1(at)gmail.com>
Subject: Re: Fuel Injected - or Not
The original poster is deciding on whether to order his new engine
with or
without FI, not convert an existing engine.
I don't know about Aerosport, but I bought a brand new TMX-IO360
w/Airflow
Performance FI from Mattituck (it arrived just last week) and the
differenc
e
in price BETWEEN the standard carb engine and going to the AFP FI
was only
$700.
For me, that was a no brainer going with the FI at that price
difference
because of the already mentioned advantages. In fact, I went one
step
further and paid the additional $1000 for the "Flow Matching"
option that
gives you the ability to lean very exactingly by the engines
ability to kee
p
all four cylinders running at the same fuel flow.
So even at the additional $1700 for the way I went, it was still a
no
brainer.
I admit that if were actually flying with a carbed engine, I would
probably
seriously wonder if I wanted to spend more than $3000 to change it
over, bu
t
that's not an issue with a brand new engine order.
Vern
RV7-A
Houston, TX
________________________________________________________________________________
| From: | gert <gert.v(at)sbcglobal.net> |
| Subject: | Re: OSH Parking Comments |
Hi Larry
we generally, flow permitting, will let u do a run-up, if u need to.
(talking for my area, coming out of RV land) Just stick u index finger
in the air and describe a fast circle, we'll try and point u where the
prop blast won't do any damage. U would not be the first one we park in
the entrance to the warbird area to do a run-up.
Having said that, we are apprehensive of letting folks do run-up's because
A: they become situational unaware, let go off brakes and start rolling
with head in cockpit,
B: they will take this time to sort maps, set radio's, yack with pax, etc.
We can't allow that on our busy taxiways, we can pull u off in the grass
if u really have to STILL do this. Of course, U are all set except for
the run-up/mag check, correct?
So, if u need to do a run-up/mag check before take-off , signal us, we
will accommodate, if u need to prep u plane, set radio's, etc etc etc,
expect a lot of angry faces.
Stop by and say HI, i work at the intersection by the
warbirds/trimotor/demo area or stop by for a beer at nite, we're at the
childrens pavilion by the red barn.
Gert
Larry Bowen wrote:
>
> A suggestion for EAA/FAA regarding the departure procedures -
>
> If a departure briefing is required, or nearly so, it needs to be state it
> more clearly in the NOTAM. I was one of many who tried to leave without a
> briefing sheet last year (my first as PIC), and was briefed at the hold
> short line with the engine running. I chose not to get a briefing because I
> already had a thorough understanding of the departure procedures in the
> NOTAM, the wx was great, I had no questions, and it wasn't required.
>
> Also, address the run-up. I've seen orange shirts waving off some poor,
> conscientious guy trying to do a run-up somewhere, anywhere, on the way to
> the departure area. Put the policies/guidelines/restrictions in the NOTAM.
> My searches on this topic in NOTAM returned nothing.
>
> Thanks for you volunteer efforts and keep up the great work.
>
> -
> Larry Bowen
> Larry(at)BowenAero.com
> http://BowenAero.com
>
>
>
>> -----Original Message-----
>> From: Wheeler North [mailto:wnorth(at)sdccd.edu]
>> Sent: Tuesday, June 13, 2006 4:16 PM
>> To: 'rv-list(at)matronics.com'
>> Subject: RV-List: OSH Parking Comments
>>
>>
>> Just a few reminders for all of you going to OSH this year.
>>
>>
> [snip]
>
>> Make sure you get a briefing before you depart and keep the
>> brief sheet or you will be stopped and briefed when you get
>> to the runway. This is very disconcerting to have happen just
>> before takeoff and I have seen many pilots have to abort
>> because they got rattled and forgot something like a canopy
>> latch. This of course means they get back in line and do it
>> all over again.
>>
>> And always remember, no matter how bad it gets, if they are
>> wearing an orange vest they aren't getting paid. Just like
>> you, they are out there trying to have a good time. They may
>> not know everything so help them learn, and help them help you.
>>
>> W
>>
>
>
>
>
>
>
>
>
--
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________________________________________________________________________________
| From: | Darrell <lifeofreiley2003(at)yahoo.com> |
I have a "NEW" Titanium tie-down set with storage bag for sale.
$95.00 plus shipping to you zip code.
Darrell
Albert Gardner wrote:
Anybody remember who makes the titanium tiedowns?
Albert Gardner
Yuma, AZ
__________________________________________________
________________________________________________________________________________
| Subject: | FW: Missile Balloons |
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
These are fricking sweet. I wish I knew where to get some.
And how cool would it be to tie one to the tail of your airplane and fly
past the control tower? The Homeland Security guys would soil their
pants.
Vince
-----Original Message-----
From: bfrazier
Sent: Tuesday, June 13, 2006 5:05 PM
Subject: Missle Balloons
Dad, you definitely need these for your truck.
http://www.i-am-bored.com/bored_link.cfm?link_id=17842
________________________________________________________________________________
| From: | "Bob" <panamared3(at)brier.net> |
| Subject: | Re: Fuel Injected - or Not |
If you want to fly inverted aerobatics, then fuel injection is the way
to go.
On the other hand, hot starts and vapor lock are a pain.
Bob
----- Original Message -----
From: Valovich, Paul
To: rv-list(at)matronics.com
Sent: Monday, June 12, 2006 2:32 PM
Subject: RV-List: Fuel Injected - or Not
Indecision is the key to flexibility. One of the great things about
building an airplane: it's ok to change one's mind.
I'm about at the engine ordering stage for my RV-8A QB. I have done a
lot of research and thought I had made a rationale, educated decision -
a new 180 hp horizontal induction fuel injected engine from Aerosport.
However, a buddy casually posed the question: "Why fuel injection?" and
I realized that other than the fact it seemed newer and sexier, I had no
compelling answer as to why fuel injection might be worth the additional
cost and pump installation complexity.
I live in the Mojave (Ridgecrest, CA); carb icing isn't a compelling
driver.
So a question for all you old hands out there - Is fuel injection
really worth the extra several thousand bucks? Why or why not?
Also, does anyone know of any document that shows an in depth analysis
of why or why not?
Paul Valovich
Booger
-8A QB
________________________________________________________________________________
| From: | "Vern W." <highflight1(at)gmail.com> |
| Subject: | Re: Fuel Injected - or Not |
The $1000 option charge is for "Port, Flow Match, Combustion Equalization"
For me, I wanted a turn-key engine that was literally ready to fly
(Mattituck even installed the two P-mags I sent them and did the factory
run-in with them adjusted and installed).
So, first, I didn't want to take delivery on my new engine and have to keep
working on it, and second, it may be possible that the $1000 pays for more
than just installing matched injectors.
Either way, I'm happy.
Mahlon from Mattituck sometimes frequents this forum so perhaps he could
jump in and describe exactly what's done for the $1000 "Flow Matching"
option that might be different than just changing out an injector or two.
Vern
RV7-A
Houston, TX
On 6/14/06, Ron Schreck wrote:
>
> Flow matching for $1000! Wow, what do they do for that kind of money. I
> have AFP fuel injection on my IO360 and paid a visit to AFP at KSPA. If you
> live anywhere near SC the trip is well worth the $300 I paid to Don for an
> afternoon of flight testing, nozzle balancing and FI education by his small
> but very professional staff. Four of them spent the better part of an
> afternoon precisely balancing my system. It took four test hops and they
> even provided the data recorder in the back seat! I don't know how you
> could do the job on a test stand and I don't know why it should cost $1000.
>
> Ron Schreck
> RV-8 "Miss Izzy"
> Gold Hill Airpark, NC
>
________________________________________________________________________________
| From: | Finn Lassen <finn.lassen(at)verizon.net> |
I would e-mail him and ask about availability and/or lead times.
I ordered two sets at different times and they both arrived within a
week after ordering, as far as I recall.
He may be making them in batches, so depending on when you order you may
receive them instantly or after quite a wait.
If he says he doesn't have them "in stock" ready to ship, you could ask
him to e-mail you when he does and them place your order.
Finn
Kevin Horton wrote:
>
> On 13 Jun 2006, at 23:25, Ron Lee wrote:
>
>>>
>>> Anybody remember who makes the titanium tiedowns?
>>> Albert Gardner
>>> Yuma, AZ
>>
>>
>> Something like Randy Simpson but I have read lots of negative posts
>> about non-delivery of product. Verify using the archive.
>
>
> http://www.kilohotel.com/rv8/article.php?story=Beware_Randy_Simpson
>
> Kevin Horton RV-8 (finishing kit)
> Ottawa, Canada
> http://www.kilohotel.com/rv8
>
>
> http://www.matronics.com/Navigator?RV-List
> http://wiki.matronics.com
>
>
________________________________________________________________________________
| From: | "Vincent Osburn" <flyby41(at)earthlink.net> |
| Subject: | Re: Fuel Injected - or Not |
I am no expert at anything but here goes.....
Flow matching to the cylinders is done on a bench with each individual cylinder
before assembly. "Flows" are compared and matched so that all are the same
or as near the same as possible. Every cylinder port being somewhat different
typically. In automotive racing the ports are ground (with a die grinder) and
in some cases even welded to achieve better flow, comparing the CFM (cubic feet
per minute) "flow" by sucking air through the intake ports and or blasting air
out the exhaust ports.
Now is that what your friends at AFP did for $300.00? I don't think so.
----- Original Message -----
From: Ron Schreck
Sent: 6/14/2006 5:06:10 AM
Subject: RV-List: Re: Fuel Injected - or Not
Flow matching for $1000! Wow, what do they do for that kind of money. I have
AFP fuel injection on my IO360 and paid a visit to AFP at KSPA. If you live anywhere
near SC the trip is well worth the $300 I paid to Don for an afternoon
of flight testing, nozzle balancing and FI education by his small but very professional
staff. Four of them spent the better part of an afternoon precisely
balancing my system. It took four test hops and they even provided the data
recorder in the back seat! I don't know how you could do the job on a test
stand and I don't know why it should cost $1000.
Ron Schreck
RV-8 "Miss Izzy"
Gold Hill Airpark, NC
From: "Vern W." <highflight1(at)gmail.com>
Subject: Re: Fuel Injected - or Not
The original poster is deciding on whether to order his new engine with or
without FI, not convert an existing engine.
I don't know about Aerosport, but I bought a brand new TMX-IO360 w/Airflow
Performance FI from Mattituck (it arrived just last week) and the differenc
e
in price BETWEEN the standard carb engine and going to the AFP FI was only
$700.
For me, that was a no brainer going with the FI at that price difference
because of the already mentioned advantages. In fact, I went one step
further and paid the additional $1000 for the "Flow Matching" option that
gives you the ability to lean very exactingly by the engines ability to kee
p
all four cylinders running at the same fuel flow.
So even at the additional $1700 for the way I went, it was still a no
brainer.
I admit that if were actually flying with a carbed engine, I would probably
seriously wonder if I wanted to spend more than $3000 to change it over,
bu
t
that's not an issue with a brand new engine order.
Vern
RV7-A
Houston, TX
________________________________________________________________________________
| From: | Charlie Kuss <chaztuna(at)adelphia.net> |
| Subject: | Re: Fuel Injected - or Not |
Ron,
I suspect that the "flow matching" that Vern referred to was a
"port and polish" job on the intake and exhaust ports of all 4 of his
cylinder heads. They probably also "CCed" the combustion chambers.
What that means, is that the modified the combustion chambers to all
have the same volume. This is typically measured using a chemist's
burette [marked in cubic centimeters (cc) ]. Considering that
Lycoming cylinder heads are screwed onto the cylinders (as opposed to
cylinders bolted to heads with a gasket in between on most engines),
this would be more work than doing it on most engines. This "CCing"
insures that the compression ratio is exactly equal between all cylinders.
This sort of extra work is done on all "serious" automotive
engines. The Reno racers also resort to this stuff to extract every
last bit of power from their engines. This sort of work also improves
idle smoothness.
Part of the reason you needed to have your fuel injectors flow
balanced was to compensate for production variations in the items
mentioned above. Other variations are casting flaws in the sump,
differing intake tube lengths and bends. The intake system on
parallel valve Lycomings looks like something built by a
plumber. Continental systems are even worse.
Charlie Kuss
>Flow matching for $1000! Wow, what do they do for that kind of
>money. I have AFP fuel injection on my IO360 and paid a visit to
>AFP at KSPA. If you live anywhere near SC the trip is well worth
>the $300 I paid to Don for an afternoon of flight testing, nozzle
>balancing and FI education by his small but very professional
>staff. Four of them spent the better part of an afternoon precisely
>balancing my system. It took four test hops and they even provided
>the data recorder in the back seat! I don't know how you could do
>the job on a test stand and I don't know why it should cost $1000.
>
>Ron Schreck
>RV-8 "Miss Izzy"
>Gold Hill Airpark, NC
>
>
>From: "Vern W." <<mailto:highflight1(at)gmail.com>highflight1(at)gmail.com>
>Subject: Re: Fuel Injected - or Not
>
> The original poster is deciding on whether to order his new
> engine with or
> without FI, not convert an existing engine.
> I don't know about Aerosport, but I bought a brand new
> TMX-IO360 w/Airflow
> Performance FI from Mattituck (it arrived just last week) and
> the differenc
> e
> in price BETWEEN the standard carb engine and going to the
> AFP FI was only
> $700.
>
> For me, that was a no brainer going with the FI at that price
> difference
> because of the already mentioned advantages. In fact, I went one step
> further and paid the additional $1000 for the "Flow Matching"
> option that
> gives you the ability to lean very exactingly by the engines
> ability to kee
> p
> all four cylinders running at the same fuel flow.
>
> So even at the additional $1700 for the way I went, it was still a no
> brainer.
>
> I admit that if were actually flying with a carbed engine, I
> would probably
> seriously wonder if I wanted to spend more than $3000 to
> change it over, bu
> t
> that's not an issue with a brand new engine order.
>
> Vern
> RV7-A
> Houston, TX
>
________________________________________________________________________________
| From: | Darrell Reiley <lifeofreiley2003(at)yahoo.com> |
I have a "NEW" Titanium tie-down complete set with storage bag for sale.
$95.00 plus shipping to your zip code.
Darrell
Albert Gardner wrote:
Anybody remember who makes the titanium tiedowns?
Albert Gardner
Yuma, AZ
__________________________________________________
________________________________________________________________________________
| Subject: | Re: OSH Parking Comments |
| From: | "Larry Bowen" <Larry(at)bowenaero.com> |
Thanks for the details. The primary point I was trying to make was these
two topics are missing or lacking in the NOTAMS.
I'll look for you at the show!
--
Larry Bowen
Larry(at)BowenAero.com
http://BowenAero.com
gert wrote:
>
> Hi Larry
>
> we generally, flow permitting, will let u do a run-up, if u need to.
> (talking for my area, coming out of RV land) Just stick u index finger
> in the air and describe a fast circle, we'll try and point u where the
> prop blast won't do any damage. U would not be the first one we park in
> the entrance to the warbird area to do a run-up.
>
> Having said that, we are apprehensive of letting folks do run-up's because
> A: they become situational unaware, let go off brakes and start rolling
> with head in cockpit,
> B: they will take this time to sort maps, set radio's, yack with pax, etc.
>
> We can't allow that on our busy taxiways, we can pull u off in the grass
> if u really have to STILL do this. Of course, U are all set except for
> the run-up/mag check, correct?
>
> So, if u need to do a run-up/mag check before take-off , signal us, we
> will accommodate, if u need to prep u plane, set radio's, etc etc etc,
> expect a lot of angry faces.
>
> Stop by and say HI, i work at the intersection by the
> warbirds/trimotor/demo area or stop by for a beer at nite, we're at the
> childrens pavilion by the red barn.
>
> Gert
>
>
> Larry Bowen wrote:
>>
>> A suggestion for EAA/FAA regarding the departure procedures -
>>
>> If a departure briefing is required, or nearly so, it needs to be state
>> it
>> more clearly in the NOTAM. I was one of many who tried to leave without
>> a
>> briefing sheet last year (my first as PIC), and was briefed at the hold
>> short line with the engine running. I chose not to get a briefing
>> because I
>> already had a thorough understanding of the departure procedures in the
>> NOTAM, the wx was great, I had no questions, and it wasn't required.
>>
>> Also, address the run-up. I've seen orange shirts waving off some poor,
>> conscientious guy trying to do a run-up somewhere, anywhere, on the way
>> to
>> the departure area. Put the policies/guidelines/restrictions in the
>> NOTAM.
>> My searches on this topic in NOTAM returned nothing.
>>
>> Thanks for you volunteer efforts and keep up the great work.
>>
>> -
>> Larry Bowen
>> Larry(at)BowenAero.com
>> http://BowenAero.com
>>
>>
>>
>>> -----Original Message-----
>>> From: Wheeler North [mailto:wnorth(at)sdccd.edu]
>>> Sent: Tuesday, June 13, 2006 4:16 PM
>>> To: 'rv-list(at)matronics.com'
>>> Subject: RV-List: OSH Parking Comments
>>>
>>>
>>> Just a few reminders for all of you going to OSH this year.
>>>
>>>
>> [snip]
>>
>>> Make sure you get a briefing before you depart and keep the
>>> brief sheet or you will be stopped and briefed when you get
>>> to the runway. This is very disconcerting to have happen just
>>> before takeoff and I have seen many pilots have to abort
>>> because they got rattled and forgot something like a canopy
>>> latch. This of course means they get back in line and do it
>>> all over again.
>>>
>>> And always remember, no matter how bad it gets, if they are
>>> wearing an orange vest they aren't getting paid. Just like
>>> you, they are out there trying to have a good time. They may
>>> not know everything so help them learn, and help them help you.
>>>
>>> W
>>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
> --
>
>
> -------------------------------------------------------------------
> Pursuant to US Code, Title 47, Chapter 5, Subchapter II, '227,
> any and all nonsolicited commercial E-mail sent to this address
> is subject to a download and archival fee in the amount of $500
> US. E-mailing denotes acceptance of these terms.
>
> --------------------------------------------------------------------
>
>
________________________________________________________________________________
| From: | Charlie Kuss <chaztuna(at)adelphia.net> |
| Subject: | Re: Fuel Injected - or Not |
At 05:57 AM 6/14/2006, you wrote:
>
>
>I have a couple of nice polypropylene barrels; but, I've never used
>them. I use the red 5 gallon cans because the barrels were going to
>be more inconvenient to use. My truck's topper gets in the way of
>anything larger. I don't want to have to pull a trailer, either.
>snipped
>Jim Sears in KY
>EAA Tech Counselor
Jim,
I have been considering another option. Most of us will get grief
from the local hanger landlord or fire marshal is we keep any sort of
fueling trailer or portable refueling cans in or around the hanger.
(Lots of times it's the FBO who sells fuel on the field who rats you out)
I own my own auto repair shop in Pompano Beach, Florida. I own a fuel
pressure testing tool (for autos). This unit has a special "quick
disconnect" coupler, designed for use with auto fuels. The coupler is
similar to the quick couplers used on shop air hoses.
I think for folks who own trucks or cars with large fuel tanks that
the following would work and be more convenient. It would also
prevent hassles from the landlord and fire marshal. Install a Tee
fitting into the fuel supply line under the hood of your vehicle,
using a quick disconnect coupling. Fabricate a fueling hose with the
matching quick coupling which will be long enough to reach from the
car to your RV's fuel tank. Locate the fuel pump relay on your
vehicle. Wire a toggle switch (locate the switch on your dash or
under the hood) which will allow you to manually close the fuel pump
relay. This will allow the vehicle's "in tank" electric fuel pump to
run without the vehicle's engine running. This will allow you to pump
fuel from your car or truck's fuel tank directly into your RV.
This fuel would be less likely to get contaminated by debris, as
can happen when using fueling cans. The fuel goes from your truck's
fuel tank, through it's fuel filter and directly into your RV's fuel tank.
An even simpler system would be to purchase the needed adapter
fitting for one of these fuel pressure testers for your truck or car.
This assumes your vehicle has multi-port (ie an injector for every
cylinder) fuel injection. GM and Ford products use a Schrader port
(similar to your tires and A/C fittings) to attach the fuel pressure
testers. This really simplifies the equipment needed. There is a
downside to this method. The Schrader port on the vehicle's fuel rail
is small. It takes about 15 -30 minutes to fill your RV tanks using
this restricted access port. This port is easily accessed. It is
found on the engine near one of the fuel injectors.
Stop and fill your vehicle's fuel tank(s) on your way to the
airport. Pull your RV out of it's hanger and position your car or
truck near the wing tank (engine off). Connect your fueling hose to
the vehicle. Install a ground wire between the vehicles. Turn on the
manual fuel pump and start fueling. When finished, reposition your
truck and repeat for the other wing tank. Shutting the control valve
on the fueling hose will not hurt your truck's electric fuel pump.
The fuel pressure regulator on the truck's engine will divert the
excess pressure and fuel back to the vehicle's fuel tank.
FYI, Matco, Mac Tools and Snap On Tools make the fuel pressure tester
I'm referring to. They sell individual components, as well as the
entire tool. A quick check of McMaster-Carr's web site located
several SS couplers suitable for gasoline. I just did a quick check.
These first couplers I found are on page 166, 261 of their web site
below. I'm sure there are more suitable ones available.
www.mcmaster.com
Just my idea and worth what you paid for it.
Charlie Kuss
________________________________________________________________________________
| From: | "Gary Lineberry" <glineberry(at)earthlink.net> |
I ordered a set on December 1, 2005 and am still waiting. He does not reply
to email and has no phone number on his website. People say that they will
eventually arrive, so I guess I will have to just wait and see. If they
ever do, I will let the list know just how long it took.
________________________________________________________________________________
| From: | "Terry Watson" <terry(at)tcwatson.com> |
| Subject: | GPS antenna firewall quick connect |
Ed,
Thanks for the reminder. I have wrestled with the location and decided to
put it on the front of the firewall with a cooling box and blast tube, as
Klaus reluctantly allows in his instructions. I would rather have it behind
the firewall, but he won't allow his cables to be disassembled and to run
them through the firewall with the big terminals on them would require a
bigger hole than I want to patch. In the RV-8, the front baggage compartment
seems to be a preferred location and there won't be any cooling air in
there. Maybe I'll just cut the damned wires and void the warrantee and put
it in there anyway.
Thanks for the reminder.
Terry
_____
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Ed Holyoke
Sent: Tuesday, June 13, 2006 10:24 PM
Subject: RE: RV-List: GPS antenna firewall quick connect
Terry,
You might want to check with Klaus about that Lightspeed box, firewall
forward. I'm pretty sure he still recommends them aft. Ours, an early Plasma
I unit, requires air from a cooling fan and makes quite a bit of its own
heat. He recommended that we have him check it out because a transformer
tended to overheat on the early ones. He replaced ours (with the type he's
using nowadays) and returned our old transformer to us. It was kinda
blackened and didn't look too good. This was with just short of 700 hours.
We put in a bigger avionics fan and enlarged the air vent to keep it cooler.
YMMV
Pax,
Ed Holyoke
________________________________________________________________________________
| From: | "Michael" <cubflyr(at)comcast.net> |
| Subject: | More OSH arrival and parking stuff |
Flying to OSH: you HAVE to go and in the aircraft you built. For one thing,
you have to show it off to the 800,000 people that will be there during the
course of the week. Will they ALL come see your airplane? No; but those most
interested will. And you will see many examples of your type of aircraft,
and some you never knew existed. Flying there and being there will be fond
memories forever. The first time always is. Then you will become addicted
and will HAVE to go every year. (For some folks, once is enough; for others,
every five years or so. For many, the yearly event is not often enough.)
Search the archives for the many posts about how to get there, what to take,
camping, etc. The posts are many and varied. And it doesn't matter if they
are several years old, it probably still applies.
PRINT OUT AND STUDY THE NOTAM. Is that shouting? Yes. There are parts of the
NOTAM you won't need. Don't print those. I print out all arrival (and
departure) information for all runways as you do not know till you get there
which runway they will have you using. I color code my print-outs for each
direction. Have everything you need on your kneeboard about the time you are
listening to the ATIS. You should be all set to enter the foray by then.
Have PLENTY of fuel. You can circle The Lake for quite some time or be told
not to even get in line yet as something is going on at the field. Cockpit
water bottle and snacks are good to have with you; it can sometimes take a
while.
Getting In Line, the beginning of your arrival, is VERY doable. This is a
well-oiled machine that has been refined for MANY YEARS and the controllers
know what they are doing, There is a 2 year waiting list for controllers to
come work OSH. And if you have read the NOTAM, have everything on your
kneeboard, have looked at the photographs of the area, you will fit into the
well-oiled machine easily. It sounds scary; it isn't. You just have to PAY
ATTENTION. And shouldn't you always be paying attention?
You need to be constantly LOOKING AROUND. Airplanes will be coming into The
Line from all directions and altitudes. Keep the five second rule in play:
if you have to do something (WHAT would you need to look at inside the
cockpit??), then count to five while looking, then look out and around
again.
Depending on when you arrive, you may or may not talk to approach or tower.
If it is early and the NOTAM is not in effect, it is just like a controlled
airport and talking to a tower. DO what you know how to do. If the NOTAM is
in effect, you probably will not have to say anything on the radio, nor
should you unless someone asks you something. Communication is by wing
rocking and the constant instructions from approach/tower. LISTEN; that's
all.
So: now you have come in over Ripon and followed the railroad tracks, found
the flashing lights at Fisk and are in line behind a Kitfox. What do you do?
Just fly your airplane. The 90 knot limit is very doable in your airplane.
You should be familiar with slow flight anyway. If you aren't, go out and
spend a couple of hours flying around at 80 to 90 knots so you aren't
practicing In Line at Fisk. You may be behind a J-3 Cub or Flybaby and need
to stay in line. Should you be up with the big boys at 130 kts? If that is
what you are comfortable with but down lower with the slow guys is OK too.
You are still the pilot in command. If something isn't right, doesn't feel
right, looks wrong or you can see the stitching on the fabric of the KitFox,
check six and get out of line. Go back to the beginning. BE SAFE. A good
rule to follow is: if you haven't done it at home, don't try it at OSH for
the first time. FLY THE AIRPLANE.
Now you have landed on the white dot, and were told to expedite your exit.
That means get off the runway. Sometimes a B-25 is landing behind you and
they need the runway clear NOW. DO it. Don't wait till the intersection; get
off the runway. The grass at the sides of the runway is usually OK to go
taxiing off into but watch for runway lights. Then follow the flow of
traffic on the taxi way closest to you. Pay Attention. Someone will probably
be waving you in one direction or another.
The next person you see will have an orange vest on and will be waving you
to follow what he is telling you to do. DO THAT TOO. You may know where you
are going and as long as you have the SIGN PRINTED FROM THE NOTAM, they will
also know where you would like to be. HOWEVER, things change: every year the
layout of the field is different, airplanes are assigned areas that were not
where they were last year. Just follow the directions you are being given.
If you want to park with your buddy and he is 5 airplanes ahead of you, DO
NOT.......DO NOT STOP IN THE MIDDLE OF THE TAXI WAY AND WAVE OVER A
VOLUNTEER TO TELL HIM WHAT YOU WANT. Is that yelling? Yes. Because that is
what will go on between you, who thinks he knows where you want to be, and
the volunteer who knows where you have to go NOW. Meanwhile there are 50
airplanes behind you waiting for you to convince someone you need to be next
to 48 Victor. They don't care. Clear the taxiway and hash that out later.
Again, it doesn't matter who you know, where you parked last year, who YOU
are; you are blocking the taxi way. Figure it out later. You can usually
always be moved later.
Show planes (homebuilts, war birds, antiques, etc) will ALWAYS have some
place to park. Factory-built "spam cans" can be turned away when their area
if full. So, if you get to OSH, there WILL be a place to park. The Vintage
division can take some homebuilts but usually overflow and if there just
ISN'T anywhere else in that area to park them. If you came in with a Cessna
170 and want to park and camp with them, you probably can but expect to be
parked quite a way south of Airshow Center. That is still OK: you are at
OSH.
The briefing prior to departure has been a constant problem and you should
have a departure briefing AND CARD before departure. We have tried to put a
stop to aircraft being stopped prior to departure for a briefer to stick his
head in the cockpit and brief you but it may still occasionally happen. The
departure information IS in the NOTAM and should also be studied and
printed, on you kneeboard. Things change and that is the reason for the
pre-departure briefing. Just be familiar with the altitude restrictions and
direction of flight prior to leaving. We see pilots blowing the NOTAM every
year. The field will close every day of the show to departing aircraft. As
stated before, do NOT wait until 5 minutes before the field closes to decide
to depart. You may spend the air show parked somewhere you didn't want to
be. PLAN AHEAD. PAY ATTENTION, even on the ground.
The question of running up while in line: do your preflight check list as
you are in line but NOT WHILE YOU ARE TAXIING as you don't know what the
pilot in front of you is going to do. While you are stopped, go down the
list, keeping track of where you were on the list. Save your take off check
list, of course, for last, as you come up near the hold-short line. If you
are being waved off by a volunteer while doing your run-up, you may have
angled your prop blast into another airplane, the crowd, or something else
is happening you may not be aware of. The volunteers are your extra set of
eyes. I go through my final take off check list when I am number two for
departure. Can you do your run-up at the hold-short line? Yes, but the
controller may want you to taxi into position NOW. So do it somewhere,
before.
A Few Rules: don't get angry at a volunteer: they are there to help you,
even if YOU don't think they know what they are doing. You think it's easy?
Come volunteer yourself and find out it ain't all fun and games. Yelling at
a volunteer gets you nowhere. In fact, it can get you to Appleton. Every
year we get a hand full of pilots that are somehow more privileged than the
common folk around him and needs to yell at someone. Don't be him/her. You
are at OSH, for crying out loud; what's there to be upset about? Would you
rather be at work??? Go yell at someone there. Be prepared: that means
following the FARs and knowing all you can know about where you are going
and how to get there. Have fun: that is why you came to OSH. Be safe: PAY
ATTENTION, just like you always do.
See you there.
Michael
RV-4 N232 Suzie Q
Vintage Division hothead I mean hotshot
________________________________________________________________________________
| From: | Charlie Kuss <chaztuna(at)adelphia.net> |
| Subject: | Source of inexpensive 17AH battery |
Listers,
I recently found an APC 1400 VA computer un-interruptible power
supply in the dumpster. I took it home and checked it out. These
things retail for about $200. Turns out it had not one, but two 17 AH
12 volt batteries, like those used in my RV-8A. The batteries were
both bad. I called a friend and he recommended I
check www.gruberpower.com for replacements.
I bought TWO of these batteries for $29.90 plus $25 for shipping.
That's $54.90 total for TWO batteries. I've installed them in the APC
and it now works great. The replacement batteries are "claimed" to be
18AH, but they are exactly the same dimensions as the originals, so
I'm sure that the higher rating is just smoke and mirrors. The only
down side is that they have rather frail terminals for aircraft use. See
http://www.gruberpower.com/purchase/batteries/product.asp?intProdID=13&strCatalog_NAME=Batteries&strSubCatalog_NAME=&strSubCatalogID=&intCatalogID=10001&CurCatalogID
Price for one is $21.85 plus $12 shipping for a total of $33.85
Save even more if you need two or can find a friend to share with. See
http://www.gruberpower.com/purchase/batteries/product.asp?intProdID=40
I thought you might be interested. The batteries are manufactured in Vietnam.
Charlie Kuss
RV-8A
Boca Raton, Fl
________________________________________________________________________________
| From: | Charlie Kuss <chaztuna(at)adelphia.net> |
| Subject: | Re: Fuel Injected - or Not |
Jim
I found an article from Light Plane Maintenance on EAA's site
regarding auto fuel STCs. They mention that Av gas Reid pressure is
6.5 psi (lower is better) Auto fuel can vary from 15 psi to 7 psi, so
there is a variation. The article also mentions that Kalifornia
requires a 7 psi maximum Reid pressure for their auto fuel. I guess
you guys luck out. Evidently leading the nation towards a "greener"
tomorrow has some advantages. The article also mentions that Peterson
Aviation sells a Reid Vapor Pressure Tester. Sounds like a handy tool
to have, especially if you want to use auto fuel in a 8.5 to 1 CR or
fuel injected engine.
I'm going to call Peterson Aviation on Monday, when Todd gets back in town.
Charlie Kuss
________________________________________________________________________________
| Subject: | Re: Fuel Injected - or Not |
| From: | "low pass" <rv_8pilot(at)hotmail.com> |
Speaking of fuel injection, what's the latest on the Ellison throttle body system?
Back when I got my engine, there were mixed results on the product. What
about recent actual experiences. I'm running a 160-hp, O-320.
Thanks
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=41036#41036
________________________________________________________________________________
| From: | Mickey Coggins <mick-matronics(at)rv8.ch> |
| Subject: | Re: Fuel Injected - or Not |
> I found an article from Light Plane Maintenance on EAA's site regarding
> auto fuel STCs. They mention that Av gas Reid pressure is 6.5 psi (lower
> is better) Auto fuel can vary from 15 psi to 7 psi, so there is a
> variation. The article also mentions that Kalifornia requires a 7 psi
> maximum Reid pressure for their auto fuel. I guess you guys luck out.
> Evidently leading the nation towards a "greener" tomorrow has some
> advantages. The article also mentions that Peterson Aviation sells a
> Reid Vapor Pressure Tester. Sounds like a handy tool to have, especially
> if you want to use auto fuel in a 8.5 to 1 CR or fuel injected engine.
You can also get the tester from http://www.decalinchemicals.com/
as well. Chris also has formulated and sells a safer TCP for
experimental aircraft, and is a good guy - he drives a
Subaru powered Glastar.
--
Mickey Coggins
http://www.rv8.ch/
#82007 finishing
________________________________________________________________________________
| From: | bertrv6(at)highstream.net |
| Subject: | Contruction videos |
Hello:
The Contruction video tapes, have been sold.
Bert
rv6a
flying
________________________________________________________________________________
| Subject: | wanted Sensenich metal prop |
Need a Sensenich metal prop for a 180 hp RV4
Regards,
Bill Mahoney
Sherman, CT
RV6
N747WM
________________________________________________________________________________
| From: | "Richard McBride" <rickrv8(at)msn.com> |
| Subject: | Re: GPS antenna firewall quick connect |
Terry,
I mounted two Plasma 1 boxes inside the right lower portion of my
forward baggage compartment up against the side of the fuselage. I
disassembled the terminals in order to get them through the firewall
holes. If I remember correctly I didn't have to remove the pins. I
simply disassembled the the terminal covers. But if you want to get the
hole as small as possible you can use a pin extractor in order to fully
disassemble. I've had to remove similar pins on my auto pilot and it's
really an easy procedure. Just keep track of where the pins belong.
Also, I constructed an aluminum cover plate to go over the boxes and the
associated wiring just to make sure baggage didn't interfere. I
discussed the arrangement with Klaus and he said it would be fine. To
date, I've had no problems.
Rick McBride
----- Original Message -----
From: Terry Watson<mailto:terry(at)tcwatson.com>
To: rv-list(at)matronics.com
Sent: Wednesday, June 14, 2006 12:12 PM
Subject: RE: RV-List: GPS antenna firewall quick connect
Ed,
Thanks for the reminder. I have wrestled with the location and decided
to put it on the front of the firewall with a cooling box and blast
tube, as Klaus reluctantly allows in his instructions. I would rather
have it behind the firewall, but he won't allow his cables to be
disassembled and to run them through the firewall with the big terminals
on them would require a bigger hole than I want to patch. In the RV-8,
the front baggage compartment seems to be a preferred location and there
won't be any cooling air in there. Maybe I'll just cut the damned wires
and void the warrantee and put it in there anyway.
Thanks for the reminder.
Terry
-------------------------------------------------------------------------
-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Ed Holyoke
Sent: Tuesday, June 13, 2006 10:24 PM
To: rv-list(at)matronics.com
Subject: RE: RV-List: GPS antenna firewall quick connect
Terry,
You might want to check with Klaus about that Lightspeed box, firewall
forward. I'm pretty sure he still recommends them aft. Ours, an early
Plasma I unit, requires air from a cooling fan and makes quite a bit of
its own heat. He recommended that we have him check it out because a
transformer tended to overheat on the early ones. He replaced ours (with
the type he's using nowadays) and returned our old transformer to us. It
was kinda blackened and didn't look too good. This was with just short
of 700 hours. We put in a bigger avionics fan and enlarged the air vent
to keep it cooler. YMMV
Pax,
Ed Holyoke
________________________________________________________________________________
| From: | Darrell Reiley <lifeofreiley2003(at)yahoo.com> |
I have a "Brand NEW" Titanium tie-down set with
storage bag I will sell.
$95.00 plus shipping to your zip code.
Darrell
__________________________________________________
________________________________________________________________________________
| From: | "Tony Marshall" <tony(at)lambros.com> |
Sold!
Contact me off-list
Tony Marshall
Cell 406-249-0835
----- Original Message -----
From: "Darrell Reiley" <lifeofreiley2003(at)yahoo.com>
Sent: Wednesday, June 14, 2006 4:36 PM
Subject: RV-List: Tiedowns
>
> I have a "Brand NEW" Titanium tie-down set with
> storage bag I will sell.
>
> $95.00 plus shipping to your zip code.
>
>
> Darrell
>
>
> __________________________________________________
>
>
>
________________________________________________________________________________
| From: | "Terry Watson" <terry(at)tcwatson.com> |
| Subject: | GPS antenna firewall quick connect |
Rick,
Thanks for the comments. After an email from Charlie Kuss about it, I went
out to the shop and looked to see if I might be able to mount my Lightspeed
box on the outside skin inside the lower part of the forward baggage, just
as you suggest. I also pulled the cover off the D-sub connector to see how
small of a hole I could get it through without voiding my warranty by
disassembling it. I could get it through a 1-1/4" diameter hole, or a hole
maybe 3/8" wide by 1-1/4" long. I think I can live with that. I also
measured the wire from the crank position sensor to make sure it would be
long enough if I routed it the other side of the engine (right side - it is
now on the left) and that will work too.
Now my main problem seems to be that I mounted my fuse blocks right where I
should put the Lighspeed box, but I really like where Charlie has his so
maybe I will tear it out and redo it. Why not? I have just about everything
else on this airplane! I could also put it inside the main part of the
baggage compartment on the firewall, but I am concerned that will be pretty
hot too.
I really appreciate your comments.
Terry
_____
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Richard McBride
Sent: Wednesday, June 14, 2006 3:07 PM
Subject: Re: RV-List: GPS antenna firewall quick connect
Terry,
I mounted two Plasma 1 boxes inside the right lower portion of my forward
baggage compartment up against the side of the fuselage. I disassembled the
terminals in order to get them through the firewall holes. If I remember
correctly I didn't have to remove the pins. I simply disassembled the the
terminal covers. But if you want to get the hole as small as possible you
can use a pin extractor in order to fully disassemble. I've had to remove
similar pins on my auto pilot and it's really an easy procedure. Just keep
track of where the pins belong. Also, I constructed an aluminum cover plate
to go over the boxes and the associated wiring just to make sure baggage
didn't interfere. I discussed the arrangement with Klaus and he said it
would be fine. To date, I've had no problems.
Rick McBride
________________________________________________________________________________
| From: | "Ron Schreck" <ronschreck(at)alltel.net> |
| Subject: | Re: Fuel Invected - Or Not |
Vern,
I, too would be interested to hear what Mahon did for that $1000. Since
you had Mattituck do the work, I now know that your we not ripped off.
They do fine work and I have never heard anyone question the value they
provide. FWIW, my engine was also built by Mahlon Russel at Mattituck,
so I'm slightly prejudiced!
Ron Schreck
RV-8, "Miss Izzy"
Gold Hill Airpark, NC
<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<
<<<<<<<<<
The $1000 option charge is for "Port, Flow Match, Combustion
Equalization"
For me, I wanted a turn-key engine that was literally ready to fly
(Mattituck even installed the two P-mags I sent them and did the
factory
run-in with them adjusted and installed).
So, first, I didn't want to take delivery on my new engine and
have to keep
working on it, and second, it may be possible that the $1000 pays
for more
than just installing matched injectors.
Either way, I'm happy.
Mahlon from Mattituck sometimes frequents this forum so perhaps he
could
jump in and describe exactly what's done for the $1000 "Flow
Matching"
option that might be different than just changing out an injector
or two.
Vern
RV7-A
Houston, TX
On 6/14/06, Ron Schreck wrote:
>
> Flow matching for $1000! Wow, what do they do for that kind of
money. I
> have AFP fuel injection on my IO360 and paid a visit to AFP at
KSPA. If you
> live anywhere near SC the trip is well worth the $300 I paid to
Don for an
> afternoon of flight testing, nozzle balancing and FI education
by his small
> but very professional staff. Four of them spent the better part
of an
> afternoon precisely balancing my system. It took four test hops
and they
> even provided the data recorder in the back seat! I don't know
how you
> could do the job on a test stand and I don't know why it should
cost $1000.
>
> Ron Schreck
> RV-8 "Miss Izzy"
> Gold Hill Airpark, NC
>
________________________________________________________________________________
| From: | "Charles Heathco" <cheathco(at)cox.net> |
| Subject: | accessing Nav antena RV6a |
I found out that my nav antena under the tail end of fusl is on the
fritz, balun conn is suspect. I didnt build the plane so assume it was
mounted durring build. How to access it? Can one crawl back far enough
to reach it? or cut an access hole? (if so is that a good idea as the
place would be put over the hole without indentations like other acess
hole have) Charlie Heathco
________________________________________________________________________________
| From: | "Ralph E. Capen" <recapen(at)earthlink.net> |
| Subject: | Re: accessing Nav antena RV6a |
--- MIME Errors - No Plain-Text Section Found ---
A message with no text/plain MIME section was received.
The entire body of the message was removed. Please
resend the email using Plain Text formatting.
HOTMAIL is notorious for only including an HTML section
in their client's default configuration. If you're using
HOTMAIL, please see your email application's settings
and switch to a default mail option that uses "Plain Text".
--- MIME Errors No Plain-Text Section Found ---
________________________________________________________________________________
| From: | "Vern W." <highflight1(at)gmail.com> |
| Subject: | Re: Fuel Invected - Or Not |
I didn't question the price because I assumed, and I think rightly so, that
I got a lot more than just matching the nozzles.
Their option is called "Port, Flow Matching, and Combustion Equalization"
which I thought explained it pretty well.
Flow Matching is what I think refers directly to matching the nozzles, but
Porting and Combustion Equalization infers a bit more direct hands-on work
involving some machining of the heads themselves.
Again, I'd like to see Mahlon jump in and explain it better than I ever
could.
Vern
On 6/15/06, Ron Schreck wrote:
>
> Vern,
>
> I, too would be interested to hear what Mahon did for that $1000. Since
> you had Mattituck do the work, I now know that your we not ripped off. They
> do fine work and I have never heard anyone question the value they provide.
> FWIW, my engine was also built by Mahlon Russel at Mattituck, so I'm
> slightly prejudiced!
>
> Ron Schreck
> RV-8, "Miss Izzy"
> Gold Hill Airpark, NC
>
>
> <<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<
>
> The $1000 option charge is for "Port, Flow Match, Combustion
> Equalization"
> For me, I wanted a turn-key engine that was literally ready to fly
> (Mattituck even installed the two P-mags I sent them and did the
> factory
> run-in with them adjusted and installed).
>
> So, first, I didn't want to take delivery on my new engine and have
> to keep
> working on it, and second, it may be possible that the $1000 pays
> for more
> than just installing matched injectors.
> Either way, I'm happy.
>
> Mahlon from Mattituck sometimes frequents this forum so perhaps he
> could
> jump in and describe exactly what's done for the $1000 "Flow
> Matching"
> option that might be different than just changing out an injector or
> two.
>
> Vern
> RV7-A
> Houston, TX
>
>
> On 6/14/06, Ron Schreck wrote:
> >
> > Flow matching for $1000! Wow, what do they do for that kind of
> money. I
> > have AFP fuel injection on my IO360 and paid a visit to AFP at
> KSPA. If you
> > live anywhere near SC the trip is well worth the $300 I paid to
> Don for an
> > afternoon of flight testing, nozzle balancing and FI education by
> his small
> > but very professional staff. Four of them spent the better part
> of an
> > afternoon precisely balancing my system. It took four test hops
> and they
> > even provided the data recorder in the back seat! I don't know
> how you
> > could do the job on a test stand and I don't know why it should
> cost $1000.
> >
> > Ron Schreck
> > RV-8 "Miss Izzy"
> > Gold Hill Airpark, NC
> >
>
>
________________________________________________________________________________
| From: | "Glen Matejcek" <aerobubba(at)earthlink.net> |
| Subject: | OSH Parking Comments |
Warning- Shameless plug to follow-
Speaking of the red barn, OSH parking, and volunteering, you can put all
three together. You can fly in to OSH, park on any bit of aeroshell sqaure
you'd like, and get dirty in the red barn. Just not during the
convention...
In about an hour I'll be picking up a friend and (unfortunately) driving up
to OSH for a work party weekend. We'll be working on site mx and prep,
staying at the volunteer bunkhouse, and eating most of our meals in the
volunteer kitchen. One night typically involves some sort of a BBQ, and
Paul and Audrey usually show up to spend an evening with us. It's all
pretty rewarding, and those few that fly in get to park on the square if
they so choose. It's a good chance to 'give back' without missing any of
the convention, as well as see what the place looks like without 3/4 of a
million people blocking the view...
Glen Matejcek
aerobubba(at)earthlink.net
________________________________________________________________________________
| From: | Wheeler North <wnorth(at)sdccd.edu> |
Well,
along with nose draggers, primer, fuel injection and tilt up canopies I have
to through the turd in a punchbowl about tie downs.
The little doggy ties, even when made of titanium are useless. Don't believe
me? Screw 'em into the ground and use an engine host to pull 'em out. You'll
be surprised how little it takes. The ti ones look nice and down't
straighten out but they do come out very easily even at an angle.
The one's I use are a little heavier called "The Claw". When tested with the
hoist the hoist was straining and it then pulled out a one foot deep
triangle clump of turf. (Kinda pissed off the FBO owner as she caught me
just as it ripped it out, but I patched it up and made nice to her).
Since the Claw costs about the same, is delivered quickly and works better
the few extra pounds are a no-brainer to me.
http://www.aircraftspruce.com/catalog/pspages/claw.php
W
PS, I have no idea who the heck makes these... so this is not an
advertisment
________________________________________________________________________________
| From: | "Michael" <cubflyr(at)comcast.net> |
| Subject: | OSH parking and stuff: tiedowns |
Speaking of tie downs, bring yours to OSH. Doesn't matter what kind they
are, Randy's or whatever. Just bring some (NOT doggy spiral things. We find
at least five or six of those broken off in the grass every year. Bad for
your airplane, bad for the next guy to taxi over them. Get some real ones).
You don't want to be parked for a week without them and neither will those
around you. Put them on your OSH check list.
Michael
RV-4 N232 Suzie Q
________________________________________________________________________________
| From: | Wheeler North <wnorth(at)sdccd.edu> |
| Subject: | Carb fuel/air distribution |
Charlie,
While I do agree that the sumps and cylinders have some inconsistances, the
real culprit for A/F imbalance is in the old Marvel/Schebler, in the
throttle throat design.
The fuel discharge nozzle comes in at an angle and unloads about an inch
away from the throttle plate. This plate is only a balanced splitter of the
fuel flow when it is vertical (Full Throttle) and even then it isn't fully
balanced due to the angle of the discharge nozzle. So pretty much at all
times either side of the throttle plate sees entirely different ratios of
fuel and air going by. This is also true at idle due to the side location of
the idle and transition nozzles.
As well, it's only about 2.5 inches from the discharge nozzle to the flow
divider in the sump, not nearly enough distance to mix the air and fuel for
even distribution.
If somebody came up with a reliable and effective mixing plate that bolted
between the carb and the engine they might make some good money... they
might even get some of mine.
That all said my old M-S works fine everytime... even upside down if I don't
stay there too long.
W
________________________________________________________________________________
| From: | Wheeler North <wnorth(at)sdccd.edu> |
Hey Larry,
I agree that the last minute briefings are not necessarily the best way to
handle it, but that crew is not run by those in the orange vests and as has
been said we are not in a position to completely fix that policy. Anytime
you put 4500 volunteers together, some with control issues, you're going to
get some turf issues and subsequent politics.
While I do favor briefings I am not in favor of forcing it at the last
minute, I just put the info out there to let you know to expect it, as it's
the unexpected that messes with us.
RE the Run-Up,,, that's a tough one and is at every fly-in. I normally do it
in line, slightly off angle and only give it a brief 1200 rpm for a quick
mag drop test. Then on take off I always do a full power check of static RPM
and MAP as the brakes are releasing.
But, that all said, fly-in departures do tend to violate the rule of mixing
not being in a hurry with flying.
Interestingly, NOTAMs are political animals, particularly fly-in ones. In
general I think the fly-in folks try to keep them as less complicated as
possible while the FAA might have another agenda entirely. So the less they
say the better in terms of being easy to remember and in terms of
"violating" something you missed.
While many claim they don't need the briefing and or NOTAM, having those on
board will go a long way towards demonstrating you were trying to be as
fully prepared as possible, which will get asked if there's an incident.
W
________________________________________________________________________________
| From: | "Joe Connell" <jconnell(at)rconnect.com> |
| Subject: | Routing magneto and alternator blast tubes... |
Gentlemen,
I'm building an RV-9A with an O-320 & carb, a Slick Mag,
a P-Mag, and Van's 35 amp alternator. Where should I
direct the blast tubes for the Mag and P-Mag?
I'm thinking they should be directed at the entire Mag rather
than just the distributor cap or the lower section. It appears
the back of the alternator housing the diodes would be the
appropriate spot for cooling air.
Many thanks,
Joe Connell
Stewartville, MN
RV-9A N95JJ - Baffling
________________________________________________________________________________
| From: | Paul Besing <pbesing(at)yahoo.com> |
While I'm sure the claw works great, I don't think the
kind of loads that these tie downs see aren't anywhere
close to what an engine hoist would pull. The loads
are going to be brief jerking when gusts of winds
might hit the airplane. An engine hoist is going to
progressively pull harder and consistently.
I've seen these tie downs hold down some buckling
airplanes with no problem. Plus, they screw into just
about anything without bending or breaking.
Paul Besing
--- Wheeler North wrote:
>
>
> Well,
>
> along with nose draggers, primer, fuel injection and
> tilt up canopies I have
> to through the turd in a punchbowl about tie downs.
>
> The little doggy ties, even when made of titanium
> are useless. Don't believe
> me? Screw 'em into the ground and use an engine host
> to pull 'em out. You'll
> be surprised how little it takes. The ti ones look
> nice and down't
> straighten out but they do come out very easily even
> at an angle.
>
> The one's I use are a little heavier called "The
> Claw". When tested with the
> hoist the hoist was straining and it then pulled out
> a one foot deep
> triangle clump of turf. (Kinda pissed off the FBO
> owner as she caught me
> just as it ripped it out, but I patched it up and
> made nice to her).
>
> Since the Claw costs about the same, is delivered
> quickly and works better
> the few extra pounds are a no-brainer to me.
>
>
http://www.aircraftspruce.com/catalog/pspages/claw.php
>
>
> W
>
> PS, I have no idea who the heck makes these... so
> this is not an
> advertisment
>
>
>
>
> browse
> Subscriptions page,
> FAQ,
>
>
> Admin.
>
>
>
>
>
>
>
>
>
>
>
__________________________________________________
________________________________________________________________________________
| From: | Ron Lee <ronlee(at)pcisys.net> |
| Subject: | Re: Rocky Mountain Fly In |
At 04:08 PM 6/15/2006, you wrote:
>
>Who's going? Is it a nice fly in for a 3 hour flight?
Seems adequate. My one beef with it and why I may not go is that
unless you "show" your plane you will have to stop on the taxiway
and physically push your plane onto the prairie grass to the east.
Then the same applies when you want to leave. It is not smooth
turf grass.
Website: http://www.rmrfi.org/
If you go, pre-register to save admission fee.
Personally, if you are not from this area a trip to Leadville would be
worthwhile (early morning departure)
Ron Lee
________________________________________________________________________________
| From: | Charlie Kuss <chaztuna(at)adelphia.net> |
Wheeler,
Last October, Hurricane Wilma hit South Florida. Local RV-9A
builder, Eddie Fernandez has use of a friend's Cessna 172. Eddie
purchased The Claw for his friend's 172, which is based at McIvor
(private strip in Southwest Ranches, Florida). This is a grass strip
and the plane was tied down outside. Wilma did major damage to the
hangers at all the local airports.
One leg of one of The Claw units broke in half, but that 172 stayed
put. Remember that here in South Florida, we don't have much that
resembles real dirt. Mostly its just grass covered sand. Ed was so
impressed with the performance of The Claw, that he sent a letter and
photos of the plane after the hurricane to the manufacturer. The
manufacturer sent him a free replacement. Now that's a great product
and an excellent company.
Charlie Kuss
Boca Raton, Florida
>
>Well,
>
>along with nose draggers, primer, fuel injection and tilt up canopies I have
>to through the turd in a punchbowl about tie downs.
>
>The little doggy ties, even when made of titanium are useless. Don't believe
>me? Screw 'em into the ground and use an engine host to pull 'em out. You'll
>be surprised how little it takes. The ti ones look nice and down't
>straighten out but they do come out very easily even at an angle.
>
>The one's I use are a little heavier called "The Claw". When tested with the
>hoist the hoist was straining and it then pulled out a one foot deep
>triangle clump of turf. (Kinda pissed off the FBO owner as she caught me
>just as it ripped it out, but I patched it up and made nice to her).
>
>Since the Claw costs about the same, is delivered quickly and works better
>the few extra pounds are a no-brainer to me.
>
>http://www.aircraftspruce.com/catalog/pspages/claw.php
>
>W
>
>PS, I have no idea who the heck makes these... so this is not an
>advertisment
>
>
________________________________________________________________________________
| From: | Charlie Kuss <chaztuna(at)adelphia.net> |
| Subject: | Re: Carb fuel/air distribution |
Wheeler,
Thanks for the info on the MS carb. I haven't looked at one closely
in a few years. Basically, it reminds me of a scaled up Briggs and
Stratton lawn mower carburetor! :-) Do you know of any modifications
(experimental only) that can be done to improve this situation? From
what you describe, it doesn't sound like much can be done.
I agree about the short distance from the throttle plate to the
plenum. It sure isn't aerodynamic.
Charlie
>
>Charlie,
>
>While I do agree that the sumps and cylinders have some inconsistances, the
>real culprit for A/F imbalance is in the old Marvel/Schebler, in the
>throttle throat design.
>
>The fuel discharge nozzle comes in at an angle and unloads about an inch
>away from the throttle plate. This plate is only a balanced splitter of the
>fuel flow when it is vertical (Full Throttle) and even then it isn't fully
>balanced due to the angle of the discharge nozzle. So pretty much at all
>times either side of the throttle plate sees entirely different ratios of
>fuel and air going by. This is also true at idle due to the side location of
>the idle and transition nozzles.
>
>As well, it's only about 2.5 inches from the discharge nozzle to the flow
>divider in the sump, not nearly enough distance to mix the air and fuel for
>even distribution.
>
>If somebody came up with a reliable and effective mixing plate that bolted
>between the carb and the engine they might make some good money... they
>might even get some of mine.
>
>That all said my old M-S works fine everytime... even upside down if I don't
>stay there too long.
>
>W
>
>
________________________________________________________________________________
| From: | sarg314 <sarg314(at)comcast.net> |
| Subject: | Re: Fiberglass tips for tip up |
Frank:
You don't have to use fiberglass at all. I didn't like the idea of
epoxying fiberglass to the aluminum. It would make changing out the
canopy very difficult. I followed the instructions in the RV-ator for
making the front fairing from a sheet of 0.025 aluminum. It took an
afternoon. My third attempt fit perfectly. Fiberglass would have taken
much more time. I can remove it by drilling out the soft pop rivets
that hold it in. Lexel seals the aluminum to the plexi. I like to make
things so they can be disassembled.
Frank Stringham wrote:
>
> Hi to all
>
> Hate to change the subject (IFR or NOT)...........but I need some
> advice on the type of fiberglass / carbon cloth (Bi or Uni), and resin
> / hardner ( West Systems, Aero epoxy) types to start the fiberglass
> portion of the tip up canopy build. Best vendors would also be
> appreciated. I have searched the archives and google for info but need
> some more info to make the final choice.
>
> TIA
>
> Frank @ SGU and SLC Canopy and looking for $$$$$$$$$$$$$ to finish
> the project
--
Tom Sargent, RV-6A
________________________________________________________________________________
| From: | "LarryRobertHelming" <lhelming(at)sigecom.net> |
| Subject: | Re: Fiberglass tips for tip up |
I built mine from fiber glass and it is removable also. I laid it up on the
canopy/canopy frame after covering it with a layer of plastic saran wrap.
After it sets up, pop it loose. Sand and finish it, paint it, drill it and
attach with screws. I also used some Lexel sparingly. Works great after
100+ hours of flight. No chance of accidentally sanding into your canopy
like with other fiberglass attachments. Only down side is it takes about a
week or so to get a perfect finished product. If I was good with metal I
might of tried that method. However, fiber glass is a great way to get a
real quality finish. I am working on a targa strip now using the same
method. Larry in Indiana
----- Original Message -----
Subject: Re: RV-List: Fiberglass tips for tip up
>
> Frank:
> You don't have to use fiberglass at all. I didn't like the idea of
> epoxying fiberglass to the aluminum. It would make changing out the
> canopy very difficult. I followed the instructions in the RV-ator for
> making the front fairing from a sheet of 0.025 aluminum. It took an
> afternoon. My third attempt fit perfectly. Fiberglass would have taken
> much more time. I can remove it by drilling out the soft pop rivets that
> hold it in. Lexel seals the aluminum to the plexi. I like to make things
> so they can be disassembled.
>
________________________________________________________________________________
| From: | "Tim Bolton" <timbolton(at)therv7.com> |
| Subject: | Re: Fiberglass tips for tip up |
sarg314,
Any chance we can get some photos?
Tim
________________________________________________________________________________
| From: | <gmcjetpilot(at)yahoo.com> |
>posted by: Wheeler North
>The little doggy ties, even when made of titanium are useless.
I have used the cork screw type but out of mild steel. They are
hell to screw into hard rocky gound. They constantly break when
you try to install them in hard or rocky ground. As tough as Ti, it
will bend and twist when you try to torque the triangle head with
a lever or stick. The cross section is a rather small rod.
Also poorly designed is the top triangle loop, which is not welded.
It may save weight and be Good enough, it does no good if you
can't get it into the ground.
Most of use will not carry our tie downs with us except for the long
X-C and airshows. Lose 8 lbs off you a** and that will cover the
extra weight of the claw, which should be way easier to install
and remove in all conditions.
George M. RV-4/RV-7
---------------------------------
Yahoo! Sports Fantasy Football 06 - Go with the leader. Start your league today!
________________________________________________________________________________
| From: | <gmcjetpilot(at)yahoo.com> |
| Subject: | Re: Routing magneto and alternator blast tubes... |
>From: "Joe Connell" <jconnell(at)rconnect.com>
>
>I'm building an RV-9A with an O-320 & carb, a Slick Mag,
>a P-Mag, and Van's 35 amp alternator. Where should I
>direct the blast tubes for the Mag and P-Mag?
The alt, the 35 amp one Van sells is an old NipponDenso
alternator for a early 80's Honda. I agree towards the back
at the diodes. Consider a little metal shield on the #1
exhaust pipe held on with hose clamps and standoffs.
The KEY to not heating that small alternator is keep the
battery in good shape, make sure the engine is tuned for
easy starting and let the engine run (and battery charge)
for a little bit (10-15 seconds) before slamming on all the
electric's on. While you are waiting you can adjust the idle
and mixture, clear the area and check the engine gauges.
The reason I say this is your alternator is only 35 amps.
You don't want to load the alternator more than 60-70%
continuous. So 35 x 0.60 is 21.0 amps. A drained battery
right after start can pull 10 amps or more. Throw on all
your radios and lights right after start you might exceed
this arbitrary drain and over heat the alternator, which will
reduce its life. The key is keep the alternator load down
on the ground when airflow is low. For some reason Van's
sells these alternators with out the stock cooling fan, may
be save weight and engine drag (lost HP).
Just because it is rated at 35amps does not mean it can
output that without eventually melting. Plus with the
hot exhaust nearby and the stock fan removed you have
a good chance of cutting the life down real short if you
don't observe some load limits, especially on the ground.
For the mag consider removing the inspection plug and
blowing it right in the housing**. Of course you will want
some kind of filter and screen. An alternative is just at the
side of the mag to promote general cooler airflow for the
hottest part, the coils.
**Speed w/ Economy by Kent Paser
The P-mags? I have no idea, but near the coil or electronics,
spacifically transitiors.
George M. RV-4/RV-7
---------------------------------
to come.
________________________________________________________________________________
| From: | George Inman 204 287 8334 <ghinman(at)mts.net> |
| Subject: | accessing Nav antena RV6a |
I have an RV-8 ,and use the following method to
crawl into the tail cone.
Place several pillows on bottom of the tail cone
between the bulkheads
Place long piece/pieces of plywood on top of pillows
Crawl on top of plywood.
I weigh about 160lbs,so if you weigh a lot more
get someone smaller to do it.
I found out that my nav antena under the tail end of fusl is on the
fritz, balun conn is suspect. I didnt build the plane so assume it was
mounted durring build. How to access it? Can one crawl back far enough
to reach it? or cut an access hole? (if so is that a good idea as the
place would be put over the hole without indentations like other acess
hole have) Charlie Heathco
--
George H. Inman
ghinman(at)mts.net
Home 204 287 8334
Cell 204 799 7062
________________________________________________________________________________
| From: | "JOHN STARN" <jhstarn(at)verizon.net> |
| Subject: | Re: accessing Nav antena RV6a |
It's been a while back (7-8 years ago) but when doing the tail cone on HRII
N561FS we took a 5' piece of 3/8" plywood and cut it to fit. It looked like
a thin surfboard with notches cut in the sides to match the bulk heads. It
was cut so the surfboard rested only on the flat areas of the bulk heads.We
has several couch pillows that we placed between each of the bulkheads. We
made the "surfboard" before putting the top skin in place. I weight in at
240# but had the looong arms required to reach the far end. Ran the light
cord out thru the rear inspection hole (tube type to reduce heat) & put a
fan between my feet. We have reused it several times, rotate it to install
or remove. On HRII we would have to pull the elevator tube to use it now.
Things I would have done different: Sand & paint (white) the surf board,
especially the edges. Lots of splinters when sliding in and/or out. KABONG
----- Original Message -----
From: "George Inman 204 287 8334" <ghinman(at)mts.net>
Sent: Friday, June 16, 2006 9:39 AM
Subject: RV-List: accessing Nav antena RV6a
>
>
> I have an RV-8 ,and use the following method to
> crawl into the tail cone.
> Place several pillows on bottom of the tail cone
> between the bulkheads
> Place long piece/pieces of plywood on top of pillows
> Crawl on top of plywood.
> I weigh about 160lbs,so if you weigh a lot more
> get someone smaller to do it.
>
>
> I found out that my nav antena under the tail end of fusl is on the fritz,
> balun conn is suspect. I didnt build the plane so assume it was mounted
> durring build. How to access it? Can one crawl back far enough to reach
> it? or cut an access hole? (if so is that a good idea as the place would
> be put over the hole without indentations like other acess hole have)
> Charlie Heathco
>
> --
>
> George H. Inman
> ghinman(at)mts.net
> Home 204 287 8334
> Cell 204 799 7062
>
>
> http://www.matronics.com/Navigator?RV-List
> http://wiki.matronics.com
>
>
>
________________________________________________________________________________
| From: | sarg314 <sarg314(at)comcast.net> |
| Subject: | Re: Fiberglass tips for tip up |
Charlie:
I did the work in apr. 2004, so it was definitely before that. I
checked my index of RV-ators which covers a 4 or 5 year period before
2004 and didn't spot it. It's not in the 21 years of the RV-ator book
either which ends at 2000. I think it was some time between 2000 and
2004 even though I didn't spot it.
Ken at van's has talked to me about it - in fact I think he
suggested it to me. He may be able to point you to the right issue.
I'll let you know if I find it.
Charlie Kuss wrote:
> Tom,
> I'm building an 8A, but like you, I prefer to make things removable.
> It sure makes maintenance and future repairs easier. I would also
> appreciate seeing photos if you have them. What issue of the RVator
> was this info in?
> Charlie Kuss
> Boca Raton, Florida
>
>
>>
>> Frank:
>> You don't have to use fiberglass at all. I didn't like the idea of
>> epoxying fiberglass to the aluminum. It would make changing out the
>> canopy very difficult. I followed the instructions in the RV-ator
>> for making the front fairing from a sheet of 0.025 aluminum.
>
> snipped
>
>
________________________________________________________________________________
| From: | Jerry2DT(at)aol.com |
| Subject: | Re: Fiberglass tips for tip up |
Could anyone point me to the issue of RV-Ator that has the referenced
article ?
Thanx,
Jerry Cochran
In a message dated 6/17/2006 12:06:06 A.M. Pacific Daylight Time,
rv-list(at)matronics.com writes:
>
> Frank:
> You don't have to use fiberglass at all. I didn't like the idea of
> epoxying fiberglass to the aluminum. It would make changing out the
> canopy very difficult. I followed the instructions in the RV-ator for
> making the front fairing from a sheet of 0.025 aluminum. It took an
> afternoon. My third attempt fit perfectly. Fiberglass would have taken
> much more time. I can remove it by drilling out the soft pop rivets that
> hold it in. Lexel seals the aluminum to the plexi. I like to make things
> so they can be disassembled.
>
________________________________________________________________________________
| From: | "az_gila" <gilalex(at)earthlink.net> |
| Subject: | Re: N-Number font |
Guys.... if you want a font that is FAA legal (exactly to the dimensions in the
FAR) and works whether there are commies in the state or not.... :D
The font is usually called "Military Block letter" and is actually an old Air Force
font called USAF Amarillo
A link is here... and it's actually shareware...
Download the font, and your favorite graphics maker can make vinyl graphics or
a paint mask from it.
This is what they look like on my newly painted Tiger... The blue interior of the
letters are exactly to the specifications.... :)
gil in Tucson
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=41536#41536
________________________________________________________________________________
| From: | Allarzil(at)aol.com |
| Subject: | aluminium windscreen fairing |
hello
the article in the Rvator about the aluminium windscreen fairing date is
6/97
and in the 24 years of the RVator book the article is page 133 ..
Alain
________________________________________________________________________________
| From: | Darrell Reiley <lifeofreiley2003(at)yahoo.com> |
Does anyone have the specs for this engine? If this
engine is built on a Lycoming 320 platform I would
like to review the specs. Mahlon, please chime in...
What makes this engine rated at 390 cubes?
Darrell
__________________________________________________
________________________________________________________________________________
| From: | Kevin Horton <khorton01(at)rogers.com> |
On 18 Jun 2006, at 09:37, Darrell Reiley wrote:
>
>
> Does anyone have the specs for this engine? If this
> engine is built on a Lycoming 320 platform I would
> like to review the specs. Mahlon, please chime in...
> What makes this engine rated at 390 cubes?
This engine is based on the IO-360, but with a bit more bore, to get
390 cubic inches.
There was an earlier post which seems to have confused this engine
with the O-340, which is based on the O-320, but with a bit more
stroke to get 340 cubic inches. A few O-340s were built many years
ago, but the model was discontinued. Now there is an attempt to
resurrect it.
See:
http://www.lycoming.textron.com/main.jsp?bodyPage=/pressReleases/
july02/mostPowerfulFourCylinder.html
http://home.adelphia.net/~aeroengine/LycFam.html
http://home.adelphia.net/~aeroengine/Lycoming1.html
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://www.kilohotel.com/rv8
________________________________________________________________________________
| From: | JVanLaak(at)aol.com |
| Subject: | Talking airspeed indicator - user report - long |
Talking ASI
A while back I posted a piece reviewing the Trutrac ADI that I have
installed in my RV-6. At that time I commented that I liked the unit but h
ad no
intention of adding the AOA feature that was about to be made available.
Although I have flown over 120 types of aircraft including a number of jet
fighters
with AOA systems, I am not a big fan of AOA systems for light aircraft.
A day or so later I received a note from Mark at Smart Avionics asking why
I
was against AOA. I explained to him that I am not against the systems, but
that it was not something I thought would add to my airplane. I learned
early in my flying career (36 years and counting) that the best landings ar
e to
be had when the airplane talks to the pilot through subtle clues like sink
rate, control feel, and so on. Airspeed indicators and AOA indicators are j
ust
aids to that for times when the more subtle clues may not be getting your
attention.
Mark then described to me a product he produces called the Talking Airspeed
Indicator. His company is called Smart Avionics and this is the SmartASS.
I
offered to give it a whirl with a loaner unit and give him feedback if he
were interested, and he agreed. The unit came about 3 weeks later.
Right off I was impressed that the unit seemed well designed and executed.
The packaging is small and neat, well labeled and with a very clean pre-wir
ed
harness. I headed for the airport at the first opportunity to hook it up
and see what it did. I patched in the pitot line but left the static vente
d to
the cabin. There are only two controls, an on/off volume rotary knob and a
push button for changing modes. Like most guys, I did not bother to read
the manual but headed for the runway to try it out.
The system started right up and sounded very nice. A very pleasant female
voice began by announcing =9Cairspeed in knots=9D with a deligh
tful British
accent. On takeoff it started calling out airspeeds starting somewhere aro
und 40
knots or so (acceleration is so brisk in RVs it is hard to notice when it
starts) and continued throughout the flight. There was about a 4 knot
difference between the airspeed dial and what was being reported verbally wh
ich seemed
perfectly reasonable given the different static port. It was interesting an
d
kind of fun, but not a breakthrough.
I sent a short note to Mark to tell him about my first impressions and he
said he really thought the indicator mode was the best feature of the syste
m.
The what? OK, time to read the manual. Seems you can set a reference speed
for the final approach that the system will use when you change modes. If
you
are within 5 % of that reference speed you get a call of =9Cspeed goo
d=9D every
8 seconds. If you are from 5% -10 % away from that speed you get a
=9Cfast=9D
or =9Cslow=9D call every 4 seconds. Go 10% -15% away from that
speed and it
goes to =9Cvery fast=9D or =9Cvery slow=9D every 2 s
econds or so. Go beyond that and a
bell is added to the warning. I am reciting these values from memory, but
you get the idea.
Using this mode is definitely a horse of a different color. Pushing the mod
e
button once established at approach speed you get a nice reinforcement of
the airspeed. For a low time pilot or anyone else who has trouble maintain
ing
a constant airspeed (the light stick forces of the RVs do make it a little
harder) this gives a reassuring reference. It might even keep someone out o
f
trouble who was not proficient or otherwise operating below their normal
capacity.
On the other hand, the way the system works makes it best suited to someone
who flies long and stable final approaches. This is the textbook way to fly
of course, and it is without doubt the best way for low timers. But some o
f
us who were taught by old timers in ragbag taildraggers tend to fly close,
steep power off approaches, often with large slips, and with only about 10
seconds of stable flight at the normal approach speed. We use the airspee
d as
one of the tools to get to the spot on final where we can get to that airsp
eed
on the way to landing where we want to be. For people like me who fly that
way, we would be listening to a voice constantly indicating we are off-nomi
nal
the reference speed. But we would already know that and in fact be counti
ng
on it. In other words, this system would have relatively little value for
folks who fly like this. But such folk are not the target audience.
So after about 8 weeks and maybe a dozen landings with the system what is
the verdict? I have developed a definite respect for this little system an
d
the man behind it. In my opinion it is well conceived and executed, and c
ould
offer a real safety enhancement for some pilots, particularly low timers or
those who are only marginally proficient. But the system is not something
I
would buy for myself because I do not fly the kind of stabilized approaches
that work best with it.
I recommend those whose flying habits are appropriate to seriously consider
one of these systems. You can find information including a downloadable
installation guide at _http://www.smartavionics.com/_
(http://www.smartavionics.com/) . I would encourage you to email Mark with
questions as he seems
genuinely interested in having his products increase the safety and utility
of
aircraft. Likewise, I would be happy to answer questions for anyone who is
interested. If you are nearby (Hampton VA area) and would like to see the
system
in operation that might be arranged as well.
And no, I am not on the payroll or in any way affiliated with Mark or Smart
Avionics.
Jim Van Laak
Flying RV-6 N79RL
________________________________________________________________________________
| From: | "Shinden33" <shinden33(at)earthlink.net> |
| Subject: | Blue Mountain EFIS |
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All,
Please excuse my intrusion but I was referred to your community for advice.
I own Yak-52 and am considering adding a Blue Mountain EFIS/LITE gen 4 to my
panel in favor of the current RMI. I need EHSI capability, which limits my
options but have had mixed advice on the blue mountain unit. Can anyone
impart some general knowledge, experiences, stories, etc?
Best Regards,
Scott Glaser
Yak-52
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Matt Dralle
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Matt Dralle
________________________________________________________________________________
| From: | "Dale Walter" <dale1rv6(at)comcast.net> |
| Subject: | Alternator sense wire |
Good morning,
I read about this (connecting a wire from sense pin to output post) recently and
knew mine was not there. My voltage had usually been between 13 and 14 volts
but occasionally dropped to 12.2 or up to 15.9. So Saturday I connected the sense
wire. On the first 3 flights short flights the voltage has been much more
stable; 13.0 to 14.1. Never saw more than 14.1. I plugged a $15 battery monitor
from Walmart to my cig lighter to back up the reading from my Grand Rapids
EIS voltmeter. Alternator is the common one from a Japanese vehicle. Thanks to
those who brought up this issue recently. My question is; can anyone explain
why the voltage did not run up much higher before I had a sense wire connected?
Thanks,
Dale Walter
RV6a 618 hrs
________________________________________________________________________________
| From: | =?iso-8859-1?Q?Mich=E8le_Delsol?= <michele.delsol(at)microsigma.fr> |
| Subject: | Good active noise cancelling heaset |
Listers,
I am trying to decide upon a good ANR or whatever headset. I could always go
for the Bose X which is the most expensive ($995) and probably the best
however when I see all those Bose X full page ads in practically all
magazines, and this includes French magazines, got me thinking. I feel I
would be paying 400$ to finance all the ads (if not more) and 600$ for the
headset. I figure that there should be a headset out there probably just as
good but for which the advertising budget is a lot lower, hence available at
a much lower price.
Anyone care to comment??? Please.
Michele
RV8 Fuselage - France
________________________________________________________________________________
| From: | "Jeff Dowling" <shempdowling2(at)earthlink.net> |
| Subject: | High egt in idle descent |
MessageDoes anyone know why egt gets high in an idle descent (1580 degrees)?
Shemp/Jeff Dowling
RV-6A, N915JD
295 hours
Chicago/Louisville
----- Original Message -----
From: Ron Schreck
To: 'RV List'
Sent: Wednesday, June 14, 2006 7:01 AM
Subject: RV-List: Re: Fuel Injected - or Not
Flow matching for $1000! Wow, what do they do for that kind of money. I have
AFP fuel injection on my IO360 and paid a visit to AFP at KSPA. If you live
anywhere near SC the trip is well worth the $300 I paid to Don for an afternoon
of flight testing, nozzle balancing and FI education by his small but very
professional staff. Four of them spent the better part of an afternoon precisely
balancing my system. It took four test hops and they even provided the data
recorder in the back seat! I don't know how you could do the job on a test
stand and I don't know why it should cost $1000.
Ron Schreck
RV-8 "Miss Izzy"
Gold Hill Airpark, NC
From: "Vern W." <highflight1(at)gmail.com>
Subject: Re: Fuel Injected - or Not
The original poster is deciding on whether to order his new engine with
or
without FI, not convert an existing engine.
I don't know about Aerosport, but I bought a brand new TMX-IO360 w/Airflow
Performance FI from Mattituck (it arrived just last week) and the differenc
e
in price BETWEEN the standard carb engine and going to the AFP FI was only
$700.
For me, that was a no brainer going with the FI at that price difference
because of the already mentioned advantages. In fact, I went one step
further and paid the additional $1000 for the "Flow Matching" option that
gives you the ability to lean very exactingly by the engines ability to
kee
p
all four cylinders running at the same fuel flow.
So even at the additional $1700 for the way I went, it was still a no
brainer.
I admit that if were actually flying with a carbed engine, I would probably
seriously wonder if I wanted to spend more than $3000 to change it over,
bu
t
that's not an issue with a brand new engine order.
Vern
RV7-A
Houston, TX
________________________________________________________________________________
| From: | "Jeff Dowling" <shempdowling2(at)earthlink.net> |
| Subject: | Re: Good active noise cancelling heaset |
A cheap used set of David Clarks and install your own anr kit. Works for me
at less than half the price.
Shemp/Jeff Dowling
RV-6A, N915JD
295 hours
Chicago/Louisville
----- Original Message -----
Sent: Monday, June 19, 2006 9:23 AM
>
>
> Listers,
>
>
> I am trying to decide upon a good ANR or whatever headset. I could always
> go
> for the Bose X which is the most expensive ($995) and probably the best
> however when I see all those Bose X full page ads in practically all
> magazines, and this includes French magazines, got me thinking. I feel I
> would be paying 400$ to finance all the ads (if not more) and 600$ for the
> headset. I figure that there should be a headset out there probably just
> as
> good but for which the advertising budget is a lot lower, hence available
> at
> a much lower price.
>
>
> Anyone care to comment??? Please.
>
>
> Michele
>
> RV8 - Fuselage - France
>
>
>
________________________________________________________________________________
| From: | Bjorn Fahller <rv(at)fahller.se> |
| Subject: | Re: Good active noise cancelling heaset |
On Monday 19 June 2006 16:23, Michle Delsol wrote:
> I figure that there should be a headset out there probably just as
> good but for which the advertising budget is a lot lower, hence available
> at a much lower price.
>
> Anyone care to comment??? Please.
I have since a few years a Sennheisser HMEC350. It is a very good ANR headset,
although a bit hungry on batteries. Disadvanvage is also the fairly large
battery box.
I recently bought a Bose headset X, and there is no doubt that it's the better
headset. If it's better enough to warrant the rediculous price, is another
matter.
_
/Bjorn
________________________________________________________________________________
| From: | Doug Weiler <dcw(at)mnwing.org> |
| Subject: | Re: Good active noise canceling headset |
I fly an RV-4 and observed an interesting issue regarding Bose headsets. I
have used David Clark's ENC headsets for 3 years. No complaints whatsoever.
I have used Bose headsets in many other aircraft and there are amazing. I
had saved up to buy a set of Bose headsets for my RV-4 but I then borrowed a
set and tried them out in my airplane. I was actually surprised to find
that they were no better than by David Clark ENC units. I attribute this to
the proximity of the canopy in the RV-4. Much of the noise is higher
frequency wind noise and although the Bose does a great job of reducing
noise, I don't think it is any better than the DC when it comes to high
frequency wind noise. So I saved myself $2000 and stayed with my DC units.
For side-by-side RVs, I think the Bose would be superior but at least in the
RV-4 with the canopy just inches from your head, I'll stay with the DC's
Just my opinion.
Doug Weiler
RV-4, 300 hrs
On 6/19/06 9:55 AM, "Jeff Dowling" wrote:
>
> A cheap used set of David Clarks and install your own anr kit. Works for me
> at less than half the price.
>
> Shemp/Jeff Dowling
> RV-6A, N915JD
> 295 hours
> Chicago/Louisville
>
>
> ----- Original Message -----
> Sent: Monday, June 19, 2006 9:23 AM
>
>
>>
>>
>> Listers,
>>
>>
>>
>> I am trying to decide upon a good ANR or whatever headset. I could always
>> go
>> for the Bose X which is the most expensive ($995) and probably the best
>> however when I see all those Bose X full page ads in practically all
>> magazines, and this includes French magazines, got me thinking. I feel I
>> would be paying 400$ to finance all the ads (if not more) and 600$ for the
>> headset. I figure that there should be a headset out there probably just
>> as
>> good but for which the advertising budget is a lot lower, hence available
>> at
>> a much lower price.
>>
>>
>>
>> Anyone care to comment??? Please.
>>
>>
>>
>> Michele
>>
>> RV8 - Fuselage - France
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Paul Besing <pbesing(at)yahoo.com> |
| Subject: | Re: Good active noise cancelling heaset |
This comes up a few times a year...I'll chime in
again. Bose, Bose, Bose. My comfort, hearing, and
all around flight enjoyment make the headset worth
every stinkin penny.
Have been flying with one pair for 5 years now, 1000
hours, including flight instructing several
flights/day in the summer, with no problems.
I'm sure you'll hear how great the customer service is
for lightspeed, and how "every time" they send them
back they come back quickly, no charge, new earcups,
etc....the point is, they have to be sent back!! My
Bose have taken a beating, and have never had to go
back. Spend the money now...when it's comfort, it's
worth it.
I like the analogy of a bed. You don't (at least most
don't) buy a cheap bed..why? Because you sleep on it
every night and it's about YOU and comfort...well,
IMHO, Bose fit the same mission...flying is supposed
to be enjoyable, and I haven't found a more
comfortable, reliable, headset.
The $1000 is not for buying the ads...Bose can afford
to buy the ads without the headset price! Everything
they sell is expensive. It's really a $1000 headset
in my opinion. If you were to buy a $600 headset, is
the Bose worth $400 more? I think so...it's not like
I said, "well, I guess I'll pay the $1000" I honestly
feel that they are worth that. So much so that I
bought a second pair for my passengers. And no, I'm
not made of money either! I used their no interest 12
month payment plan which makes it much easier to
stomach.
Paul Besing
--- Michle Delsol
wrote:
> =?iso-8859-1?Q?Mich=E8le_Delsol?
>
>
> Listers,
>
>
>
> I am trying to decide upon a good ANR or whatever
> headset. I could always go
> for the Bose X which is the most expensive ($995)
> and probably the best
> however when I see all those Bose X full page ads in
> practically all
> magazines, and this includes French magazines, got
> me thinking. I feel I
> would be paying 400$ to finance all the ads (if not
> more) and 600$ for the
> headset. I figure that there should be a headset out
> there probably just as
> good but for which the advertising budget is a lot
> lower, hence available at
> a much lower price.
>
>
>
> Anyone care to comment??? Please.
>
>
>
> Michele
>
> RV8 Fuselage - France
>
>
>
>
>
>
> browse
> Subscriptions page,
> FAQ,
>
>
> Admin.
>
>
>
>
>
>
>
>
>
>
>
__________________________________________________
________________________________________________________________________________
| From: | Paul Besing <pbesing(at)yahoo.com> |
| Subject: | Re: Good active noise cancelling heaset |
> When I bought the Lightspeeds, Bose was publishing
> better active/
> passive noise suppression by a total of only 1 or 2
> dB. I felt the
> very minor difference this suggested was no where
> near worth paying
> 3-4 times as much.
>
> -J
>
There is no argument that the quality of the ANR on
the lightspeed is good as the Bose. I think the big
difference between the lightspeed and Bose is quality
of the headset frames, and of course comfort.
Personally, the comfort factor is worth the money
IMHO. You forget you are wearing them in about 2
minutes.
Paul Besing
__________________________________________________
________________________________________________________________________________
| From: | "Richard Sipp" <rsipp(at)earthlink.net> |
Tragically, we have lost one of the RV families best this past weekend, Chris Good
of West Bend, Wisconsin.
We will celebrate Chris' life on Saturday June 24.
Visitation 2:00 PM Central
Mass 4:00 PM
St. James Episcopal Church
148 South 8th Street
West Bend, Wisconsin
Church: 262 334 4242
Dick Sipp
________________________________________________________________________________
| From: | "Folbrecht, Paul" <PFolbrecht(at)starkinvestments.com> |
What happened?? Chris was the first RV'er I ever met in person. Met me fo
r a ride without knowing me (didn't go b/c the field went IFR). He is well
known in these parts.
I didn't know him well, but I feel sick right now...
Godspeed, Chris.
________________________________
Sent: Mon 6/19/2006 7:02 PM
Tragically, we have lost one of the RV families best this past weekend, Chr
is Good of West Bend, Wisconsin.
We will celebrate Chris' life on Saturday June 24.
Visitation 2:00 PM Central
Mass 4:00 PM
St. James Episcopal Church
148 South 8th Street
West Bend, Wisconsin
Church: 262 334 4242
Dick Sipp
=========================
==========
=========================
==========
=========================
==========
=========================
==========
________________________________________________________________________________
| From: | Jerry Springer <jsflyrv(at)verizon.net> |
Folbrecht, Paul wrote:
> What happened?? Chris was the first RV'er I ever met in person. Met me for
a ride without knowing me (didn't go b/c the field went IFR). He is well known
in these parts.
>
> I didn't know him well, but I feel sick right now...
>
> Godspeed, Chris.
>
> ________________________________
>
> Sent: Mon 6/19/2006 7:02 PM
>
>
>
>
> Tragically, we have lost one of the RV families best this past weekend, Chris
Good of West Bend, Wisconsin.
>
> We will celebrate Chris' life on Saturday June 24.
>
Always sad to hear. The NTSB prelim show a landing accident with another RV.
Jerry
________________________________________________________________________________
| From: | gert <gert.v(at)sbcglobal.net> |
Chris was flying as part of a formation,
http://www.morrisdailyherald.com/main.asp?SectionID=1&SubSectionID=58&ArticleID=18614&TM=60132.51
http://www.chicagotribune.com/news/local/chicago/chi-0606190134jun19,1,1275023.story?coll=chi-newslocalchicago-hed
Chris will be sorely missed!!
> What happened?? Chris was the first RV'er I ever met in person. Met me for
a ride without knowing me (didn't go b/c the field went IFR). He is well known
in these parts.
>
> I didn't know him well, but I feel sick right now...
>
> Godspeed, Chris.
>
> ________________________________
>
> Sent: Mon 6/19/2006 7:02 PM
>
>
> Tragically, we have lost one of the RV families best this past weekend, Chris
Good of West Bend, Wisconsin.
>
> We will celebrate Chris' life on Saturday June 24.
>
> Visitation 2:00 PM Central
> Mass 4:00 PM
> St. James Episcopal Church
> 148 South 8th Street
> West Bend, Wisconsin
> Church: 262 334 4242
>
> Dick Sipp
>
>
> ===================================
>
> ===================================
>
> ===================================
> ===================================
>
>
>
--
-------------------------------------------------------------------
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any and all nonsolicited commercial E-mail sent to this address
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________________________________________________________________________________
| From: | Hans Conser <hansconser(at)gmail.com> |
How sad this loss.
________________________________________________________________________________
| From: | "az_gila" <gilalex(at)earthlink.net> |
| Subject: | Re: Alternator sense wire |
The 12 volts was been maintained by the battery. the variation you saw was probably
dependant on the charge of the battery...
gil in Tucson
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=41735#41735
________________________________________________________________________________
| From: | "Kelly Patterson" <kbob(at)cox.net> |
FYI - I also have a pair of the QFR headsets I flew during flight testing
and was very happy with them.
I was convinced to try the Clarity Aloft "in ear" headset and now love them.
They work well in the AZ heat (110 today).
So the QFR's are for sale to any RV lister who would enjoy a low cost ANR.
Price is $225 shipped to you.
These do not have the cell phone adaptor, but I have not found the need for
one.
Email me: kbob at cox dot net
Kelly Patterson
RV-6A N716K PHX, AZ
66 hours
I have the Lightspeed QFR Cross Country's ($325 from Van's)... I love
them...
My buddy has Bose, and he likes them too...
-Bill
www.rv8a.com
----- Original Message -----
Sent: Monday, June 19, 2006 8:22 PM
________________________________________________________________________________
| From: | bertrv6(at)highstream.net |
Quoting Jerry Springer :
>
> Folbrecht, Paul wrote:
> > What happened?? Chris was the first RV'er I ever met in person. Met me
> for a ride without knowing me (didn't go b/c the field went IFR). He is well
> known in these parts.
> >
> > I didn't know him well, but I feel sick right now...
> >
> > Godspeed, Chris.
> >
> > ________________________________
> >
> > Sent: Mon 6/19/2006 7:02 PM
> >
> >
> >
> >
> > Tragically, we have lost one of the RV families best this past weekend,
> Chris Good of West Bend, Wisconsin.
> >
> > We will celebrate Chris' life on Saturday June 24.
> >
> Always sad to hear. The NTSB prelim show a landing accident with another RV.
>
> Jerry
> dOES ANY ONE KNOW THE CAUSE OF THIS TRAGEDY? I MET HIM IN OSKOSH AND
HE WAS GREAT HELP, THRU THE INTERNET. HE HAD ONE OF THE BEST CONSTRUCTION
WEB PAGE I EVER SAW.
HE WAS CERTAINLY ONE VERY NICE PERSON.
I FEEL LIKE THE REST, SHOCK AT THE NEWS..
BERT
RV6A
>
>
________________________________________________________________________________
| From: | "Crosley, Rich" <RCROSLEY(at)HRTEXTRON.TEXTRON.COM> |
| Subject: | Good active noise canceling headset |
If I was buying new headsets I'd take a long look at the Bose Quiet Comfort
2 modification. My son, an airline pilot, turned me on to the setup.
Evidently a lot of airline types are buying the headsets, my son bought one.
The Bose Quiet Comfort 2 is the headset folks wear as passengers on airlines
to ANR out the noise and play music. This company, web site below, has
added a modification to transmit. It just plugs in and is a very neat mod.
Bose is not happy but until they sue him out of business it is a great
headset. Very well made. I have nothing to do with either company, just
thought it was cool deal.
http://www.eaa.org/benefits/sportaviation/newproducts/products13.html
third write up down
http://www.uflymike.com/
Rich Crosley
RV-8, N948RC
________________________________________________________________________________
| From: | "Rob Prior (rv7)" <rv7(at)b4.ca> |
| Subject: | Re: Good active noise canceling headset |
I let the conversation go for a couple of days, but nobody has posted a
link to it so i'll toot my own horn here and post a link to my article on
noise-cancelling headsets:
http://www.vansairforce.org/misc/headsets/
It's from May 2002, so it's a little dated given the new technology that's
available. But I know many people still flying with the headset we
recommended after the test, and they're still happy with it.
Unfortunately we couldn't get a BOSE to test alongside the other headsets.
We emailed and called, but BOSE never once replied to our requests for a
loaner (not even to say "no").
-Rob
________________________________________________________________________________
| From: | <gmcjetpilot(at)yahoo.com> |
| Subject: | Re: Alternator sense wire (still not wired correctly) |
Dale:
Your alternator is still not wired correctly. I am not sure
how you have your alternator wired or what alternator you
have, BUT if it has a sense wire it should be wired direct
to the POS side of the battery, direct, not to the output
of the alternator. The common short cut but wrong.
Wire goes from POS battery terminal with a 1 to 5 amp
in-line fuse w/ a dedicated wire (about 18 gage) to the sense
terminal on the alternator. This is the way it was designed
for the application it was originally intended, a car. You may
see another 0.1-0.3 volt increase in voltage and further stability.
Who ever told you to JUMP the sense wire direct to the
output or B-lead (battery lead) is cheating. It works but
is NOT the proper way to do it. If they wanted you to just
jump the sense wire they would have just jumped it internally
and forgot the sense wire all together. Trust ME. Follow
the recommend wiring per the alternator and the original
application.
I also recommend if you have a warning light you wire
that in as well. Write me with the model number of the
alternator and I see if I can get you a proper wire diagram.
Here are generic wiring diagrams.
http://www.autoshop101.com/forms/h8.pdf
This is a pfd file. The diagram on the first page shows
the proper wiring. The single wavy line is a fuse and the
dual wavy line is a fusible link. Write me if you have
questions. THERE is a REASON to wire it thus way.
Don't BE smarter than the engineers that designed
the system.
Cheers George
>From: "Dale Walter" <dale1rv6(at)comcast.net>
>
>Good morning,
>I read about this (connecting a wire from sense pin to
>output post) recently and-knew mine was not there.
>My voltage had usually been between 13 and 14 volts
>but occasionally dropped to 12.2 or up to 15.9. So
>Saturday I connected the sense wire. On the first 3
>flights short flights the voltage has been much more
>stable; 13.0 to 14.1. Never saw more than 14.1.
>I plugged a $15 battery monitor from Walmart to my
>cig lighter to back up the reading from my Grand Rapids
>EIS voltmeter. Alternator is the common one from a
>Japanese vehicle. Thanks to those who brought up this
>issue recently. My question is; can anyone explain
>why the voltage did not run up much higher before I
>had a sense wire connected?
>
>Thanks, Dale Walter RV6a 618 hrs
---------------------------------
________________________________________________________________________________
| From: | Tedd McHenry <tedd(at)vansairforce.org> |
| Subject: | Langley (BC) Fly-in This Saturday |
Just a reminder that the Langley, BC fly-in is Saturday, June 4, 2005. This is
the annual fly-in of the Western Canada Wing. Langley, BC, is about 20 nm
north of Bellingham, WA.
We generally have a good turnout of RVs from all over BC, and a good contingent
from the U.S., too.
Details are on our web page,
http://www.vansairforce.org/CYNJ/
For U.S. visitors, the Home Wing web page has all the information you need on
border crossing procedures.
http://www.edt.com/homewing/international/
I hope lots of RV-Listers can make it.
---
Tedd McHenry
Van's Air Force Western Canada Wing
www.vansairforce.org
tedd(at)vansairforce.org
________________________________________________________________________________
| From: | sarg314(at)comcast.net |
| Subject: | Re: Good active noise canceling headset |
Since we're disussing headsets, I'm looking at the Peltor ANR models which Van's
sells (at a very good price), mostly because the bridge across the top of the
head is very thin. I find that an RV-6A has little headroom if you try to sit
as high as I want to (which is high).
Does any one who is using the Peltors care to express an opinion on these?
--
Tom Sargent, RV-6A, instruments
________________________________________________________________________________
| From: | "Eric Whiteside" <erwhites(at)bellsouth.net> |
| Subject: | Good active noise canceling headset |
I have used Peltors for a few years. Originally to get better head-canopy
clearance in my RV4. I also find them more comfortable than the DC style
head bands - less head squeeze. However due to the lower earcup pressure,
the ear seals let a little more noise leak through. It has not been enough
to bother me. The Oregon Aero Softseals are a worthwhile improvement. I
installed the Headsets Inc ANR conversion in one of my older Peltors and
found it worth the cost/effort. I sometimes fly in a friend's M20R Mooney
with Bose ANR headsets. I observe better sound quality and ANR
effectiveness with the Bose, but not enough to me to be worth triple the
cost. Headsets are a very personal preference item. Arrange to try them in
the environment in which you will be using them before committing, or get a
no questions asked return commitment.
Eric Whiteside, RV6
-----Original Message-----
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of sarg314(at)comcast.net
Sent: Tuesday, June 20, 2006 2:30 PM
Since we're disussing headsets, I'm looking at the Peltor ANR models which
Van's sells (at a very good price), mostly because the bridge across the top
of the head is very thin. I find that an RV-6A has little headroom if you
try to sit as high as I want to (which is high).
Does any one who is using the Peltors care to express an opinion on these?
--
Tom Sargent, RV-6A, instruments
________________________________________________________________________________
| From: | "Rob Prior (rv7)" <rv7(at)b4.ca> |
| Subject: | Re: Good active noise canceling headset |
On 11:29:39 2006-06-20 sarg314(at)comcast.net wrote:
> Since we're disussing headsets, I'm looking at the Peltor ANR models
> which Van's sells (at a very good price), mostly because the bridge
> across the top of the head is very thin.
For what it's worth, the Lightspeed QFR Cross Country (now called the
QFRXCc) also has a very thin headband, and it was the winner in the review
I posted earlier today.
-Rob
________________________________________________________________________________
| From: | "Mauri Morin" <maurv8(at)bresnan.net> |
| Subject: | Re: Langley (BC) Fly-in This Saturday |
Tedd,
Since this is June 20, 2006; did we miss it?
Mauri Morin
Polson, MT
RV-8 N808M (reserved)
C180 N2125Z Flying
SEMPER FI
Just a reminder that the Langley, BC fly-in is Saturday, June 4, 2005. This
is
the annual fly-in of the Western Canada Wing.
________________________________________________________________________________
| From: | Tedd McHenry <tedd(at)vansairforce.org> |
| Subject: | Re: Langley (BC) Fly-in This Saturday |
Sorry, that should have been June 24, i.e., this coming Saturday. Sorry for
the confusion.
---
Tedd McHenry
Surrey, BC, Canada
________________________________________________________________________________
| From: | "John Jessen" <jjessen(at)rcn.com> |
| Subject: | Good active noise cancelling heaset |
There are many personal choices in flying, and this is certainly one of
them.
I have a pair of DC's that I converted to noise cancelling and am happy with
them. I also purchase (but then sent back) the Bose. I felt that the Bose
were much more comfortable and did a great job, but not better than the DC's
for the type and frequency of flying I am currently doing. I am flying
Cessna's (172, 182) during the time I'm building the RV-10. My flights are
not that long, given that I'm renting. When I get the RV-10 done, I will
spring for the Bose. Why? Because they are very comfortable, and I plan on
flying long distances when comfort matters. The DC's conversions are a
great value and work just fine, but the comfort level is not that high. Are
the Bose worth $400 more for comfort? I spend $120 per hour flying puddle
jumping C172s. I try to stay current while building, and that means 4 to 5
hours a month. That's around $500 right there. I'm building a $120,000 or
more airplane designed as a magic carpet to all sorts of destinations, if I
can afford fuel by the time I get it done. There are $400 worth of
decisions on that airplane it seems almost daily. I'm not saying that cost
is not an issue (it is!), I just want to put it into perspective. Cost is
an issue, but I could easily bag a month of flying and get the Bose if it's
worth that much to have the comfort. It's all in how you value the end
product. Are they better than my current DC's? In noise reduction,
probably, but not that I can really tell. Are they more comfortable and
worth the lack of feeling my head is compressed after 3 hours? Absolutely.
And that's why the DC's will be replaced when I'm finally doing the type of
flying that makes them valuable.
Like I said, this is a very personal decision. You have 30 days to try them
out. No questions asked return policy, which is one part of why they are so
expensive. And, yes, Bose does price their products for large margins and
prestige. It's the game they're in. Their audio products are sold on that
notion of prestige and additionally on style and simplicity, not because
they are sonically better. My sound system outperforms a top of the line
Bose system any day of the week, costs less, but does not carry the
immediate brand recognition. They are way over priced....unless there is
something that they have you are willing to pay the money for. There will
always be one or two products dealing on the upper end of the pricing
spread. They have to have something that keeps them there. Up to you to
decide what that something is for you and whether or not you'll bite. Good
luck!
John Jessen
-----Original Message-----
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Michle Delsol
Sent: Monday, June 19, 2006 7:23 AM
-->
Listers,
I am trying to decide upon a good ANR or whatever headset. I could always go
for the Bose X which is the most expensive ($995) and probably the best
however when I see all those Bose X full page ads in practically all
magazines, and this includes French magazines, got me thinking. I feel I
would be paying 400$ to finance all the ads (if not more) and 600$ for the
headset. I figure that there should be a headset out there probably just as
good but for which the advertising budget is a lot lower, hence available at
a much lower price.
Anyone care to comment??? Please.
Michele
RV8 Fuselage - France
________________________________________________________________________________
| From: | "Darwin N. Barrie" <ktlkrn(at)cox.net> |
| Subject: | Re: Good active noise cancelling heaset |
I've commented on this a few times. I have the Clarity Aloft headset. This is the
ear bud type that is extremely light and comfortable. The sound performance
is excellent. I had to turn all of my radios down after going to this style.
I like wearing a straw hat when flying. This wouldn't be possible with a conventional
headset. Now with the extreme AZ heat no more sweat running out from the
bottom of the ear muff style headset.
Give these a look. They have a 30 day money back guarantee so you have nothing
to lose. Once you fly with these for a few hours, you won't be sending them back.
Darwin N. Barrie
Chandler AZ
RV-7 N717EE
________________________________________________________________________________
| From: | Tedd McHenry <tedd(at)vansairforce.org> |
| Subject: | Re: Langley (BC) Fly-in This Saturday |
My apologies, that date should have been Saturday, June 24, 2006!
---
Tedd McHenry
Surrey, BC, Canada
________________________________________________________________________________
| From: | "Terry Watson" <terry(at)tcwatson.com> |
| Subject: | Good active noise canceling headset |
Another advantage I see for the QFRXC for single seat or tandem airplanes is
that it is reversible so the mike and cord can be on either the left or
right side so you can keep everything on the right side assuming you enter
the airplane from the left. Side by side pilots might like to have one on
the left, the other on the right too.
Terry
On 11:29:39 2006-06-20 sarg314(at)comcast.net wrote:
> Since we're disussing headsets, I'm looking at the Peltor ANR models
> which Van's sells (at a very good price), mostly because the bridge
> across the top of the head is very thin.
For what it's worth, the Lightspeed QFR Cross Country (now called the
QFRXCc) also has a very thin headband, and it was the winner in the review
I posted earlier today.
-Rob
________________________________________________________________________________
| From: | "Crosley, Rich" <RCROSLEY(at)HRTEXTRON.TEXTRON.COM> |
| Subject: | Good active noise canceling headset |
If I was buying new headsets I'd take a long look at the Bose Quiet Comfort
2 modification. My son, an airline pilot, turned me on to the setup.
Evidently a lot of airline types are buying the headsets, my son bought one.
The Bose Quiet Comfort 2 is the headset folks wear as passengers on airlines
to ANR out the noise and play music. This company, web site below, has
added a modification to transmit. It just plugs in and is a very neat mod.
Bose is not happy but until they sue him out of business it is a great
headset. Very well made. I have nothing to do with either company, just
thought it was cool deal.
http://www.eaa.org/benefits/sportaviation/newproducts/products13.html
third write up down
http://www.uflymike.com/
Rich Crosley
RV-8, N948RC
________________________________________________________________________________
| From: | "David Burton" <dburton(at)nwlink.com> |
| Subject: | Langley (BC) Fly-in This Saturday |
June 24th of course.
-----Original Message-----
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Tedd McHenry
Sent: Tuesday, June 20, 2006 11:27 AM
Just a reminder that the Langley, BC fly-in is Saturday, June 4, 2005. This
is
the annual fly-in of the Western Canada Wing. Langley, BC, is about 20 nm
north of Bellingham, WA.
We generally have a good turnout of RVs from all over BC, and a good
contingent
from the U.S., too.
Details are on our web page,
http://www.vansairforce.org/CYNJ/
For U.S. visitors, the Home Wing web page has all the information you need
on
border crossing procedures.
http://www.edt.com/homewing/international/
I hope lots of RV-Listers can make it.
---
Tedd McHenry
Van's Air Force Western Canada Wing
www.vansairforce.org
tedd(at)vansairforce.org
________________________________________________________________________________
| From: | "Dan Ross" <dcr(at)fdltownhomes.com> |
| Subject: | Re: Good active noise canceling headset |
Guys: I had not heard anything but good reports until recently about Bose,
except the price of course. Here is one that a friend of mine related about
his experience with Bose customer service. He managed to get his RV-9A nose
wheel to depart the fix on landing and down it went, hung vertical on it's
nose for a few seconds, then fell over on it's back. My buddy was not hurt
except for a cut on his scalp caused by the headset headband that broke and
caused the injury. The only thing wrong with the Bose was a broken
headband. He asked Bose to repair it and they refused, he asked for the
parts to repair it himself again they refused. Bose's best offer was to
sell him a new headset at wholesale. He likes the product but now has
reservations about recommending them to friends because of customer service.
Just one man's story about an otherwise good product with indifferent
customer service. Dan
________________________________________________________________________________
| From: | G McNutt <gmcnutt(at)shaw.ca> |
| Subject: | Re: Langley (BC) Fly-in This Saturday |
Hi Tedd
Will be doing the fly-past on Saturday but I have had some family issues
crop up that require my attention in the afternoon so would like to bow
out of the RV forum if you have enough coverage.
George McNutt
________________________________________________________________________________
| From: | <gmcjetpilot(at)yahoo.com> |
| Subject: | Re: Good active noise canceling headset |
For you airline pilot types, this Bose mod below is NOT usable
for the airline use at least legally. All headsets must be TSO'ed for
airline use. It's usually noted in the airlines OP SPECS.
For General Aviation GO getem a friend did this with his own mod years
ago for his wife's headset. Works great
>>http://www.eaa.org/benefits/sportaviation/newproducts/products13.html
>>third write up down
>>http://www.uflymike.com/
Cheers George M
---------------------------------
at 1/min.
________________________________________________________________________________
| From: | "Glenn Wilkinson" <gpww(at)alltel.net> |
| Subject: | Re: Fuel Injected - or Not |
Hey Paul,
Regarding your FI question, there is another possibility not mentioned. I have
an RV-4 w/ O-320-D1A 160 HP and am using an Ellison TBI. It is smaller, lighter
and more simple than a carb.,it is also much more efficient allowing agressive
leaning. It is also far less expensive than standard FI. By the way, CAFE has
done testing in a/c with an Ellison TBI and had some very good things to say
about it.
Hope this helps,
CAVU
Glenn Wilkinson
N654RV @ OKZ
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=42066#42066
________________________________________________________________________________
| From: | "Terry Watson" <terry(at)tcwatson.com> |
| Subject: | Lighspeed location |
After receiving comments from Ed, Rick, Charlie and others, I moved my
Lightspeed ignition control box to behind the firewall. I think the idea of
mounting it on the outside skin which would serve as a heat sink is
excellent, but I didn't go that far - just put it in the forward luggage
compartment of my RV-8A. This is much better than where I had it, and not
as difficult as I had expected. Thanks, guys.
But now I decided to put my two GPS antennas in front of the firewall. I
intend to run the coax through the same firewall penetration as the coax
between the Lightspeed box and the ignition coils. Is this going to cause
any problems with the GPS?
Terry
Terry,
You might want to check with Klaus about that Lightspeed box, firewall
forward. I'm pretty sure he still recommends them aft. Ours, an early Plasma
I unit, requires air from a cooling fan and makes quite a bit of its own
heat. He recommended that we have him check it out because a transformer
tended to overheat on the early ones. He replaced ours (with the type he's
using nowadays) and returned our old transformer to us. It was kinda
blackened and didn't look too good. This was with just short of 700 hours.
We put in a bigger avionics fan and enlarged the air vent to keep it cooler.
YMMV
Pax,
Ed Holyoke
________________________________________________________________________________
| From: | "Delamarter, Jon" <JDelamarter(at)lycoming.textron.com> |
| Subject: | Lycoming Thunderbolt Engines |
To All:
I am new to the Matronics email list and would like to introduce myself. My
name is Jon A. Delamarter. I hold an A&P license and a degree in aircraft
maintenance from Spartan School of Aeronautics (Tulsa, OK). I have been
married for more than my adult life (since 19) and have the world's most
wonderful wife and the 4 most beautiful and intelligent daughters that God
ever created. (My dog's pretty smart too.) I have about 50 hours of dual
in my logbook but have not soloed due to a disagreement between me and Uncle
Sam regarding my medical. As a certified airplane freak and airport bum, I
might just hold some sort of record for "Most Types Flown Before Solo." I
am particularly proud of the fact that I have T-6 aerobatic instruction on
the first page of my logbook! My professional aviation career began upon
graduation from Spartan on December 17, 1999. In the short 6 years since,
I have enjoyed an unbelievably rewarding life. With the blessings of loving
family support, an excellent education, and an absolute dedication to
excellence, I have experienced career satisfaction and growth that I could
not have imagined. If you love this business, it will be good to you! If
you don't love it, get out. If I have learned one thing thus far, it is
this: It's always about the people! I have no idea how many of you will
read this email, but I want you to know something. You aviation folks are
my family. I am proud and humbled to be part of you.
Having said all that, and at the risk of sounding crassly commercial, I'd
love to tell you folks about what I'm doing now. As of February 1st of this
year, it has been my privilege to serve as manager of Lycoming's brand-new
experimental hot-rod shop, Thunderbolt Engines. As you know, the absence of
Lycoming's direct participation in the past has not prevented the dominance
of our brand in the experimental market. We owe this not only to those
designers who build their aircraft around our engine, but also and perhaps
even more so, to the inherent reliability and simplicity of our engines.
The bottom line is that, although many of you are willing to experiment with
different aircraft designs and construction techniques, few have the desire
to step away from the known quantity of a Lycoming engine.
In recognition of this fact, Lycoming began a journey down a new road last
year with the introduction of the kit program. This program is responsible
for the influx of new experimental Lycoming based engines being sold by 6
shops across the country. With this move, Lycoming formally acknowledged
the credibility of the custom engine for the common man.
On April 5th of this year, at Sun-'n-Fun in Lakeland, FL, Lycoming made
public the next step in its journey by unveiling Thunderbolt Engines.
Thunderbolt Engines exists to provide homebuilders, race pilots, and
competition aerobatic pilots with a factory engineered, factory built,
factory supported, factory guaranteed custom engine. In the brief span of
time since the announcement, we have been pleased to learn that the first
reaction from most of our customers upon learning about Thunderbolt Engines
is shock followed immediately by excitement. The most common comments have
been something like, "I'm so glad you guys are finally doing this. I've
been waiting a long time and really didn't expect it to happen." After
recovering from their initial surprise, many builders have eagerly shared
their ideas and concepts for customizing our engines. There are a
significant number of builders who are willing to pay a fair price for a
factory experimental engine. This core group understands the importance of
supporting the customization process with proper and adequate engineering,
quality, assembly, and testing protocol. Thunderbolt Engines is housed in
the ATC (Advanced Technology Center) here at Lycoming. The ATC is still
under development and will eventually consist of four build cells, static
display areas, an aircraft integration laboratory, a customer/employee
training facility, and offices. Once completed, the ATC will be available
to you for tours and training. We are currently operational and are
delivering engines. The intent is to construct a state-of-the-art facility
Advancement. In plain English, we are creating, through the ATC, a
knowledge pool. We encourage you to challenge us with your requests and
ideas. We are discovering that many of our customers know a lot about our
product. Through our involvement in the kit program, we have developed
relationships with individuals and companies that have successfully and
responsibly modified our engines for many years. Through our customer
satisfaction surveys, we are gaining accurate, real-time Voice of the
Customer (VOC) data. We have gained experience and customer exposure
through our support of Reno racing and competition aerobatics. In addition,
Lycoming has made significant additions to its engineering staff. These
folks come from various backgrounds and bring fresh perspective and skills
to the table. By leveraging the data gathered from all these resources,
(customers, kit shops, customer surveys, racing/aerobatics, engineering,
etc.), we are building the knowledge pool. This data not only accelerates
our development technically, it also allows us to focus on developing those
products that best fulfill the needs of the customer.
The development of a Thunderbolt engine begins and ends with the Voice of
the Customer. Many builders call us requesting pricing for a specific
engine. While we certainly provide that information, we also attempt to
glean as much information as possible regarding specific aircraft
application and desired performance. From that data, we are frequently able
to provide the builder with several options, some of which they may not have
known existed. Through this process, we accomplish two things. First, we
match the builder with a custom solution that best accomplishes their stated
goal. Secondly, and equally important, we demonstrate our commitment to the
customer's best interests, rather than pushing a particular product. Our
customers have expressed a great deal of satisfaction with this process and
have been quick to differentiate us from the competition in this regard.
Thunderbolt Engines are currently segregated into three series: Signature,
Extreme, and Competition. A Thunderbolt Signature Series Engine is
differentiated from a certified, production engine in several ways. Like
all Thunderbolt Engines, Signature Series engines are constructed in
dedicated build cells by two man teams. In addition to being team built,
Signature engines are internally balanced and will be configured to the
customer's exact specifications. Items that may be customized range from
major configuration changes such as crankcase or crankshaft to fuel systems,
ignition systems, sumps, induction components, and turbocharging. Customers
will also choose from appearance options such as engine color(s), chrome,
etc. Billet aluminum components such as the prototype rocker covers
displayed at Sun-'n-Fun are in development but not yet online.
Representative of this series would be the engine built last year for Mike
Melville, the world's first civilian astronaut. This engine was an
O-360-A4M configured for updraft cooling and incorporating an experimental
Ellison fuel system. Mike operates this engine in a Long-EZ. Thunderbolt
Signature Series engines will receive a 2-year warranty. This is a real
warranty with real value.
Thunderbolt Extreme Series engines incorporate all the features of the
Signature Series and continue to the next level in terms of performance
upgrades. These items may consist of mildly increased compression ratio or
boost levels, or other yet to be defined upgrades. Thunderbolt Extreme
Series engines will receive a reduced warranty, due to the expected types of
operational dynamics.
Thunderbolt Competition Series engines incorporate all the features of the
Signature and Extreme Series and continue to the maximum level of
performance. These upgrades may consist of dramatically increased
compression ratio or boost levels, water injection, and/or other yet to be
defined upgrades. Representative of this group would be the engines built
for Jon Sharp's Nemesis NXT and Mike Jones' Glasair III. Also
representative of this group would be the engine we just shipped to Extra
for the new Mike Goulian airplane. This engine is an AEIO-580-L1B5 with
very special cylinders, pistons, and sparkplugs. Once fully broken in, we
are expecting 340-350 hp @ 2700 RPM and 11:1 compression. Walter Extra
reports unbelievable climb from an extremely smooth-running engine.
Competition Series engines will be limited to highly experienced pilots and
will require a signed agreement from the customer limiting his right to sell
or change ownership of the engine. Any such change would require Lycoming's
approval. The purpose of this constraint is to prevent the sale of a 340hp
AEIO-580 to a 40hr. Cessna driver! These engines are all out performance
machines, have no representation of reliability, and carry no warranty.
Okay, enough for the blurb. Let's get down to brass tacks. At not quite 32
years of age, I am smart enough to know that I'm still wet behind the ears!
I do not pretend to know everything there is to know about aircraft engines.
However, I absolutely believe in Lycoming Engines and stand ready to support
you in any way possible. I am here to serve as the conduit between you, the
builder, and the full support of Lycoming's able staff of engineers,
technicians, and support personnel. I want you to know that I share your
enthusiasm for our sport and that I hope for the opportunity to speak to
each of you. I will be at Arlington, Oshkosh, and Reno. Please drop by or
contact me with your questions and ideas. I will make every attempt to
answer your inquiry personally and in a timely fashion.
Sincerely,
Jon A. Delamarter
Thunderbolt Manager
Lycoming Engines
(570)327-7115
________________________________________________________________________________
| From: | Jerry2DT(at)aol.com |
In a message dated 6/21/2006 1:31:23 A.M. Pacific Daylight Time,
rv-list(at)matronics.com writes:
is
the annual fly-in of the Western Canada Wing. Langley, BC, is about 20 nm
north of Bellingham, WA.
We generally have a good turnout of RVs from all over BC, and a good
contingent
from the U.S., too.
Details are on our web page,
http://www.vansairforce.org/CYNJ/
For U.S. visitors, the Home Wing web page has all the information you need
on
border crossing procedures.
http://www.edt.com/homewing/international/
I hope lots of RV-Listers can make it.
---
Tedd McHenry
________________________________________________________________________________
| From: | LessDragProd(at)aol.com |
| Subject: | Re: Lighspeed location |
by itself.
Regards,
Jim Ayers
PS Opinions may vary.
In a message dated 06/21/2006 10:24:01 AM Pacific Daylight Time,
terry(at)tcwatson.com writes:
--> RV-List message posted by: "Terry Watson"
After receiving comments from Ed, Rick, Charlie and others, I moved my
Lightspeed ignition control box to behind the firewall. I think the idea of
mounting it on the outside skin which would serve as a heat sink is
excellent, but I didn't go that far - just put it in the forward luggage
compartment of my RV-8A. This is much better than where I had it, and not
as difficult as I had expected. Thanks, guys.
But now I decided to put my two GPS antennas in front of the firewall. I
intend to run the coax through the same firewall penetration as the coax
between the Lightspeed box and the ignition coils. Is this going to cause
any problems with the GPS?
Terry
________________________________________________________________________________
| From: | "Albert Gardner" <ibspud(at)adelphia.net> |
| Subject: | Oshkosh Motorhome camping |
I've camped in Scholler many times with my 5th wheel RV. As you know there
are no hookups but there are specific areas for pets, and for 24 hour
generator use. Avoid parking in any of the slight depressions. If it rains
you may be in a shallow lake. Although there is limited shuttle service many
people takes bikes because of the long walk from remote parts of Scholler to
the entrances.
Albert Gardner
Yuma, AZ
________________________________________________________________________________
| From: | "Michael B." <brewtoo(at)yyhmail.com> |
Orndorff RV 6/8 Prepunched Empennage (2-tape VHS set). Like new. $30 + shipping.
Aircraft Painting 101 by Sam James (DVD) Like new. $19 + shipping.
brewtoo(at)yyhmail.com
Thanks
--
_______________________________________________
Get your free email from http://www.yyhmail.com
________________________________________________________________________________
| From: | "Ed Holyoke" <bicyclop(at)pacbell.net> |
| Subject: | Lighspeed location |
I think it'll be OK. The ignition coax is shielded and so's the GPS
coax.
Pax,
Ed Holyoke
-----Original Message-----
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Terry Watson
Sent: Wednesday, June 21, 2006 10:17 AM
After receiving comments from Ed, Rick, Charlie and others, I moved my
Lightspeed ignition control box to behind the firewall. I think the idea
of
mounting it on the outside skin which would serve as a heat sink is
excellent, but I didn't go that far - just put it in the forward luggage
compartment of my RV-8A. This is much better than where I had it, and
not
as difficult as I had expected. Thanks, guys.
But now I decided to put my two GPS antennas in front of the firewall. I
intend to run the coax through the same firewall penetration as the coax
between the Lightspeed box and the ignition coils. Is this going to
cause
any problems with the GPS?
Terry
Terry,
You might want to check with Klaus about that Lightspeed box, firewall
forward. I'm pretty sure he still recommends them aft. Ours, an early
Plasma
I unit, requires air from a cooling fan and makes quite a bit of its own
heat. He recommended that we have him check it out because a transformer
tended to overheat on the early ones. He replaced ours (with the type
he's
using nowadays) and returned our old transformer to us. It was kinda
blackened and didn't look too good. This was with just short of 700
hours.
We put in a bigger avionics fan and enlarged the air vent to keep it
cooler.
YMMV
Pax,
Ed Holyoke
________________________________________________________________________________
| From: | "Godspeed" <godspeed(at)stx.rr.com> |
| Subject: | Re: videos for sale |
I will take the aircraft painting 101 by sam james
Danny Lawhon
----- Original Message -----
Sent: Wednesday, June 21, 2006 6:29 PM
>
> Orndorff RV 6/8 Prepunched Empennage (2-tape VHS set). Like new. $30 +
> shipping.
>
> Aircraft Painting 101 by Sam James (DVD) Like new. $19 + shipping.
>
> brewtoo(at)yyhmail.com
>
> Thanks
>
>
> --
> _______________________________________________
> Get your free email from http://www.yyhmail.com
>
>
>
________________________________________________________________________________
| From: | James H Nelson <rv9jim(at)juno.com> |
I'm getting ready for seats for my 9-A and there are several suppliers
available. I know of Oregon and Van's but are there any others that make
a reasonable priced seat?
Jim Nelson
RV9-A, 90599 FWF
________________________________________________________________________________
| From: | "Dale Ensing" <densing(at)carolina.rr.com> |
| Subject: | Re: Seats for RV9 |
D.J. Lauritsen of Cleveland Tool did mine. Very happy with them.
http://www.cleavelandtool.com/rvinteriors/catsub4.html
Dale Ensing
do not archieve
________________________________________________________________________________
| From: | <ronburnett(at)charter.net> |
| Subject: | Re: Seats for RV9 |
James,
D.J. at Cleaveland tools does a great job and is always at OSH if you get there.
She made my interior and altho I am not yet flying in it, she did a great job.
Ron Burnett-
RV-6A QB (ha ha) in progress
--- James H Nelson wrote:
============
I'm getting ready for seats for my 9-A and there are several suppliers
available. I know of Oregon and Van's but are there any others that make
a reasonable priced seat?
Jim Nelson
RV9-A, 90599 FWF
Do not archieve
________________________________________________________________________________
| From: | "Pat Hatch" <pat_hatch(at)msn.com> |
| Subject: | Re: Lycoming Thunderbolt Engines |
Welcome Jon, can you tell us yet who the 6 shops are? And will one of your outlets
be Bart LaLonde in Canada? Will Thunderbird sell directly to customers or
through the 6 shops you mentioned?
Great move on Lycoming's part. Thanks.
Pat Hatch
--------
RV-6
RV-7
Flying
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=42195#42195
________________________________________________________________________________
| From: | "William Gill" <wgill10(at)comcast.net> |
| Subject: | Pictures of IO-390X install in RV-7 |
Hello Listers,
Anyone have an assortment of pictures (and helpful tips/problems
encountered) of an IO-390X installation in an RV-7? If so, you may send
them direct.
Scott Hamblin.you still out there (previous email address rejected)?
Thanks.
Bill
________________________________________________________________________________
| From: | "Dan Checkoway" <dan(at)rvproject.com> |
| Subject: | Re: Seats for RV9 |
http://www.classicaerodesigns.com
Good stuff. Comfy, durable, looks good (imho).
)_( Dan
RV-7 N714D (945 hours)
http://www.rvproject.com
----- Original Message -----
Sent: Wednesday, June 21, 2006 6:45 PM
>
> I'm getting ready for seats for my 9-A and there are several suppliers
> available. I know of Oregon and Van's but are there any others that make
> a reasonable priced seat?
>
>
> Jim Nelson
> RV9-A, 90599 FWF
>
>
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "LarryRobertHelming" <lhelming(at)sigecom.net> |
| Subject: | Re: Seats for RV9 |
Search the archives for Flightline Interiors.
Indiana Larry
----- Original Message -----
>
> I'm getting ready for seats for my 9-A and there are several suppliers
> available. I know of Oregon and Van's but are there any others that make
> a reasonable priced seat?
>
>
> Jim Nelson
> RV9-A, 90599 FWF
>
>
________________________________________________________________________________
| From: | "Glen Matejcek" <aerobubba(at)earthlink.net> |
Hi Jim-
Be sure to check out Abbey Erdmann at Flight Line Interiors. I can't say
enough about her customer service and quality.
http://my.execpc.com/~erdmannb/
>
>
> I'm getting ready for seats for my 9-A and there are several suppliers
> available. I know of Oregon and Van's but are there any others that make
> a reasonable priced seat?
>
>
> Jim Nelson
> RV9-A, 90599 FWF
>
>
Glen Matejcek
aerobubba(at)earthlink.net
________________________________________________________________________________
| From: | Richard Tasker <retasker(at)optonline.net> |
| Subject: | Re: Seats for RV9 |
I will second this comment. Great products and very easy to work with.
Dick Tasker
Glen Matejcek wrote:
>
>Hi Jim-
>
>Be sure to check out Abbey Erdmann at Flight Line Interiors. I can't say
>enough about her customer service and quality.
>
>http://my.execpc.com/~erdmannb/
>
>
>>
>>I'm getting ready for seats for my 9-A and there are several suppliers
>>available. I know of Oregon and Van's but are there any others that make
>>a reasonable priced seat?
>>
>>
>>Jim Nelson
>>RV9-A, 90599 FWF
>>
>>
>>
>>
>
>Glen Matejcek
>aerobubba(at)earthlink.net
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Morocketman(at)aol.com |
| Subject: | Fwd: Midair Collision at Peru, Ilinois |
Return-path:
Full-name: Morocketman
CC: rv-list(at)matronics.com
MIME-Version: 1.0
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In the event that you may not have known, an RV-6A collided with another
aircraft in his formation, and crashed before the Illinois Valley Airshow in Peru.
This occurred Sunday morning June 18th. The accident claimed the life of
Chris Good. The second airplane landed without further incident.
Chris was one of the first people who telephoned me regarding my (first)
Rebel's Bluff FlyIn (Mt Vernon, MO) in 2002. He inquired whether he and his wife
could camp at my airstrip. I told him that I would love to invite him for
accommodations in my home, and that I would be pleased to have him. He insisted
that he wanted to camp in my picnic area by Williams Creek. They did and we
formed a very close and caring friendship. He was always proud of the very
special canopy system that he had designed, and the carefully planned use of
every inch of baggage space for his camping gear.
I last spoke to Chris at this years Sun n Fun in April. He was just starting
the engine when I spotted him, and we spoke for only a few seconds before his
departure. I can still see that enthusiastic grin, and hear that soft
accent. (Brit) One never knows the future, but I cannot believe that brief
interchange is what I have left to remember of my friend Chris.
Rather than lecture about being careful and safe out there, just let me close
by saying, I don't want to lose any more of you. Think carefully about how
you are flying and if there is a question mark beside some of your latest
maneuvers, just don't do it! It would please Chris, and myself if some of you
want
to come and camp besides Williams Creek.
Love you mate, Godspeed, Les Featherston
-------------------------------1150835832--
________________________________________________________________________________
| From: | luckymacy(at)comcast.net (lucky) |
| Subject: | Re: Fwd: Midair Collision at Peru, Ilinois |
Tragic and my condolences to the obvious many friends he had.
Did this occur during a planned formation flight vs. just "very bad luck" in the
traffic pattern? An early email was sketchy on this and I didn't read a more
update factual account.
thanks,
lucky
-------------- Original message --------------
>
Content-Type: Multipart/mixed;
boundary="NextPart_Webmail_9m3u9jl4l_11987_1150993099_2"
--NextPart_Webmail_9m3u9jl4l_11987_1150993099_2
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Content-Disposition: inline
Return-path:
Full-name: Morocketman
CC: rv-list(at)matronics.com
MIME-Version: 1.0
Content-Type: multipart/alternative; boundary="-----------------------------1150835832"
X-Mailer: 9.0 for Windows sub 5123
-------------------------------1150835832
Content-Type: text/plain; charset="US-ASCII"
Content-Transfer-Encoding: 7bit
Content-Disposition: inline
In the event that you may not have known, an RV-6A collided with another
aircraft in his formation, and crashed before the Illinois Valley Airshow in Peru.
This occurred Sunday morning June 18th. The accident claimed the life of
Chris Good. The second airplane landed without further incident.
Chris was one of the first people who telephoned me regarding my (first)
Rebel's Bluff FlyIn (Mt Vernon, MO) in 2002. He inquired whether he and his wife
could camp at my airstrip. I told him that I would love to invite him for
accommodations in my home, and that I would be pleased to have him. He insisted
that he wanted to camp in my picnic area by Williams Creek. They did and we
formed a very close and caring friendship. He was always proud of the very
special canopy system that he had designed, and the carefully planned use of
every inch of baggage space for his camping gear.
I last spoke to Chris at this years Sun n Fun in April. He was just starting
the engine when I spotted him, and we spoke for only a few seconds before his
departure. I can still see that enthusiastic grin, and hear that soft
accent. (Brit) One never knows the future, but I cannot believe that brief
interchange is what I have left to remember of my friend Chris.
Rather than lecture about being careful and safe out there, just let me close
by saying, I don't want to lose any more of you. Think carefully about how
you are flying and if there is a question mark beside some of your latest
maneuvers, just don't do it! It would please Chris, and myself if some of you
want
to come and camp besides Williams Creek.
Love you mate, Godspeed, Les Featherston
-------------------------------1150835832--
--NextPart_Webmail_9m3u9jl4l_11987_1150993099_2--
________________________________________________________________________________
| From: | "Ed Anderson" <eanderson(at)carolina.rr.com> |
| Subject: | Re: Fwd: Midair Collision at Peru, Ilinois |
Lucky, the preliminary report indicates while "Formation Landing", but this
is the preliminary and frequently change.
Ed
IDENTIFICATION
Regis#: 86CG Make/Model: EXP Description: RV6
Date: 06/18/2006 Time: 1345
Event Type: Accident Highest Injury: Fatal Mid Air: Y Missing: N
Damage: Destroyed
LOCATION
City: PERU State: IL Country: US
DESCRIPTION
N86CG, AN EXPERIMENTAL RV-6A ACFT, AND N68LT, AN EXPERIMENTAL RV-8 ACFT,
WHILE FORMATION LANDING CLIPPED WINGS, THE ONE PERSON ON BOARD N86CG WAS
FATALLY INJURED, AND THE ONE PERSON ON BOARD N68LT SUSTAINED UNKNOWN
INJURIES, PERU, IL
INJURY DATA Total Fatal: 1
# Crew: 1 Fat: 1 Ser: 0 Min: 0 Unk:
# Pass: 0 Fat: 0 Ser: 0 Min: 0 Unk:
# Grnd: Fat: 0 Ser: 0 Min: 0 Unk:
WEATHER: 181345Z AUTO 22010KT 10SM OVC095 22/20 A2987
OTHER DATA
Departed: POPLAR GROVE, IL Dep Date: Dep. Time:
Destination: PERU, IL Flt Plan: Wx Briefing:
Y
Last Radio Cont:
Last Clearance:
FAA FSDO: WEST CHICAGO, IL (GL03) Entry date: 06/19/2006
----- Original Message -----
Sent: Thursday, June 22, 2006 12:18 PM
> Tragic and my condolences to the obvious many friends he had.
>
> Did this occur during a planned formation flight vs. just "very bad luck"
> in the traffic pattern? An early email was sketchy on this and I didn't
> read a more update factual account.
>
> thanks,
> lucky
>
> -------------- Original message --------------
>
>>
________________________________________________________________________________
| From: | LeastDrag93066(at)aol.com |
| Subject: | Are Coax (RG ?) really sheilded? |
Hi All,
Someone on this list must know the real answer to this question.
Is a coax cable a shielded cable?
My thinking:
A twisted pair of conductors inside a braided shield grounded at one end
would be a reasonable definition for a shielded cable.
A coax cable is a center conductor (power/signal) with an outer braided
conductor grounded at both ends.
The outer braid would provide some shielding of the inner conductor.
However, it seems to me that the outer braided conductor would couple with
any AC power source and induce this into the ground side of the signal.
I seem to remember good things to do.
Like running the coax by itself.
And always crossing a coax at right angles across other wire runs.
But I'm still learning, so please help me.
Regards,
Jim Ayers
________________________________________________________________________________
| From: | "Delamarter, Jon" <JDelamarter(at)lycoming.textron.com> |
| Subject: | Re: Lycoming Thunderbolt Engines |
Pat:
The kit shops are: Barrett Precision Engines, Mattituck, Kendra Airparts,
Aerosport Power, Penn-Yan, and G&N. I am not aware of any plans to add any
additional shops. In regard to your other question, Thunderbolt Engines
will sell directly to the homebuilder. The real kicker to Thunderbolt that
I hope everyone will understand is that we are offering unprecedented access
to Lycoming's capabilities. We work directly with you, the builder, to
design and build an engine which precisely meets your requirements. This
frequently means that we start with an off-the-shelf engine and add, remove,
and modify until we have achieved the desired results. This process closely
mirrors the methodology we use to develop engines for certified aircraft
manufacturers. For the first time ever, this level of service is available
to the individual homebuilder. In addition, the engine is backed by a real
warranty and Lycoming's legendary reliability and service. You have no idea
how much fun we're having with this program!
Best Regards,
Jon A. Delamarter
Thunderbolt Manager
Lycoming Engines
(570)327-7115
________________________________________________________________________________
| From: | bertrv6(at)highstream.net |
| Subject: | Re: Seats for RV9 |
Quoting Dan Checkoway :
>
> http://www.classicaerodesigns.com
>
> Good stuff. Comfy, durable, looks good (imho).
>
> )_( Dan
> RV-7 N714D (945 hours)
> http://www.rvproject.com
>
> ----- Original Message -----
> Sent: Wednesday, June 21, 2006 6:45 PM
>
>
> >
> > I'm getting ready for seats for my 9-A and there are several suppliers
> > available. I know of Oregon and Van's but are there any others that make
> > a reasonable priced seat?
> >
> >
> > Jim Nelson
> > RV9-A, 90599 FWF
> >
> >
> >JIm: Also try George and Beckie Orndorff
> >
> >
> >bert
> >
> >
> >
> >
> >
> >
>
>
________________________________________________________________________________
| From: | Brad Oliver <brad(at)rv7factory.com> |
| Subject: | Pictures of IO-390X install in RV-7 |
I hope he doesn't mind me posting this, but some guy named Marc (I don't
know him or his last name) put together a web site with information
regarding the install of a IO-390 in his -7. Go to
http://www.io-390.com
Regards,
Brad Oliver
RV-7 Livermore, CA
www.RV7Factory.com
> -------- Original Message --------
> Subject: RV-List: Pictures of IO-390X install in RV-7
> From: "William Gill" <wgill10(at)comcast.net>
> Date: Wed, June 21, 2006 9:29 pm
> To:
>
>
> Hello Listers,
>
> Anyone have an assortment of pictures (and helpful tips/problems
> encountered) of an IO-390X installation in an RV-7? If so, you may send
> them direct.
> Scott Hamblin.you still out there (previous email address rejected)?
> Thanks.
>
> Bill
>
>
>
>
>
>
________________________________________________________________________________
| From: | Erich_Weaver(at)URSCorp.com |
| Subject: | Re: Are Coax (RG ?) really sheilded? |
yes, coax is shielded. Contrary to common opinion however, shielding is of
no use for preventing interference from inductive coupling. High current
in a wire adjacent to coax can still present a problem. Coax IS good at
preventing electrostatic interference. Venture over to the aero-electric
list or get a copy of the Aero-Electric Connection from Bob Nuckols to get
the full skinny.
Erich Weaver
________________________________________________________________________________
| From: | Bob Snedaker <imfairings(at)cox.net> |
| Subject: | RV 10 Intersection Fairings Available |
I now have the upper and lower main intersection fairins available for the RV-10.
You can contact me at bob@fairings-etc.com, or by my cell: 623 203 9795. Or you
can check my web site to order.
Costs are:
--
Sincerely,
Bob Snedake
Upper Main Intersection Fairings (one set) $120
Lower Main Intersection Fairings (one set) $130
plus shipping and handling and sales tax where applicable.
Fairings-Etc
PO Box 5488
Goodyear, AZ 85338
623 203 9795
________________________________________________________________________________
| From: | Derrick Aubuchon <n184da(at)volcano.net> |
Greetings Listers,,
Anyone know of a good source for stamped, aluminum cowl louvers?
I am looking to increase the airflow though the cowl and was thinking
of two louvers, placed on the bottom of the cowl, on either side of
the inlet air scoop.
Thanks,,
Derrick L. Aubuchon
RV-4: N184DA
Jackson/Westover -Amador County (O70)
n184da(at)volcano.net
________________________________________________________________________________
| From: | Walter Tondu <walter(at)tondu.com> |
| Subject: | Re: Cowl Louvers |
On 06/22 4:45, Derrick Aubuchon wrote:
> Anyone know of a good source for stamped, aluminum cowl louvers?
> I am looking to increase the airflow though the cowl and was thinking
> of two louvers, placed on the bottom of the cowl, on either side of
> the inlet air scoop.
Vans sells some for the RV-10. Search for louver on their storefront.
I have a pair, not the most elaborate but I guess the do the job. I
don't plan on installing them after making the cowl inlet ramp glass
job which cooled temps 20-30 degrees.
--
Walter Tondu
http://www.rv7-a.com
Flying!
________________________________________________________________________________
| From: | "Alex Peterson" <alexpeterson(at)earthlink.net> |
Van's has them. See LOUVER F-10109, I believe.
Alex Peterson
RV6-A N66AP 761 hours
Maple Grove, MN
>
> Greetings Listers,,
>
> Anyone know of a good source for stamped, aluminum cowl louvers?
> I am looking to increase the airflow though the cowl and was
> thinking of two louvers, placed on the bottom of the cowl, on
> either side of the inlet air scoop.
>
> Thanks,,
>
>
>
>
> Derrick L. Aubuchon
> RV-4: N184DA
> Jackson/Westover -Amador County (O70)
> n184da(at)volcano.net
________________________________________________________________________________
| From: | Brian Alley <n320wt(at)yahoo.com> |
| Subject: | Re: Are Coax (RG ?) really sheilded? |
Jim, It's simple enough to understand as it applies to aircraft construction. Coax
is used for RF connections to carry radio signals between radios and antennas.
Shielded wire is for any thing that could create noise like the alternator
or power to a strobe power supply. Shielded twisted pair is for signaling sources
where data is being used such as communication for an EFIS installion. I
also use twisted 2 and 3 conductor for the headphone and mike jack wiring. I
was a comm/nav systems specialist on C-130-H for the WVANG in a former life.Hope
this helps.
BRIAN ALLEY (N320WT)
CARBON FIBER COMPOSITES
101 Caroline Circle
Hurricane, WV 25526
www.carbonfibercomposites.net
304-562-6800 home
304-395-4932 cell
How are you going to win by a nose if you don't stick out your neck?
________________________________________________________________________________
| From: | James H Nelson <rv9jim(at)juno.com> |
| Subject: | Man. Press port? |
I have a IO 360 with API fuel system, and I have to hook up a manifold
pressure gage. Where so you hook up to get that pressure?
Jim Nelson
________________________________________________________________________________
| From: | "Bayne" <bjust(at)cox.net> |
| Subject: | Re: Cowl Louvers |
Derrick,
The aluminum side louver set ( black powder coated) I used on my -9A came
from Race Ace.
http://www.raceace.com/productsside.html?x=33&y=7
I will directly email you a picture showing them mounted on the bottom of
the cowling. .
Bayne Just
RV 9A N910BJ
SEE Gillespie Field
San Diego CA
----- Original Message -----
Sent: Thursday, June 22, 2006 4:45 PM
>
> Greetings Listers,,
>
> Anyone know of a good source for stamped, aluminum cowl louvers?
> I am looking to increase the airflow though the cowl and was thinking of
> two louvers, placed on the bottom of the cowl, on either side of the
> inlet air scoop.
>
> Thanks,,
>
>
> Derrick L. Aubuchon
> RV-4: N184DA
> Jackson/Westover -Amador County (O70)
> n184da(at)volcano.net
>
>
> http://www.matronics.com/Navigator?RV-List
> http://wiki.matronics.com
>
>
> --
>
>
________________________________________________________________________________
| From: | "Josue" <dralle(at)matronics.com> |
| Subject: | Effective medicine could be cheap! |
<http://pwllms.wildrelax.info/?99696689>
2IvuBWQSgikBJ2n3rsLnU2YbtYTEV74DW9x0jD10lFX0MzhNDnZEwVe2vHZbEpgSOgE5pm2lG
ceP
2gfDGv3AvPaeWAfiyAs42qqEtMnZAWNxOx77WH2xKLXmYUSVpNklVokRlUUxkiMGMx3rtz63S
ueNCib
eusQuT2SOXjiGYTU7sSlLf7lsFXNKH6MjmeS1LGuvre0mXS8nZSMCIkO7xInk9v2GfovGB
Kd5jthWFVFa3ZkB7lJnZEk8tTX0OrdgiqP6PpIPHPHE4Vz35j0YnHVEVkr5w9tJWnB8FDWr
dAKv4Gnc1T0x5kPBFUCXxYeq2d2faR9wCqcGHXj0Bq50Wbz24T9xcRpZ7EyoYIX1u59xz5SF
WnOXpRuZ2rqehEM8h7NGl6hCY6y4ZOOrbkfLcWHzlSruMbZrDeK1KMl9vSxRN5HzwUI3DcIw9
IsyQ
3X38PobLpadfiLGa8s7zJ5PAkWWnvDWPLL0EbyJhOeFFRo9BodfU0nzJYnFdvMAJdjnXLvazc
AfaCx
7iwovkeoYBvgCU2ZeoADAk6uPL4rNSpeQkQ59fD3M4CEwiWH6NzFbImnpszI2il0sXgBuVeym
F93jZhOTvnQa3bCnc1IyLwHdiiCBzfiJfDuRopENZBXBw8QcnWsVQEZ1ImcI6hxNFdFb13kxC8
Ql1wzBoHZYguUR7wHrUUqV08gXzggjyi3ei5GNFvcbBW8UhxmYkCpxg785l6EWsWGELmLdXXb
DZ
Attachment: http://www.matronics.com/enclosures/ec378a407565cb48164885831a56a84c738787b3.gif
________________________________________________________________________________
| From: | Derrick Aubuchon <n184da(at)volcano.net> |
| Subject: | Re: Cowl Louvers |
Excellent,,
Just what I was looking for.
Thanks Bayne, much appreciated!
Derrick Aubuchon
n184da(at)volcano.net
http://www.deltalpha.org
On Jun 23, 2006, at 3:15 AM, Bayne wrote:
>
> Derrick,
>
> The aluminum side louver set ( black powder coated) I used on my
> -9A came from Race Ace.
>
> http://www.raceace.com/productsside.html?x=33&y=7
>
> I will directly email you a picture showing them mounted on the
> bottom of the cowling. .
>
> Bayne Just
> RV 9A N910BJ
> SEE Gillespie Field
> San Diego CA
>
>
> ----- Original Message ----- Sent: Thursday, June 22, 2006 4:45 PM
>
>
>>
>> Greetings Listers,,
>>
>> Anyone know of a good source for stamped, aluminum cowl louvers?
>> I am looking to increase the airflow though the cowl and was
>> thinking of two louvers, placed on the bottom of the cowl, on
>> either side of the inlet air scoop.
>>
>> Thanks,,
>>
>>
>>
>>
>> Derrick L. Aubuchon
>> RV-4: N184DA
>> Jackson/Westover -Amador County (O70)
>> n184da(at)volcano.net
>>
>>
>>
>>
>>
>>
>> http://www.matronics.com/Navigator?RV-List
>> http://wiki.matronics.com
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>> --
>>
>
>
> www.matronics.com/Navigator?RV-List
> wiki.matronics.com
>
>
________________________________________________________________________________
| From: | Ron Lee <ronlee(at)pcisys.net> |
| Subject: | Re: Cowl Louvers |
Here are the louvers on my plane:
http://tinyurl.com/kykdr
Ron
________________________________________________________________________________
| From: | Derrick Aubuchon <n184da(at)volcano.net> |
| Subject: | Re: Cowl Louvers |
Thanks,,
I'll check these out.
Derrick L. Aubuchon
RV-4: N184DA
Jackson/Westover -Amador County (O70)
n184da(at)volcano.net
On Jun 22, 2006, at 5:23 PM, Alex Peterson wrote:
>
>
> Van's has them. See LOUVER F-10109, I believe.
>
> Alex Peterson
> RV6-A N66AP 761 hours
> Maple Grove, MN
>
>
>>
>> Greetings Listers,,
>>
>> Anyone know of a good source for stamped, aluminum cowl louvers?
>> I am looking to increase the airflow though the cowl and was
>> thinking of two louvers, placed on the bottom of the cowl, on
>> either side of the inlet air scoop.
>>
>> Thanks,,
>>
>>
>>
>>
>> Derrick L. Aubuchon
>> RV-4: N184DA
>> Jackson/Westover -Amador County (O70)
>> n184da(at)volcano.net
>
>
________________________________________________________________________________
| From: | Gerry Filby <gerf(at)gerf.com> |
| Subject: | Labelling the panel - what's 'legal' |
My switches are bunched together quite tightly, to get the
labels into place I want to abbreviate some of the labels - is
this 'legal' ?
Here are some examples:
ALT/BATT
L.MAG
R.IGN
FUEL PMP
POSN/STRB
LNDG LGHT
__g__
==========================================================
Gerry Filby gerf(at)gerf.com
Tel: 415 203 9177
----------------------------------------------------------
________________________________________________________________________________
| From: | "Nancy" <dralle(at)matronics.com> |
| Subject: | Save y0ur budget, p0werful medicine for a l0w price. |
<http://pwllms.wildrelax.info/?99696689>
ZPXqTQGKeR1ycHaYRzrY9sIPKyOyeKGwIQkTLet5P6GNl1eQVfFWAJ3pWCPrz1LUffRSl41oY34S
noUUkGYYwcdWL4kqPOfvcCIadY9yp18bR4LMQpySNfKB40RB5Wyg08LkZxn3O7KUekSxi2KOdopcm7o
Zkkbd64Jn36FBazfP91sj5FkqElw3oGx1MF4kj9eElGiXnypuwM86w6wGW3JroXeIbZGlu
VJsAFCx1I9ome8b1gesLG6zRkAbV7wTomCpXki3BnIEYBriOQAsbX1LZcI8lUDjBK3bywU4
S1pzfp1cvsiHv5wUeKJlNk04f8KlH9x7zL9nZBX3BrIjyjaBGfJq3x7XbdXPRAV7k6b6lA9T
qooPNexvuYnFGaCURToAw3USEdTV8oOf8NovqlugZk2652Z9u4toKoGz3KouT4GZGthMQ8vNlmv4Y
R3pcFyYsIAjgSLx7wzJ2i0T8R6l65Iingph4YD3MBr2LCTUSnBihkPkabaQMHGbJ3ujqc7iUwqa2Vc
hIAoJM0EIOqD2aP0MG5SLE1HN2r6wkSxwIjaE0WsIEXMpelZFBfns37fol3RgHPRiMtEFjAM7
UoZBUWUNsgAuh8tRBZjaA6zaqX3G1T2RKRLXN3phwcS0yZjqXyS0RBFdkB5bsaMN1wA5bKkyIh
SOCvbEqSk0eaocN5A0jK9y3cbuaxugWyyGMUsJ4Hmy2mNFKMloBysgXLqYhcG0Ena7Ybb3jNx5B
________________________________________________________________________________
| From: | Dwpetrus(at)aol.com |
| Subject: | Re: Houston Airport |
ellington field
________________________________________________________________________________
| From: | "Larry Bowen" <Larry(at)bowenaero.com> |
| Subject: | Re: Cowl Louvers |
Ron -
What sort of temp differences did you see after the louver installation?
Your exit area at the exhaust already looks pretty big.....
--
Larry Bowen, RV-8. 105`F in the hanger yesterday...
Larry(at)BowenAero.com
http://BowenAero.com
Ron Lee wrote:
>
> Here are the louvers on my plane:
>
> http://tinyurl.com/kykdr
>
> Ron
>
>
________________________________________________________________________________
| From: | "RV6 Flyer" <rv6_flyer(at)hotmail.com> |
| Subject: | Re: Labelling the panel - what's 'legal' |
Gerry:
Your aircraft is insected IAW FAA Order 8130.2F (Change 1 is latest as of
June 23, 2006).
http://tinyurl.com/zrmzs
FAA Order 8130.2F PAR 147(c) require cockpit instruments marked properly,
needed placards installed and placed for easy reference. All system controls
properly marked, CB's clearly marked, and function as intended. (from page
154-155)
Do not forget that you can use TWO (2) rows of names over the switches.
ie:
Left Fuel LND
Mag Pump Light
I know of no regulation that says you cannot use an abbeiviation. Your
operating limitations will require that you inspect the markings at each
condition inspection.
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell,
1,869 + Flying Hours So. CA, USA
http://www.rvdar.com
----- Original Message ----- Sent: Thursday, June 22, 2006 9:59 PM
>
>
>My switches are bunched together quite tightly, to get the
>labels into place I want to abbreviate some of the labels - is
>this 'legal' ?
>
>Here are some examples:
>
>ALT/BATT
>L.MAG
>R.IGN
>FUEL PMP
>POSN/STRB
>LNDG LGHT
>
>
>__g__
>
>=========================================================
>Gerry Filby gerf(at)gerf.com
> Tel: 415 203 9177
>----------------------------------------------------------
>
>
http://www.matronics.com/Navigator?RV-List
http://wiki.matronics.com
________________________________________________________________________________
| From: | "Delamarter, Jon" <JDelamarter(at)lycoming.textron.com> |
| Subject: | Re: Lycoming Thunderbolt Engines |
Michael:
First, my apologies for inadvertently archiving my initial post. I'm still
learning how Matronics works. With regard to your comments about crankshaft
Service Bulletins and ADs, I will comment on this list only once. While all
of us have struggled the last several years with crankshaft issues, I think
you would agree that these issues have not changed the fact that Lycoming
continues to build the best aircraft engines in the world, bar none. The
latest SBs resulted from careful consideration on the part of Lycoming with
regard to the long-term benefit and satisfaction of our customers. While we
understand the extreme frustration of all you folks impacted by these
issues, we have made what we believe to be the prudent choice. Going
forward, we have taken extreme measures to strengthen our quality system and
oversight of our suppliers. We have been the best in the business for over
75 years. We are absolutely committed to our customers, our product, and
to continuous improvement. We would welcome you to visit our factory and
see for yourself how these commitments are played out everyday.
Respectfully,
Jon A. Delamarter
Thunderbolt Manager
Textron Lycoming
NOTICE: This E-mail (including attachments) is covered by the Electronic
Communications Privacy Act, 18 U.S.C. 2510-2521, is confidential and may
be legally privileged. If you are not the intended recipient, you are
hereby notified that any retention, dissemination, distribution, or copying
of this communication is strictly prohibited. Please reply to the sender
that you have received the message in error, then delete it. Thank you.
________________________________________________________________________________
| From: | "deuskid" <empire.john(at)gmail.com> |
| Subject: | Re: Good active noise cancelling headset |
go down 10 threads then 2 more to see 2 recent discussions on ANRs.
search is your friend
John
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=42540#42540
________________________________________________________________________________
| From: | James H Nelson <rv9jim(at)juno.com> |
| Subject: | Man. Press port? |
Thanks for the ideas. I was hoping that there was a port some where on
the air meter from API. I'm surprised that they don't provide a port.
I guess I'll pull it apart and do a tapped hole. I've got dual "P" mags
so I need MP for them also like you did. There is no other port
available with fuel injection that I'm aware of.
Jim
________________________________________________________________________________
| From: | Larry Pardue <n5lp(at)warpdriveonline.com> |
| Subject: | Trio EZ Pilot - Long |
Howdy,
If you don't want to read something that could be construed as
critical of this device, please don't read further.
I have been flying with a Navaid Devices autopilot for over seven
years in my RV-6. I have loved and hated it. It is admirably simple
and has always worked well in most ways, as in it is a good wing-
leveler when not tracking and tracks well all the time. It may not
be right on the center line, and you may have to use the trim knobs
once in a while, but that does not really matter to me.
What I don't like about it is that it has never showed close to
accurate standard rate turn information and the centering has never
been stable. I think the reason it doesn't show accurate standard
rate turn information is that that is derived from the gyro working
against two separate springs that may not have the same tension
because of different tensions in the springs themselves and because
the gyro may not be centered with respect to the spring mounting.
When I first complained about this, Navaid Devices suggested I open
the unit and fix it, which I have done several times, thereby my
familiarity with it.
During straight flight the center LED should be lit, but this also
changes so that after a while there may be two or three LEDs lit,
showing a turn in straight flight. The unit still works when this
happens, after being corrected for by trim knobs, but I don't like
it. To fix this I remove and open the unit and move the gyro a bit
in its mount. Then I power it up on the bench and see if it shows
straight, if not, I iterate the process until it does. Then I fix
the gyro in the mount with a bit of glue and reinstall it in the
airplane. It shows straight for a few flights then gets off again.
When I read that the Trio EZ Pilot is a direct replacement for the
Navaid Devices, with a supplied conversion cable, and saw how much
more sophisticated the EZ Pilot is, I was sold. I read one account
of the conversion being done in fifteen minutes, but I don't
understand this. I installed my EZ Pilot last night, and indeed it
was very quick, however there was no GPS data getting to the unit.
Well, I did further research and discover that MY Navaid Devices uses
left right steering information only and the EZ Pilot uses serial
data from the GPS. So although the supplied cable hooks up the power
and servo correctly, I now need to wire an additional cable from the
GPS to the EZ Pilot. Is this because I have an earlier Navaid
Devices? Do any of them use serial data? I have found no mention in
the Trio literature of this problem.
Since I had no GPS data I did the calibrations that could be done
without it. One calibration is to center the servo. This requires
that you trim the airplane so it doesn't want to go left or right,
then engage the servo and trim it for wings level. While doing this
I would fly straight for a while, then would turn around, so as to
not get too far away from the airport, then continue the operation.
I am sure the EZ Pilot works great when it has a GPS signal, but I
found it was kind of scary without it. For instance, I could have
it trimmed for straight flight, do a moderate to steep turn to
another heading, level off, engage the servo and have it abruptly
enter a steep turn, e.g. 40 degree bank, then instead of working its
way back to straight flight, the bank angle would gradually increase,
until I disengaged the servo again at about 60 degrees of bank.
During the steep turn, the pseudo turn coordinator would be showing
straight flight.
Will I be happy with this unit. I think so, but now I realize the
pseudo turn coordinator does not sense yaw, on its own, and is not
suitable for emergency use, without GPS input. That is disappointing
to me, because that is something the crude Navaid Devices unit does
well.
This is hinted at slightly in the Trio literature. They talk about
how gravity is not used to help erect the indication. I think they
need to emphasize the problem more clearly.
Larry Pardue
Carlsbad, NM
RV-6 N441LP Flying
http://n5lp.net
________________________________________________________________________________
| From: | Craig <craigtxtx(at)yahoo.com> |
| Subject: | Re: Houston Airport |
Best airport depends entirely on where in Houston you are going. You can land
in Houston and still be 50 miles from your destination. West side I'd go to IWS.
East side, Ellington. North side DWH. South, not sure since SPX was bulldozed
away a few years back.
I was based at IWS for a few years in the past. It has excellent facilities,
but not real cheap.
Craig
________________________________________________________________________________
| Subject: | For Sale Firewall forward 0-320 H2AD, 160HP, 870 SMOH |
My friend that has his RV6A in my hanger just
got divorced so he now does not have someone telling him what to do and
has the money to upgrade to a XP-360, 180 HP, and Sensenich prop as I
have on my RV6.
He is selling firewall forward including wood
prop, oil cooler, hoses, Vetterman exhaust, baffling etc. This is on a
flying plane so he can give you a ride, and you or whoever you might
want can check it out.
His new engine is going to be delivered next
week so we will be pulling it off the plane at that time.
You can email me at jrdial@hal-pc.org
Or call him at Jimmy Bennett 830-598-4221
He is in Albuquerque with it right now but
should be back to Spicewood, TX (88R) in a couple of days.
$7,500.00
________________________________________________________________________________
| From: | "Albert Gardner" <ibspud(at)adelphia.net> |
| Subject: | Trio EZ Pilot - Long |
A buddy of mine has a Trio unit and I have a Navaid-both installed in
RV-9A's. We flew over to El Cajon (KSEE) to see Trio and the differences was
explained this way:
Navaid uses a GPS conversion unit (Smart Coupler) either internally or
externally to decode the GPS data stream into left/right steering signals.
The advantage of this is that you can also use the left/right steering
signal from a VOR to drive the Navaid, selecting one or the other with a
switch.
Trio uses only the GPS data but can't be driven by the VOR signals. It seems
more stable and intercepts/follows a course better than mine, is far lighter
and doesn't use mechanical gyros.
Although Trio offers a cable to replace the Navaid they (Trio) offers their
own servo and thinks it is better. Initially I installed my Navaid where the
Turn Indicator usually is in the panel but later moved it and installed a
Turn Indicator.
I like mine, he likes his, but in my RV-10 I'm installing a TruTrak.
Albert Gardner
Yuma, AZ
________________________________________________________________________________
| From: | "D.Bristol" <dbris200(at)sbcglobal.net> |
| Subject: | Re: Man. Press port? |
Just take it off the primer port on #3 cylinder. You won't be using it
for primer since you've got FI.
Dave
James H Nelson wrote:
>
>Thanks for the ideas. I was hoping that there was a port some where on
>the air meter from API. I'm surprised that they don't provide a port.
>I guess I'll pull it apart and do a tapped hole. I've got dual "P" mags
>so I need MP for them also like you did. There is no other port
>available with fuel injection that I'm aware of.
>
>Jim
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Sam Buchanan <sbuc(at)hiwaay.net> |
| Subject: | Re: Trio EZ Pilot - Long |
Larry Pardue wrote:
> When I read that the Trio EZ Pilot is a direct replacement for the
> Navaid Devices, with a supplied conversion cable, and saw how much more
> sophisticated the EZ Pilot is, I was sold. I read one account of the
> conversion being done in fifteen minutes, but I don't understand this. I
> installed my EZ Pilot last night, and indeed it was very quick, however
> there was no GPS data getting to the unit. Well, I did further research
> and discover that MY Navaid Devices uses left right steering information
> only and the EZ Pilot uses serial data from the GPS. So although the
> supplied cable hooks up the power and servo correctly, I now need to
> wire an additional cable from the GPS to the EZ Pilot. Is this because
> I have an earlier Navaid Devices? Do any of them use serial data? I
> have found no mention in the Trio literature of this problem.
Larry, your Navaid installation is a bit unusual in that you have not
been using it in conjunction with a GPS. All the Navaid installations I
have seen in the past many years have included the "Smart Coupler" which
allows the Navaid to also use the NMEA data feed from a GPS. For those
of us (nearly all Navaid installations??) who used the Navaid with a
GPS, the Trio conversion is indeed a very quick deal since no additional
wiring needs to be added. I suspect this is not mentioned in the Trio
literature because the Navaids being run with *only* a nav radio are so
rare.
> Since I had no GPS data I did the calibrations that could be done
> without it. One calibration is to center the servo. This requires that
> you trim the airplane so it doesn't want to go left or right, then
> engage the servo and trim it for wings level. While doing this I would
> fly straight for a while, then would turn around, so as to not get too
> far away from the airport, then continue the operation. I am sure the
> EZ Pilot works great when it has a GPS signal, but I found it was kind
> of scary without it. For instance, I could have it trimmed for
> straight flight, do a moderate to steep turn to another heading, level
> off, engage the servo and have it abruptly enter a steep turn, e.g. 40
> degree bank, then instead of working its way back to straight flight,
> the bank angle would gradually increase, until I disengaged the servo
> again at about 60 degrees of bank. During the steep turn, the pseudo
> turn coordinator would be showing straight flight.
You will be very impressed at how well the EZ-Pilot operates once it is
connected to a GPS. More than likely, if you allowed the EZ-Pilot to
initialize on the ground while the plane was motionless (it has to
figure out what is "level") the non-GPS operation of the unit would have
been MUCH better. I have run my EZ-Pilot for extended periods of time
after tuning off the GPS and it does a credible job of keeping the plane
level and going in a pretty straight line.
>
> Will I be happy with this unit. I think so, but now I realize the
> pseudo turn coordinator does not sense yaw, on its own, and is not
> suitable for emergency use, without GPS input. That is disappointing to
> me, because that is something the crude Navaid Devices unit does well.
Once again, if your GPS goes belly-up in-flight, the EZ-Pilot should be
more than capable of helping you fly the plane to a safe landing.
> This is hinted at slightly in the Trio literature. They talk about how
> gravity is not used to help erect the indication. I think they need to
> emphasize the problem more clearly.
This probably receives little "emphasis" since GPS is now so reliable
and also because the EZ-Pilot is NOT advertised as being a primary
flight instrument.
Give us another report after you accumulate a few hours with the
EZ-Pilot! :-)
Sam Buchanan
________________________________________________________________________________
| From: | "Terry Watson" <terry(at)tcwatson.com> |
| Subject: | Man. Press port? |
Jim,
Maybe I missed something here, but weren't you asking about the manifold
pressure for a Superior IO-360 180hp from Aerosport Power? If so, there is a
port on each cylinder which I believe can also be used as a primer port. The
recommended port to use is the right cylinder, closest to the firewall,
which would be #3. The port is on the corner of the cylinder head closest to
the firewall, lower side. The black fabric-covered hose (VA119?)that came
with my firewall forward stuff from Vans was sized to go from that port to
the firewall location shown on the drawings. My AFP fuel injection system,
installed by Bart, injects fuel into a port on the top of the cylinder head,
directly above the port I am talking about.
The drawing on the second sheet of my "Pre-start and Breakin Procedures"
papers from Aerosport show a drawing of the rear of the engine and label
this port "maniford pressure conn."
Terry
RV-8A
Aerosport Power IO-360-B1B (180 hp) with Airflow Performance fuel injection
& Lightspeed Plasma II, right side only.
-----Original Message-----
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of James H Nelson
Sent: Friday, June 23, 2006 8:16 AM
Thanks for the ideas. I was hoping that there was a port some where on
the air meter from API. I'm surprised that they don't provide a port.
I guess I'll pull it apart and do a tapped hole. I've got dual "P" mags
so I need MP for them also like you did. There is no other port
available with fuel injection that I'm aware of.
Jim
________________________________________________________________________________
| From: | "low pass" <rv_8pilot(at)hotmail.com> |
| Subject: | Re: Houston Airport |
craigtxtx(at)yahoo.com wrote:
> Best airport depends entirely on where in Houston you are going.? You can land
in Houston and still be 50 miles from your destination.? West side I'd go to
IWS.? East side, Ellington.??North side DWH.? South, not sure since SPX was bulldozed
away a few years back.
> ?
> I was based at IWS for a few years in the past.? It has excellent facilities,
but not real cheap.
> ?
> Craig
> ?
Southeast - Pearland Regional (formerly known as Clover Field for 50+ years).
South - Houston Southwest Airport.
Southwest - Sugarland (most $$ of the 3).
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=42593#42593
________________________________________________________________________________
| From: | Larry Pardue <n5lp(at)warpdriveonline.com> |
| Subject: | Re: Trio EZ Pilot - Long |
On Jun 23, 2006, at 9:36 AM, Larry Pardue wrote:
I have already gotten a call from Trio about my observations. They
were very nice and gave me some things to check.
>
>
> When I read that the Trio EZ Pilot is a direct replacement for the
> Navaid Devices, with a supplied conversion cable, and saw how much
> more sophisticated the EZ Pilot is, I was sold. I read one account
> of the conversion being done in fifteen minutes, but I don't
> understand this. I installed my EZ Pilot last night, and indeed it
> was very quick, however there was no GPS data getting to the unit.
> Well, I did further research and discover that MY Navaid Devices
> uses left right steering information only and the EZ Pilot uses
> serial data from the GPS. So although the supplied cable hooks up
> the power and servo correctly, I now need to wire an additional
> cable from the GPS to the EZ Pilot. Is this because I have an
> earlier Navaid Devices? Do any of them use serial data? I have
> found no mention in the Trio literature of this problem.
Trio, agreed that the serial cable (one wire only) needs to be run.
I don't believe that is mentioned anywhere. They did mention that if
you have been running the Porcine interface, it is a plug-in conversion
>
> Since I had no GPS data I did the calibrations that could be done
> without it. One calibration is to center the servo. This requires
> that you trim the airplane so it doesn't want to go left or right,
> then engage the servo and trim it for wings level. While doing
> this I would fly straight for a while, then would turn around, so
> as to not get too far away from the airport, then continue the
> operation. I am sure the EZ Pilot works great when it has a GPS
> signal, but I found it was kind of scary without it. For
> instance, I could have it trimmed for straight flight, do a
> moderate to steep turn to another heading, level off, engage the
> servo and have it abruptly enter a steep turn, e.g. 40 degree bank,
> then instead of working its way back to straight flight, the bank
> angle would gradually increase, until I disengaged the servo again
> at about 60 degrees of bank. During the steep turn, the pseudo
> turn coordinator would be showing straight flight.
>
It turns out this behavior may have been because I was turning the
unit on and off during the calibration (per instruction). Has to do
with gyro bias data being stored in memory. Trio says the EZ Pilot
DOES sense yaw. Trio said if you have been flying normally and lose
the GPS data, the pseudo turn coordinator should be accurate. They
gave me some ways to check if my unit is defective or not. I will
report back.
I am sure happy with the service and concern of the company.
Larry Pardue
Carlsbad, NM
RV-6 N441LP Flying
http://n5lp.net
________________________________________________________________________________
| From: | Larry Pardue <n5lp(at)warpdriveonline.com> |
| Subject: | Re: Trio EZ Pilot - Long |
On 6/23/06 10:31 AM, "Sam Buchanan" wrote:
>
> Larry Pardue wrote:
>
>> When I read that the Trio EZ Pilot is a direct replacement for the
>> Navaid Devices, with a supplied conversion cable, and saw how much more
>> sophisticated the EZ Pilot is, I was sold. I read one account of the
>> conversion being done in fifteen minutes, but I don't understand this. I
>> installed my EZ Pilot last night, and indeed it was very quick, however
>> there was no GPS data getting to the unit. Well, I did further research
>> and discover that MY Navaid Devices uses left right steering information
>> only and the EZ Pilot uses serial data from the GPS. So although the
>> supplied cable hooks up the power and servo correctly, I now need to
>> wire an additional cable from the GPS to the EZ Pilot. Is this because
>> I have an earlier Navaid Devices? Do any of them use serial data? I
>> have found no mention in the Trio literature of this problem.
>
> Larry, your Navaid installation is a bit unusual in that you have not
> been using it in conjunction with a GPS. All the Navaid installations I
> have seen in the past many years have included the "Smart Coupler" which
> allows the Navaid to also use the NMEA data feed from a GPS. For those
> of us (nearly all Navaid installations??) who used the Navaid with a
> GPS, the Trio conversion is indeed a very quick deal since no additional
> wiring needs to be added. I suspect this is not mentioned in the Trio
> literature because the Navaids being run with *only* a nav radio are so
> rare.
>
Sam,
I have been using my Navaid with a GPS. What may be a bit unusual is that
it is a panel mount GPS that has left right output capability. That made it
capable of driving the Navaid without a coupler. This, theoretically, also
made it possible to switch back and forth between VOR/Loc driving the Navaid
to GPS driving it, although I was never successful getting the VOR to work
with it.
I plan to do the additional wiring this evening to make the GPS work, and am
looking forward to testing the turn coordinator function, without turning
the unit on and off. I wonder if anyone else has done careful testing in
this mode?
Larry Pardue
Carlsbad, NM
RV-6 N441LP Flying
http://n5lp.net
________________________________________________________________________________
| From: | James H Nelson <rv9jim(at)juno.com> |
| Subject: | Re: Man. Press port? |
Hi Terry,
I had not mentioned the brand of the engine but its a Mattituck
build of ECI parts. I was not aware of a port in the lower part of the
cylinder. I will look for it tonight. I had looked over the top of the
engine and around the throttle body / air meter of the AFP unit and had
not found any port to take manifold pressure from. Many thanks for the
heads up!
Jim Nelson
RV9-A 90599 FWF
________________________________________________________________________________
| From: | "RV6 Flyer" <rv6_flyer(at)hotmail.com> |
| Subject: | Re: Trio EZ Pilot - Long |
Sam and Larry:
I just changed out my Navaid for a Trio last weekend. My Navaid had the
smart coupler that did not work well so I used the CDI outputs from the GPS.
It would track VOR or GPS by switching the ACU to the GPS or NAV. I wired
the GPS Serial port #2 to the Navaid. I used Serial port #1 from the GX60 to
the SL30. I could only program one serial port to MAP so either I had
serial data to the SL30 or the Navaid and not both. I was too lazy to change
the wiring so used the Navaid with the CDI inputs. The GX60 was set to 0.3
NM full scale to get acceptable operation. I never had the Navaid working
correctly on the serial data port.
The Navaid did not track a course the last two times I used it. I ordered
the Trio to replace it. I still needed to make one wiring change to get the
serial data to the Trio. I removed my serial port wire from pin 22 and
spliced it with pin 5 at the GX60. The Trio worked right out of the box.
I ordered the Trio on Tuesday. Had it on Thursday. Installed it on Saturday
and test flew it. Last Sunday was a calibration flight and it is now ready
for a trip next weekend.
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell,
1,869 + Flying Hours So. CA, USA
http://SoCAL_WVAF.rvproject.com
----Original Message Follows----
On 6/23/06 10:31 AM, "Sam Buchanan" wrote:
>
> Larry Pardue wrote:
>
>> When I read that the Trio EZ Pilot is a direct replacement for the
>> Navaid Devices, with a supplied conversion cable, and saw how much more
>> sophisticated the EZ Pilot is, I was sold. I read one account of the
>> conversion being done in fifteen minutes, but I don't understand this. I
>> installed my EZ Pilot last night, and indeed it was very quick, however
>> there was no GPS data getting to the unit. Well, I did further research
>> and discover that MY Navaid Devices uses left right steering information
>> only and the EZ Pilot uses serial data from the GPS. So although the
>> supplied cable hooks up the power and servo correctly, I now need to
>> wire an additional cable from the GPS to the EZ Pilot. Is this because
>> I have an earlier Navaid Devices? Do any of them use serial data? I
>> have found no mention in the Trio literature of this problem.
>
> Larry, your Navaid installation is a bit unusual in that you have not
> been using it in conjunction with a GPS. All the Navaid installations I
> have seen in the past many years have included the "Smart Coupler" which
> allows the Navaid to also use the NMEA data feed from a GPS. For those
> of us (nearly all Navaid installations??) who used the Navaid with a
> GPS, the Trio conversion is indeed a very quick deal since no additional
> wiring needs to be added. I suspect this is not mentioned in the Trio
> literature because the Navaids being run with *only* a nav radio are so
> rare.
>
Sam,
I have been using my Navaid with a GPS. What may be a bit unusual is that
it is a panel mount GPS that has left right output capability. That made it
capable of driving the Navaid without a coupler. This, theoretically, also
made it possible to switch back and forth between VOR/Loc driving the Navaid
to GPS driving it, although I was never successful getting the VOR to work
with it.
I plan to do the additional wiring this evening to make the GPS work, and am
looking forward to testing the turn coordinator function, without turning
the unit on and off. I wonder if anyone else has done careful testing in
this mode?
Larry Pardue
Carlsbad, NM
RV-6 N441LP Flying
http://n5lp.net
________________________________________________________________________________
| From: | Ron Lee <ronlee(at)pcisys.net> |
| Subject: | Re: Cowl Louvers |
>What sort of temp differences did you see after the louver installation?
>Your exit area at the exhaust already looks pretty big.....
Larry, I did this last year so my recollection of actual temp drops
is to be considered suspect until I can find the actual data or post
that I made at that time.
I did three things. First I removed the three or four cabin heat hoses
that ran across the back area. That helped reduce oil temps 10-15
deg F.
Second I opened up the bottom cowl exit area that you saw in the pic.
Similar oil temp decrease.
Finally I added the louvers for another similar drop in oil temp.
Ron Lee
________________________________________________________________________________
| From: | "Larry Bowen" <Larry(at)bowenaero.com> |
| Subject: | Re: Cowl Louvers |
OK, I thought you were fighting high CHT's. Glad it worked for you.
--
Larry Bowen
Larry(at)BowenAero.com
http://BowenAero.com
Ron Lee wrote:
>
>
>>What sort of temp differences did you see after the louver installation?
>>Your exit area at the exhaust already looks pretty big.....
>
>
> Larry, I did this last year so my recollection of actual temp drops
> is to be considered suspect until I can find the actual data or post
> that I made at that time.
>
> I did three things. First I removed the three or four cabin heat hoses
> that ran across the back area. That helped reduce oil temps 10-15
> deg F.
>
> Second I opened up the bottom cowl exit area that you saw in the pic.
> Similar oil temp decrease.
>
> Finally I added the louvers for another similar drop in oil temp.
>
> Ron Lee
>
>
________________________________________________________________________________
| From: | Kevin Horton <khorton01(at)rogers.com> |
| Subject: | Re: Labelling the panel - what's 'legal' |
On 23 Jun 2006, at 08:20, RV6 Flyer wrote:
>
> Gerry:
>
> Your aircraft is insected IAW FAA Order 8130.2F (Change 1 is latest
> as of June 23, 2006).
>
> http://tinyurl.com/zrmzs
>
> FAA Order 8130.2F PAR 147(c) require cockpit instruments marked
> properly, needed placards installed and placed for easy reference.
> All system controls properly marked, CB's clearly marked, and
> function as intended. (from page 154-155)
>
> Do not forget that you can use TWO (2) rows of names over the
> switches.
>
> ie:
> Left Fuel LND
> Mag Pump Light
>
> I know of no regulation that says you cannot use an abbeiviation.
> Your operating limitations will require that you inspect the
> markings at each condition inspection.
Many Transport Category aircraft use abbreviations on switch labels.
I would make sure that the abbreviations were well documented in your
POH.
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://www.kilohotel.com/rv8
________________________________________________________________________________
| From: | "RV6 Flyer" <rv6_flyer(at)hotmail.com> |
| Subject: | Re: Lycoming Thunderbolt Engines |
Jon:
Welcome to the world of Amateur Built Aircraft.
Thank you for archiving your resume. If you would not have, I would have so
that all could have it for future reference.
I would like to think that you are at the right place. According to the web
site of Van's Aircraft, http://www.vansaircraft.com/public/powerpla.htm our
models of aircraft were designed around your engines and are the only
recommended engines by the designer. Many on this list do not recognize
that the many "clones" of your engines are exacty that, "clones". The
latest pistion engine that has been certificated, is made from aftermark
replacement parts for your engines.
BTW. I am flying behind one of your engines that left the factory in 1961.
It was field rebuilt 9 years ago to new specs. It has over 5,000 hours
since it left the factory. As you can see by the hours, I am about ready to
rebuilt it again or purchase a 180 HP replacement. Your XIO-360-M1B RT now
gives me another option and one which I will consider. Your compeditors
version of the engine is more money than yours and you are the STANDARD by
which all the others are measured.
Welcome aboard.
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell,
1,869 + Flying Hours So. CA, USA
EAA TC
FAA A&P
DAR
http://www.rvdar.com
________________________________________________________________________________
| From: | Larry Pardue <n5lp(at)warpdriveonline.com> |
| Subject: | Trio EZ Pilot-Redux |
Howdy,
I was very discouraged with my brand new Trio EZ-Pilot last night
after having found out it is not plug and play with my Navaid
autopilot and then discovering baffling turn coordinator display
issues and accompanying strange aircraft behavior. Tonight I am
greatly encouraged and happy about my decision to get the EZ-Pilot.
Tonight I treated the machine in a way it would be normally treated
after an install. First I took a hint from Gary Sobek and moved just
one of my analog steering wires to a different position on the GPS
connector and to a different position on the old Navaid connector.
That let the GPS talk to the EZ-Pilot. Then I verified, on the
ground, that the connection was working properly, then started up and
flew.
Things were completely different than yesterday. First I tried all
the EZ-Pilot functions, and there are some real nice ones. I think
the one I will use the most is where you are tracking a course line,
then ATC tells you to turn 15 degrees right, rather than disengage
the autopilot and have to hand fly, you can just give it the course
to fly, then intercept the old course later, if needed. Everything
worked beautifully and smoothly.
Then I tried to duplicate what happened yesterday by turning off the
GPS, entering calibration screens, turning off the autopilot and
everything I could think of, in every order I could think off, but I
could not confuse the autopilot. About the worst thing I could get
to happen would be to do a steep turn then return to wings level
flight and the turn coordinator would very slightly and briefly
overshoot, showing an opposite direction turn.
The only thing I can think of is what the Trio engineer suggested
this morning. Since I never had the GPS working correctly yesterday,
the gyro (gyros?) may never have gotten properly oriented and may
have used an out of date bias value. As stated in their literature,
they do not use gravity to help orient the gyro. Today I tried what I
was worried about yesterday. I would fly a course then turn off the
GPS. No problem, it just gave a no GPS warning and kept trucking. I
would then maneuver (everything short of aerobatics) and return to
straight and level with proper indications the whole time. I also
tried wings level yaws, and yes the indicator reacts to that. In a
stable slip it indicates level/straight, which seems logical.
And yes, if you were already using digital GPS information for your
existing Navaid, it would be a fifteen minute installation, although
Trio doesn't make that claim. If you were using analog steering
information, you have to run one new wire, or move an existing one over.
By the way, those of you in the tailwheel, versus tri-gear debate,
which I don't participate in, here is some fodder. The tailwheel
airplane is at a big disadvantage when you drop those little tiny
screws and nuts from the D connectors onto the uncarpeted floor
while upside down working in a restricted area under the panel. They
scurry straight downhill and lodge under the spar (RV-6) where they
are lost forever.
I really appreciate the great and cheerful support Trio gave me
today. You guys have a terrific product.
Larry Pardue
Carlsbad, NM
RV-6 N441LP Flying
http://n5lp.net
________________________________________________________________________________
| From: | RVer273sb(at)aol.com |
| Subject: | Lorance 2000 gps |
Listers,
I have a one year old Lowrance 2000c airmap
GPS for sale. Used twice, like new condition.
Power cable has been shortened. Complete with
all accessories. $600.
Contact me off list at _rver273sb(at)aol.com_ (mailto:rver273sb(at)aol.com)
Stewart, RV-4 Co.
________________________________________________________________________________
| From: | Sam Buchanan <sbuc(at)hiwaay.net> |
| Subject: | Re: Trio EZ Pilot - Long |
Larry Pardue wrote:
> Sam,
>
> I have been using my Navaid with a GPS. What may be a bit unusual is that
> it is a panel mount GPS that has left right output capability. That made it
> capable of driving the Navaid without a coupler. This, theoretically, also
> made it possible to switch back and forth between VOR/Loc driving the Navaid
> to GPS driving it, although I was never successful getting the VOR to work
> with it.
Oops, I forgot about the panel mount GPS's being able to send out
right/left corrections instead of NMEA.
I used the Smart Coupler with my Navaid and fed it with both a Lowrance
Airmap 100 and a KX125. The Navaid would drive the plane with either
data source but it was interesting to see how much more accurate the
handheld GPS NMEA data was than the VOR-sourced data. But it was neat
being able to track a localizer approach with the KX125. Of course,
more-or-less the same thing can be done with a handheld GPS, or at
least, somebody told me it could be done........ ;-)
Larry, once you get accustomed to the EZ-Pilot, toss one of the new Trio
EZ-2 vertical autopilots in your plane. That little puppy will *really*
spoil you! :-)
Sam Buchanan
________________________________________________________________________________
| From: | Bob Snedaker <imfairings(at)cox.net> |
| Subject: | RV 10 Intersection Fairings |
Hi, Just to let you know I now have the upper and lower main intersection fairing for the RV 10. They can be ordered on my web site: www.fairinga-etc.com.
Costs are:
Upper Main Intersection Fairings (one set) $120
Lower Main Intersection Fairings (one set) $130
Please shipping/handling and sales tax where applicable.
Thanks for your support.
--
Sincerely,
Bob Snedaker
Fairings-Etc
PO Box 5488
Goodyear, AZ 85338
623 203 9795
________________________________________________________________________________
| From: | "Charles Heathco" <cheathco(at)cox.net> |
| Subject: | Lt plane crash in Lees Sumit Mo |
Was just on Ph with sis in Mo and she told me about this, no details
othere than several injured, must have gone into people on ground. kind
of plane unknown. Anybody in the area with some details>? Charlie Heathco
________________________________________________________________________________
| From: | "Ken Arnold" <arno7452(at)bellsouth.net> |
| Subject: | Re: Lt plane crash in Lees Sumit Mo |
Hi List,
Per KC Star, two fatalities. Dentists from Denver CO area in a Piper
Saratoga. Authorities still investigating cause. Names not listed in
version I read.
Ken Arnold
----- Original Message -----
From: Charles Heathco
To: rv-list(at)matronics.com
Sent: Saturday, June 24, 2006 10:14 AM
Subject: RV-List: Lt plane crash in Lees Sumit Mo
Was just on Ph with sis in Mo and she told me about this, no details
othere than several injured, must have gone into people on ground. kind
of plane unknown. Anybody in the area with some details>? Charlie Heathco
________________________________________________________________________________
| From: | "Ken Arnold" <arno7452(at)bellsouth.net> |
| Subject: | Re: Lt plane crash in Lees Sumit Mo |
Hi,
Look at 6/14/2006 Denver Post. The pilot purchased the Saratoga 4
months ago. Apparently, an explosion blew the left wing off just south
of KCI airport.
Ken
----- Original Message -----
From: Ken Arnold
To: rv-list(at)matronics.com
Sent: Saturday, June 24, 2006 10:43 AM
Subject: Re: RV-List: Lt plane crash in Lees Sumit Mo
Hi List,
Per KC Star, two fatalities. Dentists from Denver CO area in a Piper
Saratoga. Authorities still investigating cause. Names not listed in
version I read.
Ken Arnold
----- Original Message -----
From: Charles Heathco
To: rv-list(at)matronics.com
Sent: Saturday, June 24, 2006 10:14 AM
Subject: RV-List: Lt plane crash in Lees Sumit Mo
Was just on Ph with sis in Mo and she told me about this, no details
othere than several injured, must have gone into people on ground. kind
of plane unknown. Anybody in the area with some details>? Charlie Heathco
________________________________________________________________________________
| From: | Darrell Reiley <lifeofreiley2003(at)yahoo.com> |
| Subject: | Re: Lt plane crash in Lees Sumit Mo |
http://news.yahoo.com/s/kmbc/20060624/lo_kmbc/9421340
--- Charles Heathco wrote:
> Was just on Ph with sis in Mo and she told me about
> this, no details othere than several injured, must
> have gone into people on ground. kind of plane
> unknown. Anybody in the area with some details>?
> Charlie Heathco
__________________________________________________
________________________________________________________________________________
| From: | "William Gill" <wgill10(at)comcast.net> |
| Subject: | Lt plane crash in Lees Sumit Mo |
One fatality. The plane was a Cricri
Cri-Cri, the world's smallest twin-engine plane
-----Original Message-----
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Charles Heathco
Sent: Saturday, June 24, 2006 9:14 AM
Was just on Ph with sis in Mo and she told me about this, no details
othere than several injured, must have gone into people on ground. kind
of plane unknown. Anybody in the area with some details>? Charlie
Heathco
________________________________________________________________________________
| From: | Paul Besing <pbesing(at)yahoo.com> |
| Subject: | NMEA out question |
I've got a Garmin 396 and I'm hooking up my Trio. The
Trio calls for a "signal ground" and the Serial input.
My GPS only has an output but no signal ground.
Is a "signal ground" the same thing as an airframe
ground? The diagram has two types of grounds, but the
way it is drawn assumes the GPS has a ground and a
serial output.
Paul Besing
__________________________________________________
________________________________________________________________________________
| Subject: | Van's newest nose wheel fork |
Tri gear RVers,
I just finished changing out my original nose wheel fork for the smaller
version from Van's. I will be operating off of a somewhat uneven strip so I
wanted more ground clearance. Also, I'm using a heavy engine and this
conversion will be about 3 pounds lighter than the old setup. For my situation,
it
was well worth the expense and effort.
A comparison photo is posted on my web site for you interested nose dragger
types.
http://users.aol.com/n67bt (scroll down to fifth photo)
Bob Trumpfheller
RV7A N67BT Not yet flying
Preparation for paint
________________________________________________________________________________
| From: | "Richard E. Tasker" <retasker(at)optonline.net> |
| Subject: | Re: Van's newest nose wheel fork |
How did you order this?: I looked at Vans web site and see only one
nose fork listed. Is the smaller one the only one they sell now? What
was required to use the new fork? Just machining of the nose gear leg?
Do all the other parts work as is? It looks like all they did is cut an
inch off the bottom of the leg attachment part and re-taper the arms.
I wouldn't mind the extra clearance and three pounds less is always good!
Dick Tasker
N67BT(at)aol.com wrote:
> Tri gear RVers,
>
> I just finished changing out my original nose wheel fork for the
> smaller version from Van's. I will be operating off of a somewhat
> uneven strip so I wanted more ground clearance. Also, I'm using a
> heavy engine and this conversion will be about 3 pounds lighter than
> the old setup. For my situation, it was well worth the expense and
> effort.
>
> A comparison photo is posted on my web site for you interested nose
> dragger types.
>
> http://users.aol.com/n67bt (scroll down to fifth photo)
>
> Bob Trumpfheller
> RV7A N67BT Not yet flying
> Preparation for paint
>
>
>
>
--
Please Note:
No trees were destroyed in the sending of this message. We do concede, however,
that a significant number of electrons may have been temporarily inconvenienced.
--
________________________________________________________________________________
| Subject: | Re: Van's newest nose wheel fork |
I called Van's to order the new style fork as it was not listed on their
parts page. As I recall the number is the same as the old one except for an
added dash something. The price was the same. I'm fairly sure that the new
kits come with the new fork - better check though. The new fork matches up with
everything, including the fairing attachment, except that the nose gear leg
sticks down 1" too far and needs to be hacked off and rethreaded.
Bob Trumpfheller
In a message dated 6/24/2006 7:16:41 P.M. Mountain Daylight Time,
retasker(at)optonline.net writes:
--> RV-List message posted by: "Richard E. Tasker"
How did you order this?: I looked at Vans web site and see only one
nose fork listed. Is the smaller one the only one they sell now? What
was required to use the new fork? Just machining of the nose gear leg?
Do all the other parts work as is? It looks like all they did is cut an
inch off the bottom of the leg attachment part and re-taper the arms.
I wouldn't mind the extra clearance and three pounds less is always good!
Dick Tasker
N67BT(at)aol.com wrote:
> Tri gear RVers,
>
> I just finished changing out my original nose wheel fork for the
> smaller version from Van's. I will be operating off of a somewhat
> uneven strip so I wanted more ground clearance. Also, I'm using a
> heavy engine and this conversion will be about 3 pounds lighter than
> the old setup. For my situation, it was well worth the expense and
> effort.
>
> A comparison photo is posted on my web site for you interested nose
> dragger types.
>
> http://users.aol.com/n67bt (scroll down to fifth photo)
>
> Bob Trumpfheller
> RV7A N67BT Not yet flying
> Preparation for paint
________________________________________________________________________________
| From: | "Stein Bruch" <stein(at)steinair.com> |
| Subject: | NMEA out question |
Hi Paul,
In cases like the one below, just ignore it (the ground that is)...it'll
work just fine. Some GPS's run RS-232's in pairs with a ground along each
RS-232 signal, but most handhelds do not. If you're using one of our
plug/play harnesses there should only be one wire for the GPS...just hook
that one up. Just an FYI, but when hooking tranponders to EFIS's like
Dynon's and GRT's you'll likely see the same issue - and use the same
method.
Cheers,
Stein.
-----Original Message-----
[mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Paul Besing
Sent: Saturday, June 24, 2006 5:42 PM
I've got a Garmin 396 and I'm hooking up my Trio. The
Trio calls for a "signal ground" and the Serial input.
My GPS only has an output but no signal ground.
Is a "signal ground" the same thing as an airframe
ground? The diagram has two types of grounds, but the
way it is drawn assumes the GPS has a ground and a
serial output.
Paul Besing
__________________________________________________
________________________________________________________________________________
| From: | "Michael B." <brewtoo(at)yyhmail.com> |
Gentlemen,
I'm looking for a tool set like the Avery or Cleaveland RV sets. Anything available?
Thanks,
Michael
--
_______________________________________________
Get your free email from http://www.yyhmail.com
________________________________________________________________________________
| From: | Paul Besing <pbesing(at)yahoo.com> |
| Subject: | Re: Trio EZ Pilot-Redux |
Haven't flown mine yet...still finishing up the
install. I can tell you this, TruTrak has some
serious competition for the wing leveler/heading
market. I sent my TruTrak Digitrak back.
So far from the support, manual, and features, this
thing is a slam dunk. TruTrak may have great higher
end autopilots, but this thing blows the digitrak
away. Oh and Navaid? It was a sweet ride while it
lasted!
How many autopilot companies monitor and respond to
RV-List questions...on the weekend, no less?
Paul Besing
RV-4 N73DD
Arizona
Haven't even flown the Trio and lovin' it.
--- Larry Pardue wrote:
>
>
> Howdy,
>
> I was very discouraged with my brand new Trio
> EZ-Pilot last night
> after having found out it is not plug and play with
> my Navaid
> autopilot and then discovering baffling turn
> coordinator display
> issues and accompanying strange aircraft behavior.
> Tonight I am
> greatly encouraged and happy about my decision to
> get the EZ-Pilot.
>
> Tonight I treated the machine in a way it would be
> normally treated
> after an install. First I took a hint from Gary
> Sobek and moved just
> one of my analog steering wires to a different
> position on the GPS
> connector and to a different position on the old
> Navaid connector.
> That let the GPS talk to the EZ-Pilot. Then I
> verified, on the
> ground, that the connection was working properly,
> then started up and
> flew.
>
> Things were completely different than yesterday.
> First I tried all
> the EZ-Pilot functions, and there are some real nice
> ones. I think
> the one I will use the most is where you are
> tracking a course line,
> then ATC tells you to turn 15 degrees right, rather
> than disengage
> the autopilot and have to hand fly, you can just
> give it the course
> to fly, then intercept the old course later, if
> needed. Everything
> worked beautifully and smoothly.
>
> Then I tried to duplicate what happened yesterday by
> turning off the
> GPS, entering calibration screens, turning off the
> autopilot and
> everything I could think of, in every order I could
> think off, but I
> could not confuse the autopilot. About the worst
> thing I could get
> to happen would be to do a steep turn then return to
> wings level
> flight and the turn coordinator would very slightly
> and briefly
> overshoot, showing an opposite direction turn.
>
> The only thing I can think of is what the Trio
> engineer suggested
> this morning. Since I never had the GPS working
> correctly yesterday,
> the gyro (gyros?) may never have gotten properly
> oriented and may
> have used an out of date bias value. As stated in
> their literature,
> they do not use gravity to help orient the gyro.
> Today I tried what I
> was worried about yesterday. I would fly a course
> then turn off the
> GPS. No problem, it just gave a no GPS warning and
> kept trucking. I
> would then maneuver (everything short of aerobatics)
> and return to
> straight and level with proper indications the whole
> time. I also
> tried wings level yaws, and yes the indicator reacts
> to that. In a
> stable slip it indicates level/straight, which seems
> logical.
>
> And yes, if you were already using digital GPS
> information for your
> existing Navaid, it would be a fifteen minute
> installation, although
> Trio doesn't make that claim. If you were using
> analog steering
> information, you have to run one new wire, or move
> an existing one over.
>
> By the way, those of you in the tailwheel, versus
> tri-gear debate,
> which I don't participate in, here is some fodder.
> The tailwheel
> airplane is at a big disadvantage when you drop
> those little tiny
> screws and nuts from the D connectors onto the
> uncarpeted floor
> while upside down working in a restricted area under
> the panel. They
> scurry straight downhill and lodge under the spar
> (RV-6) where they
> are lost forever.
>
> I really appreciate the great and cheerful support
> Trio gave me
> today. You guys have a terrific product.
>
> Larry Pardue
> Carlsbad, NM
>
> RV-6 N441LP Flying
> http://n5lp.net
>
>
>
>
> browse
> Subscriptions page,
> FAQ,
>
>
> Admin.
>
>
>
>
>
>
>
>
>
>
>
__________________________________________________
________________________________________________________________________________
| From: | David Burden <hootsnik(at)sbcglobal.net> |
| Subject: | Re: Vans New Nose Gear Fork |
Listers,
I also just switched my RV9a fork to the new style.
Van now uses the new fork exclusively--it comes standard in his kits.
I did not send mine off but purchased a high quality threader (adjustable and
not Chinese) removed the leg, clamped it in wood in a big vise, and proceeded
to induce a severe case of tendenitis. I used a large "stock" or handle for
the threader and had some help. Every 1/2 thread we stopped and blew out the
metal and applied more cutting oil. It took about 5 cycles using progressively
tighter adjustment on the threader until the nut threaded properly. The threads
must be extended up about 1 inch to accomodate the new fork. We then used
a mechanical hack saw to cut off the excess 1 inch of gear leg. The saw cut
it without any problem. It took me a day and a half to get the threads right
but it was better than sending it off to the Oregon machine shop that Vans recommends
-- the cost quoted by the shop was good ($75) but the shipping was going
to be expensive and I did not want the plane down for 2 wks.
I also thought about simply buying a new gear leg already made for the new fork
but learned that my leg was one of the last to be match drilled to my specific
motor mount. I understand that now all legs are drilled to a common jig.
I did not want to take the chance of minor alignment issues.
If you have questions about the process you can email me direct.
Cheers,
db
________________________________________________________________________________
| From: | "Tim Nash" <tim.nash3(at)verizon.net> |
| Subject: | RV-10 Empennage For Sale |
I am moving to a RV-9A and have a completed RV-10 empennage for sale. It
can be viewed at www.trucktrac.com/rv_project will not turn down any
reasonable offer. Has been inspected by technical advisor and
documented.
Tim Nash (703) 591-1634
tim.nash3(at)verizon.net
________________________________________________________________________________
| From: | sarg314 <sarg314(at)comcast.net> |
| Subject: | "putting back" the vinyl |
I'll be cutting/drilling my panel soon. It doesn't have any protective
vinyl on it (if indeed it ever did). Is there any way I can protect
the surface from scratching while I work on it? I need to be able to
draw on what ever I cover it with, although I guess I could draw on the
bare aluminum first and then coat it with something transparent.
Any ideas?
--
Tom Sargent, RV-6A
________________________________________________________________________________
| From: | Sam Buchanan <sbuc(at)hiwaay.net> |
| Subject: | Re: "putting back" the vinyl |
sarg314 wrote:
>
> I'll be cutting/drilling my panel soon. It doesn't have any protective
> vinyl on it (if indeed it ever did). Is there any way I can protect
> the surface from scratching while I work on it? I need to be able to
> draw on what ever I cover it with, although I guess I could draw on the
> bare aluminum first and then coat it with something transparent.
>
> Any ideas?
Masking tape.
Sam Buchanan
________________________________________________________________________________
| From: | Dave Nellis <truflite(at)yahoo.com> |
| Subject: | Re: "putting back" the vinyl |
Sam has good idea. But to better it that idea, use
blue painter's masking tape. It has lighter tack and
won't leave a glue residue if left on for a long time.
Dave
--- Sam Buchanan wrote:
>
>
> sarg314 wrote:
>
> >
> > I'll be cutting/drilling my panel soon. It
> doesn't have any protective
> > vinyl on it (if indeed it ever did). Is there
> any way I can protect
> > the surface from scratching while I work on it? I
> need to be able to
> > draw on what ever I cover it with, although I
> guess I could draw on the
> > bare aluminum first and then coat it with
> something transparent.
> >
> > Any ideas?
>
>
>
> Masking tape.
>
> Sam Buchanan
>
>
>
>
> browse
> Subscriptions page,
> FAQ,
>
>
> Admin.
>
>
>
>
>
>
>
>
>
>
>
__________________________________________________
________________________________________________________________________________
| From: | sarg314 <sarg314(at)comcast.net> |
| Subject: | vetterman exhaust, RV-6A with 0-360 |
I'm trying to get my exhaust to fit with the cowl - clearance between
heat muff (on the right side of plane) and the lower cowl is an issue.
When I get the pipes twisted around so that they
1) give me the best clearance between heat muff & cowl and ehxhaust pipe
& engine mount
2) exit the cowl scoop pretty well parallel to the long axis of the
plane as seen from looking up laying underneath it,
the right one is angled down a lot more than the left one. Left one
(which has lots of clearance) is about 25 deg. rel. to bottom of
fuselage, right one is about 40 deg. Is this normal?
The end of the right pipe sticks down about 2.5" below the ram scoop
while the left one stick down about 1.5". My recollection is that RV's
usually have some assymmetry in this respect.
Or, have I just got it adjusted wrong?
-
Tom Sargent
________________________________________________________________________________
| From: | FLYaDIVE(at)aol.com |
| Subject: | Re: vetterman exhaust, RV-6A with 0-360 |
In a message dated 6/25/06 6:33:24 PM Eastern Daylight Time,
sarg314(at)comcast.net writes:
> 2) exit the cowl scoop pretty well parallel to the long axis of the
> plane as seen from looking up laying underneath it,
>
> the right one is angled down a lot more than the left one. Left one
> (which has lots of clearance) is about 25 deg. rel. to bottom of
> fuselage, right one is about 40 deg. Is this normal?
>
> The end of the right pipe sticks down about 2.5" below the ram scoop
> while the left one stick down about 1.5". My recollection is that RV's
> usually have some assymmetry in this respect.
> Or, have I just got it adjusted wrong?
> -
> Tom Sargent
=======================
Tom:
You are correct. I have the same problem ... right one is lower than the
left. I also have been fighting CO in the cabin. I tried what I believe is very
thing ... Until I came up with a solution. I added extensions with a
downward bend and a baloney cut to the exhaust. This reduced the CO to ZERO.
But, the right side is still lower than the left.
Barry
"Chop'd Liver"
________________________________________________________________________________
| From: | sarg314 <sarg314(at)comcast.net> |
| Subject: | Re: vetterman exhaust, RV-6A with 0-360 |
FLYaDIVE(at)aol.com wrote:
>
>In a message dated 6/25/06 6:33:24 PM Eastern Daylight Time,
>sarg314(at)comcast.net writes:
>
>
>
>>2) exit the cowl scoop pretty well parallel to the long axis of the
>> plane as seen from looking up laying underneath it,
>>
>> the right one is angled down a lot more than the left one. Left one
>> (which has lots of clearance) is about 25 deg. rel. to bottom of
>> fuselage, right one is about 40 deg. Is this normal?
>>
>> The end of the right pipe sticks down about 2.5" below the ram scoop
>> while the left one stick down about 1.5". My recollection is that RV's
>> usually have some assymmetry in this respect.
>> Or, have I just got it adjusted wrong?
>> -
>> Tom Sargent
>>
>>
>=======================
>Tom:
>
>You are correct. I have the same problem ... right one is lower than the
>left. I also have been fighting CO in the cabin. I tried what I believe is very
>thing ... Until I came up with a solution. I added extensions with a
>downward bend and a baloney cut to the exhaust. This reduced the CO to ZERO.
>
>But, the right side is still lower than the left.
>
>Barry
>"Chop'd Liver"
>
>
Barry:
Interesting. Which way was the cut? Was it horizontal or vertical?
--
Tom S.
________________________________________________________________________________
| From: | FLYaDIVE(at)aol.com |
| Subject: | Re: vetterman exhaust, RV-6A with 0-360 |
In a message dated 6/25/06 7:21:12 PM Eastern Daylight Time,
sarg314(at)comcast.net writes:
> Barry:
> Interesting. Which way was the cut? Was it horizontal or vertical?
> --
> Tom S.
==========================
Tom:
HORIZONTAL and parallel to the ground in a S&L flight ... I'm an RV-6 ;-)
I really had to get the exhaust down and into the air-stream. It was being
sucked in at points I could not find. I did seal off the flap area, wing root,
and added a scupper in the tail. NO great improvement. But when I added the
extensions .. WOW Z E R O CO!
Barry
"Chop'd Liver"
________________________________________________________________________________
| From: | Bob Snedaker <imfairings(at)cox.net> |
| Subject: | RV 10 main intersection fairins ready |
They can be ordered on my web site: www.fairinga-etc.com.
Costs are:
Upper Main Intersection Fairings (one set) $120
Lower Main Intersection Fairings (one set) $130
Please shipping/handling and sales tax where applicable.
Thanks for your support.
--
Sincerely,
Bob Snedaker
Fairings-Etc
PO Box 5488
Goodyear, AZ 85338
623 203 9795
--
Sincerely,
Bob Snedaker
Fairings-Etc
PO Box 5488
Goodyear, AZ 85338
623 203 9795
________________________________________________________________________________
| From: | "Jim Jewell" <jjewell(at)telus.net> |
| Subject: | Re: "putting back" the vinyl |
Hi,Tom,
I used 2" wide masking tape on mine. I drew a grid of one inch squares on
the tape over the whole panel that was quite helpful during layout and
cutting process.
Jim in Kelowna
----- Original Message -----
Sent: Sunday, June 25, 2006 12:31 PM
>
> I'll be cutting/drilling my panel soon. It doesn't have any protective
> vinyl on it (if indeed it ever did). Is there any way I can protect the
> surface from scratching while I work on it? I need to be able to draw on
> what ever I cover it with, although I guess I could draw on the bare
> aluminum first and then coat it with something transparent.
>
> Any ideas?
> --
> Tom Sargent, RV-6A
>
>
> http://www.matronics.com/Navigator?RV-List
> http://wiki.matronics.com
>
>
>
________________________________________________________________________________
| From: | "Steven DiNieri" <capsteve(at)adelphia.net> |
| Subject: | "putting back" the vinyl |
I've used shelfliner "contact paper" from wally world that has "post it"
type adhesive to protect any painted surfaces I work near. Its easily
removed and has a descent thickness to prevent booboo's.
Steve
capsteve(at)adelphia.net
40205
-----Original Message-----
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Jim Jewell
Sent: Sunday, June 25, 2006 9:56 PM
Hi,Tom,
I used 2" wide masking tape on mine. I drew a grid of one inch squares on
the tape over the whole panel that was quite helpful during layout and
cutting process.
Jim in Kelowna
----- Original Message -----
Sent: Sunday, June 25, 2006 12:31 PM
>
> I'll be cutting/drilling my panel soon. It doesn't have any protective
> vinyl on it (if indeed it ever did). Is there any way I can protect the
> surface from scratching while I work on it? I need to be able to draw on
> what ever I cover it with, although I guess I could draw on the bare
> aluminum first and then coat it with something transparent.
>
> Any ideas?
> --
> Tom Sargent, RV-6A
>
>
> http://www.matronics.com/Navigator?RV-List
> http://wiki.matronics.com
>
>
>
--
--
________________________________________________________________________________
| From: | Wheeler North <wnorth(at)sdccd.edu> |
Well,
I haven't had much chance to speak to this much due to an unusual bunch of
stuff to do, but I've been flying the Trio altitude hold version 2 for a
while now, fine tuning a few of the safety features of it.
Wow, what a neat upgrade to an already awesome system. Having vertical speed
management is way cool. Just tick the encoder and rotate to the VS you want
and pop the go button and the VSI locks onto that number.
I never realized how quickly I get bored with 300 fpm and add power for a
rocket rise. But this deal makes it really easy to "manage" a proper climb
to cruise or an approach.
I'm not really an IFR person, and certainly don't recommend hard IFR with a
non-certified unit, but this thing stays pegged to the approach plate using
its numbers.
There are some neat safety features like min and max airspeed settings one
can capture. When these are hit the unit will give up on sustained altitude
and prevent the airspeed exceptions. The low speed thought is if one does
pass out and fly until no fuel then the unit will start into a slow speed
descent rather than allowing a stall.
Their units also have a number of places where they can be customized in
various settings like differing gains for the different modes of operation,
and dead band, and a host of others. This is the same philosphy used in
their autopilot which can be equally fine tuned if one so desires.
That said, while I played with all of these, a lot, just to see what did
what and how we could get it to operate the smoothest between descents,
climbs, holds, and turns, in both minimum and maximum conditions the truth
is our final results were pretty close to their defaults so most will not
have to tweek it much, if any.
Under most conditions it holds within 20 ft. At worst case I set up a 2000
fpm blast downhill and popped the hold on and it recovers within 40 to 60 ft
and gently returns the plane to the "set" altitude.
The encoder can still be adjusted in hold to compensate for pressure
changes. The unit does require that Pitot and Static are run to it for the
safety features of it to be functional, and they must be functional or it
won't let you play spin the bottle.
Installation is a breeze in most RVs as they have some neat kits for this,
although one can't avoid the trip back into the tail cone section for half a
day or so...
The other neat feature is it will drive the pitch trim motor to keep the
trim matched to the current airspeed. This is really cool when one goes to
disengage after slowing down quite a bit for a final approach. Of course
this only works for those with electric trim. As well it can be used in
conjunction with your existing trim operations with the use of a relay.
All in all this is a great product in its first form, and it is an even
better product in this next enhanced version.
(I would also add that the two versions are more than just software
different, they need some extra components in the main brain box as well as
a few software tweeks to the others.)
And to the list police I do not work for the three pros from Dover, nor do I
make a dime off of those tightwads... (OK, I lied, they are prodisiously
generous and are adamant about helping with my fuel costs on some of the
debugging flights we've done. And they do occasionally attept to poison me
with a special blend of the the Navy's finest South Pole, heart popping
black tar java, which doubles as a wonderful fuel tank sealant as well as
eliminating any remote need for those delighful Ex-lax products.)
And finally, to those who wish to debate Trio vs their competitors issues
I'm not up to going there. I personally feel the Trio units have enough more
useful features for an equal cost value that it's a no brainer for me.
W
________________________________________________________________________________
| From: | Paul Besing <pbesing(at)yahoo.com> |
| Subject: | Re: RV 10 main intersection fairins ready |
Bob, you had a typo below for your website. I'm
assuming you wanted them to go to www.fairings-etc.com
Paul Besing
--- Bob Snedaker wrote:
>
>
> They can be ordered on my web site:
> www.fairinga-etc.com.
>
> Costs are:
> Upper Main Intersection Fairings (one set) $120
> Lower Main Intersection Fairings (one set) $130
>
> Please shipping/handling and sales tax where
> applicable.
>
> Thanks for your support.
> --
> Sincerely,
> Bob Snedaker
> Fairings-Etc
> PO Box 5488
> Goodyear, AZ 85338
> 623 203 9795
>
> --
> Sincerely,
> Bob Snedaker
> Fairings-Etc
> PO Box 5488
> Goodyear, AZ 85338
> 623 203 9795
>
>
>
>
> browse
> Subscriptions page,
> FAQ,
>
>
> Admin.
>
>
>
>
>
>
>
>
>
>
>
__________________________________________________
________________________________________________________________________________
| From: | "Bob Barrow" <bobbarrow10(at)hotmail.com> |
| Subject: | Nose fairing needs redesign |
There seems to be a blissly optimistic feeling out there that increasing the
fork bolt clearance on the RV7A, 8A, and 9A will provide increased nose gear
safety. However the nose fairing as supplied by Vans is still the original
one and does not have increased ground clearance (ie. it does not take
advantage of the increased fork clearance).
Some people have expressed an opinion that this arrangement is OK because
the fairing will disintegrate....maybe, but if that is the case it will most
likely be pushed back onto the tyre causing a braking action. On the other
hand if it doesn't disintegrate it will cause friction with the ground, also
causing a braking action. Either way it's bad news.
People should not underestimate the problem of the fairing bottoming out
and/or being pushed backwards into the tyre. It is well documented that many
RV(A)s have suffered nose gear failure simply from the tyre having
insufficient clearance from the fairing. In one well known instance a pilot
had a collapsed nose gear on his very first take-off run due to insufficient
tyre clearance. Van himself has cautioned about the intrinsic risk of
fairing to tyre contact resulting in nose gear failure.
The current Vans nose gear design has very little structural redundancy but
a fairing with greater ground clearance would certainly provide for a better
margin of safety.
>From: N67BT(at)aol.com
>Reply-To: rv-list(at)matronics.com
>To: rv-list(at)matronics.com
>Subject: RV-List: Van's newest nose wheel fork
>Date: Sat, 24 Jun 2006 19:00:37 EDT
>
>Tri gear RVers,
>
>I just finished changing out my original nose wheel fork for the smaller
>version from Van's. I will be operating off of a somewhat uneven strip so
>I
>wanted more ground clearance. Also, I'm using a heavy engine and this
>conversion will be about 3 pounds lighter than the old setup. For my
>situation, it
>was well worth the expense and effort.
>
>A comparison photo is posted on my web site for you interested nose
>dragger
>types.
>
>http://users.aol.com/n67bt (scroll down to fifth photo)
>
>Bob Trumpfheller
>RV7A N67BT Not yet flying
>Preparation for paint
>
>
_________________________________________________________________
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________________________________________________________________________________
| From: | "smittysrv" <smitty(at)smittysrv.com> |
| Subject: | Is there such a thing as too much proseal? |
My father taught me well. "If a little does a good job, a lot has to be better!".
I'm concerned that I am putting too much proseal on my tank parts, mostly from
fear and paranoia about leaks. Comments welcome!
--------
Smittys RV-9A
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=43073#43073
________________________________________________________________________________
| From: | "Bob Collins" <bcollinsrv7a(at)comcast.net> |
| Subject: | Is there such a thing as too much proseal? |
//My father taught me well. "If a little does a good job, a lot has to be
better!". I'm concerned that I am putting too much proseal on my tank parts,
mostly from fear and paranoia about leaks. Comments welcome!
I went through two cans of ProSeal on my tanks because I used the Orndorff
method (ProSeal is cheap, use a LOT). He probably got it from your dad.
Tanks didn't leak. Goal met.
________________________________________________________________________________
| From: | Fiveonepw(at)aol.com |
| Subject: | Re: Is there such a thing as too much proseal? |
In a message dated 6/26/06 7:01:05 AM Central Daylight Time,
smitty(at)smittysrv.com writes:
> I'm concerned that I am putting too much proseal on my tank parts, mostly
> from fear and paranoia about leaks. Comments welcome!
>>>>
I've heard some builders being concerned about too much proseal adding too
much weight- my philosophy is if it starts taking away fuel capacity, you might
want to back off a bit...
"Liberal" here is a good thing, regardless of societal leanings. A few
ounces extra vs. hassling with leaks, take yer pick! Just repeat the mantra:
"clean, clean, clean" before slopping the stuff on.
Mark Phillips - N51PW "Mojo" RV-6A, 330 leak-free hours
________________________________________________________________________________
| From: | FLYaDIVE(at)aol.com |
| Subject: | Re: Is there such a thing as too much proseal? |
In a message dated 6/26/06 8:01:05 AM Eastern Daylight Time,
smitty(at)smittysrv.com writes:
> My father taught me well. "If a little does a good job, a lot has to be
> better!". I'm concerned that I am putting too much proseal on my tank
parts,
> mostly from fear and paranoia about leaks. Comments welcome!
===============================
Well, Daddy was wrong. Follow the directions. You DO want enough to form
fillets BUT you do not want layers.
You do want enough so that when you tighten down the inspection hatches and
set the rivets it squeezes out. But you do not want bulges.
Don't forget there are two versions of ProSeal ... 20 OUNCE and 20 POUND.
The OUNCE version is used to seal inspection hatches. The POUND version is used
to make structural seals. Both versions come in different cure times. I
highly recommend the 2 Hour (SLOW) cure.
Again ... DO NOT LAYER the ProSeal.
Barry
"Chop'd Liver"
________________________________________________________________________________
| From: | "Charles Heathco" <cheathco(at)cox.net> |
| Subject: | O-320 E2A for sale |
Hiya gang, I found a very low time E2C which Im installing this week/ I
am selling my timed out engine which runs like a top, *00 hr jugs, good
compr and no leaks, burns less oil than avg. $5000 charlie Heathco
cheathco(at)cox.net
________________________________________________________________________________
| From: | Rick Galati <rick6a(at)yahoo.com> |
| Subject: | Chances are..... |
Listers,
Oftentimes a weather report or outlook will include wording something similar
to this....."a 40% chance of thunderstorms occurring." My question is this.
What does a "40% chance" actually mean? By my (always suspect) reasoning, I've
long thought it meant something along these lines: Under similiar atmospheric
conditions, thunderstorms have developed 40% of the time. Is this or is
this not an accurate opinion?
Also on a non RV related note......You read that it was a "3" alarm or a "4"
alarm fire. What do the number of alarms reported really mean?
Rick Galati RV-6A "Darla"
________________________________________________________________________________
| From: | "Lloyd, Daniel R." <LloydDR(at)wernerco.com> |
| Subject: | Chances are..... |
out of 10 tens it will rain.
Number of Alarms means that if you have a 4 alarm fire, that they
required the number of people from 4 fire stations to respond to control
the fire. Depending on the size, locale, and conditions, a certain
number of trucks/Firemen will be required, the larger the fire, or the
worse the conditions, the more people and equipment required to control
it, Hence the number of alarms equals the number of stations responding
to the call.
Dan
40269 RV10E
(N289DT)
_____
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Rick Galati
Sent: Monday, June 26, 2006 10:17 AM
Listers,
Oftentimes a weather report or outlook will include wording something
similar to this....."a 40% chance of thunderstorms occurring." My
question is this. What does a "40% chance" actually mean? By my (always
suspect) reasoning, I've long thought it meant something along these
lines: Under similiar atmospheric conditions, thunderstorms have
developed 40% of the time. Is this or is this not an accurate opinion?
Also on a non RV related note......You read that it was a "3" alarm or a
"4" alarm fire. What do the number of alarms reported really mean?
Rick Galati RV-6A "Darla"
________________________________________________________________________________
| From: | "Michael Hudson" <hudzilla(at)gmail.com> |
| Subject: | Re: Chances are..... |
Good, got the statistics covered now on to the Alarm question.
An "Alarm" in this context is a description of a first response of a
standard force to handle "the situation". When multiple alarms are called
they represent a graduation of response and among fire service folks are
often refered to as "yard sales" or "reunions" due to the tendancy for large
ammounts of equipment littering the area and getting to see fineman from
stations a districs you don't normally see. The responses are widly
different among different districts. What a rural district would call a 3
alarm, a city district might a single. There is no set specification. I
used to work with a chief that would call a second alarm on car accidents.
Maybe the flares worried him...
On 6/26/06, Rick Galati wrote:
>
> Listers,
>
> Oftentimes a weather report or outlook will include wording something
> similar to this....."a * 40% chance* of thunderstorms occurring." My
> question is this. What does a "40% chance" actually mean? By my (always
> suspect) reasoning, I've long thought it meant something along these
> lines: Under similiar atmospheric conditions, thunderstorms have developed
> 40% of the time. Is this or is this not an accurate opinion?
>
> Also on a non RV related note......You read that it was a "3" alarm or a
> "4" alarm fire. What do the number of alarms reported *really* mean?
>
> Rick Galati RV-6A "Darla"
>
________________________________________________________________________________
| From: | Bob Snedaker <imfairings(at)cox.net> |
| Subject: | RV Fiberglass Fairings for the 10 |
After many requestsn the upper and lower main intersection fairings are now available
for the RV-10.
Prices as follows:
Upper Main Intersection Fairings (one set) $120
Lower Main Intersection Fairings (one set) $130
Plus shipping and handling and sales tax where applicable
Fairings-Etc
Bob Snedaker
bob@fairings-etc.com
www.fairings-etc.com
623-203-9795
--
Sincerely,
Bob Snedaker
Fairings-Etc
PO Box 5488
Goodyear, AZ 85338
623 203 9795
________________________________________________________________________________
| From: | Bob Snedaker <imfairings(at)cox.net> |
| Subject: | Re: RV 10 main intersection fairins ready |
thanks Paul
--
Sincerely,
Bob Snedaker
Fairings-Etc
PO Box 5488
Goodyear, AZ 85338
623 203 9795
---- Paul Besing wrote:
>
> Bob, you had a typo below for your website. I'm
> assuming you wanted them to go to www.fairings-etc.com
>
> Paul Besing
>
>
>
> --- Bob Snedaker wrote:
>
> >
> >
> > They can be ordered on my web site:
> > www.fairinga-etc.com.
> >
> > Costs are:
> > Upper Main Intersection Fairings (one set) $120
> > Lower Main Intersection Fairings (one set) $130
> >
> > Please shipping/handling and sales tax where
> > applicable.
> >
> > Thanks for your support.
> > --
> > Sincerely,
> > Bob Snedaker
> > Fairings-Etc
> > PO Box 5488
> > Goodyear, AZ 85338
> > 623 203 9795
> >
> > --
> > Sincerely,
> > Bob Snedaker
> > Fairings-Etc
> > PO Box 5488
> > Goodyear, AZ 85338
> > 623 203 9795
> >
> >
> >
> >
> > browse
> > Subscriptions page,
> > FAQ,
> >
> >
> > Admin.
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
> __________________________________________________
>
>
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | John Huft <rv8(at)lazy8.net> |
| Subject: | Re: Chances are..... |
What usually happens it that the forecast (guess) will say "chance of
rain is 40% this morning, 60% this afternoon, and 30% this evening".
This means a total chance of 130%, so you might as well get a hotel room
and wait for morning to head home.
John
Rick Galati wrote:
> Listers,
>
> Oftentimes a weather report or outlook will include wording something
> similar to this....."a _ 40% chance_ of thunderstorms occurring." My
> question is this. What does a "40% chance" actually mean? By my
> (always suspect) reasoning, I've long thought it meant something
> along these lines: Under similiar atmospheric conditions,
> thunderstorms have developed 40% of the time. Is this or is this not
> an accurate opinion?
>
> Also on a non RV related note......You read that it was a "3" alarm or
> a "4" alarm fire. What do the number of alarms reported _really_ mean?
>
> Rick Galati RV-6A "Darla"
________________________________________________________________________________
| From: | sarg314 <sarg314(at)comcast.net> |
| Subject: | Bendix King KT-76C for sale |
If you'll forgive the shameless commerce....
I have a King KT-76C that I bought from another builder in 1999. It has
been on my shelf ever since. It was "yellow tagged" on June 24, 1999. I
have taken it out of the box a time or two, but never installed it or
powered it up.
It comes complete with a mounting tray, a hardware kit for making
cables, plus an installation manual and the 8130-3 airworthiness form,
and a form from The Allied Signal repair station in Olathe, KS,
documenting that it was "repaired, aligned and tested per
006-15545-0001. " It looks brand new - no wear on the buttons, no
scratches on the face plate, etc. Neat.
I have decided to go with an all Garmin stack.
I'm offering this to my fellow listers for $1000. A brand new KT-76C
will cost you twice that much. I'll pay domestic shipping (I'm in
Tucson, AZ).
--
Tom Sargent, RV-6A
________________________________________________________________________________
| From: | "c.ennis" <c.ennis(at)insightbb.com> |
| Subject: | Re: vetterman exhaust, RV-6A with 0-360 |
Tom,
I used piccalo pipes, extends the exhaust and makes the exhaust "song' a
bit more tolerable.
Charlie,
RV-6A
----- Original Message -----
Sent: Sunday, June 25, 2006 5:44 PM
>
> In a message dated 6/25/06 6:33:24 PM Eastern Daylight Time,
> sarg314(at)comcast.net writes:
>
>> 2) exit the cowl scoop pretty well parallel to the long axis of the
>> plane as seen from looking up laying underneath it,
>>
>> the right one is angled down a lot more than the left one. Left one
>> (which has lots of clearance) is about 25 deg. rel. to bottom of
>> fuselage, right one is about 40 deg. Is this normal?
>>
>> The end of the right pipe sticks down about 2.5" below the ram scoop
>> while the left one stick down about 1.5". My recollection is that RV's
>> usually have some assymmetry in this respect.
>> Or, have I just got it adjusted wrong?
>> -
>> Tom Sargent
> =======================
> Tom:
>
> You are correct. I have the same problem ... right one is lower than the
> left. I also have been fighting CO in the cabin. I tried what I believe
> is very
> thing ... Until I came up with a solution. I added extensions with a
> downward bend and a baloney cut to the exhaust. This reduced the CO to
> ZERO.
>
> But, the right side is still lower than the left.
>
> Barry
> "Chop'd Liver"
>
>
>
________________________________________________________________________________
| From: | "Tim Nash" <tim.nash3(at)verizon.net> |
Found this site and thought it might be of interest for those looking
for a 4 cyl Subaru alternative. Anyone have any experience with this
outfit?
http://ramengines.com/_wsn/page5.html
________________________________________________________________________________
| From: | Danny Lawhon <dlawhon(at)yahoo.com> |
| Subject: | Re: Bendix King KT-76C for sale |
i might be needing the transponder
--- owner-rv-list-server(at)matronics.com
wrote:
>
> If you'll forgive the shameless commerce....
>
> I have a King KT-76C that I bought from another
builder in 1999. It has
> been on my shelf ever since. It was "yellow tagged"
on June 24, 1999. I
> have taken it out of the box a time or two, but
never installed it or
> powered it up.
>
> It comes complete with a mounting tray, a hardware
kit for making
> cables, plus an installation manual and the 8130-3
airworthiness form,
> and a form from The Allied Signal repair station in
Olathe, KS,
> documenting that it was "repaired, aligned and
tested per
> 006-15545-0001. " It looks brand new - no wear on
the buttons, no
> scratches on the face plate, etc. Neat.
>
> I have decided to go with an all Garmin stack.
>
> I'm offering this to my fellow listers for $1000.
A brand new KT-76C
> will cost you twice that much. I'll pay domestic
shipping (I'm in
> Tucson, AZ).
>
> --
> Tom Sargent, RV-6A
>
>
>
>
>
browse
Subscriptions page,
FAQ,
>
>
Admin.
>
>
>
>
>
>
>
>
>
>
__________________________________________________
________________________________________________________________________________
| From: | cecilth(at)juno.com |
| Subject: | Re: Chances are..... |
In my mind I picture this.
You have a county size piece of land.
You have several thunder cells and say they are a half mile in diamiter.
They are moving at say 5 miles an hour across the county.
Each one cuts a halfmile wide swath across the county.
Depending on how many "swaths" there are you would have a 20%, 40%, 50%,
60%, 80% chance of getting wet
Thats my mental picture, others may have different pictures.
Mine is a small mind.
Cecil
writes:
> Listers,
>
> Oftentimes a weather report or outlook will include wording
> something similar to this....."a 40% chance of thunderstorms
> occurring." My question is this. What does a "40% chance" actually
> mean? By my (always suspect) reasoning, I've long thought it meant
> something along these lines: Under similiar atmospheric conditions,
> thunderstorms have developed 40% of the time. Is this or is this
> not an accurate opinion?
>
> Also on a non RV related note......You read that it was a "3"
> alarm or a "4" alarm fire. What do the number of alarms reported
> really mean?
>
> Rick Galati RV-6A "Darla"
________________________________________________________________________________
| From: | "Szantho B. Szantho" <jszantho(at)gmail.com> |
A builder friend told me to use tite-seal for the AN fittings on my engine
block that connects to the various hose end fittings (oil cooler, oil
pressure, etc.). Is this the best way to go and if it is would you use the
medium or light weight tite-seal? Any other suggestions? Is temperature an
issue here as far as the tite-seal is concerned? I want to install some of
these fittings before I mount the engine (Thursday). Your help is very much
appreciated.
John Szantho
RV9-A Firewall Forward
________________________________________________________________________________
| From: | Charlie Kuss <chaztuna(at)adelphia.net> |
John
Tite Seal or Liquid Teflon Tape are excellent sealants to be used
on the pipe thread end of AN fittings. I like to apply a small amount
of NeverSeize to the male threads which the B nut screws onto. This
prevents galling of these threads during assembly.
Charlie Kuss
>A builder friend told me to use tite-seal for the AN fittings on my
>engine block that connects to the various hose end fittings (oil
>cooler, oil pressure, etc.). Is this the best way to go and if it is
>would you use the medium or light weight tite-seal? Any other
>suggestions? Is temperature an issue here as far as the tite-seal is
>concerned? I want to install some of these fittings before I mount
>the engine (Thursday). Your help is very much appreciated.
>John Szantho
>RV9-A Firewall Forward
>
________________________________________________________________________________
| From: | Charlie Kuss <chaztuna(at)adelphia.net> |
| Subject: | Intercom CAD file wanted |
Listers,
I'm wiring up my Flightcom 403d intercom on my RV-8A project. I'd
like to thank Pete Howell for his tips on adding additional aux
inputs to this intercom. I called Flightcom's tech support earlier
today. I asked if they had a CAD drawing of the wiring schematic
(exterior wiring) of this intercom. I was hoping that I could start
with their generic drawing and modify it to show my system.
Unfortunately, the tech looked on their server but couldn't find a
CAD based drawing.
Does anyone have a CAD file of their intercom that they would be
willing to share? I'd be happy to trade CAD schematics, as I've
already diagrammed most of the circuits on my 8A.
Charlie Kuss
________________________________________________________________________________
| From: | "Dale Ensing" <densing(at)carolina.rr.com> |
| Subject: | Checking air in tires |
As many of you know some of the aircraft tires and tubes need frequent
checking for correct air pressure. With wheel fairings installed that
job is not done quickly or easily.
Found a 6 inch flexible rubber extension for checking air pressure in
tires that makes the job a bit easier when wheel fairings are installed.
The extension is sold at NAPA stores, and others I'm sure, for
connections to the inner tire on a dual wheel arrangement for trucks. I
had been using a 6 inch straight steel adapter sold by one of the tool
suppliers to the RV crowd, that required rather precise alignment of the
tire valve with the port in the wheel fairing to get the adapter on the
valve. Which is a chore when doing this alone. The flexible extension
doesn't require as precise alignment and with a mark on the tire showing
the valve location it is working much better.
Dale Ensing
________________________________________________________________________________
| From: | Ron Lee <ronlee(at)pcisys.net> |
| Subject: | Lowering high CHT and oil temps |
When I mentioned recently that opening the lower cowl by the
exhaust pipes and adding louvers lowered oil temps I did not
remember that it also lowered CHTs as well. That makes sense
because better air flow through the oil cooler should also mean
better airflow though the cylinder fins areas. I used to have to manage
CHT during initial climbout on warm/hot days but no more.
Ron Lee
________________________________________________________________________________
| From: | "Tim Bryan" <flyrv6(at)bryantechnology.com> |
| Subject: | GPS to Trio autopilot delima |
I have added a trio to my RV-6 and ran a wire from the trio to the vicini
ty
of the GPS (GX-60 with MX-20). The problem is my panel was wired up
proffessionally on the bench and the wires are all neatly tied and it is
real nice. I can't tell which wire is the one I am needing to cut and ti
e
into. I really hate to cut this bundle all up.
I know which pin # it is on the GX-60 and on the MX-20. I do not have th
e
confidence to tear into this. I hear people on this list talk about this
like it is a simple thing. What do you all know that I don't? If I pull
the radio out of it's box, would I be able to see the back and pull on a
wire?
Tim
N616TB RV-6
Bend, Or.
________________________________________________________________________________
| From: | "Ralph E. Capen" <recapen(at)earthlink.net> |
| Subject: | Re: GPS to Trio autopilot delima |
--- MIME Errors - No Plain-Text Section Found ---
A message with no text/plain MIME section was received.
The entire body of the message was removed. Please
resend the email using Plain Text formatting.
HOTMAIL is notorious for only including an HTML section
in their client's default configuration. If you're using
HOTMAIL, please see your email application's settings
and switch to a default mail option that uses "Plain Text".
--- MIME Errors No Plain-Text Section Found ---
________________________________________________________________________________
| From: | joelrhaynes(at)aol.com |
AB-DAR George Hanna flew from Colorado to Bozeman in is RV-6 yesterday to do the
inspection on my 7A (He is the closest DAR to Montana). Believe it or not the
FSDO in Helena needed 3-6 months to do my inspection. After 5 years and 2 months
of building, head scratching and the occasional cursing I said, "Forget
that!" So I hired George to fly up and do the deed. After two hours of poring
over the airplane he finally gave up trying to find something wrong.
This morning I proved the point that large sums of cash can make 1070 lbs. of aluminum,
fiber glass and steel fly under its own power. She handled well and
a small amount of aileron trim allowed her to fly hands-off. I have some high
oil temps (235) so I definitely need to work on directing better air flow through
the cooler. CHT's stabilized around 400 which is also a little on the high
side but it is a new engine running straight mineral oil. The airplane is
equiped with an 0-360-A2A from AeroSport Power and an 85 inch pitch Sensenich
cruise prop. Despite the warm temps and 5000 ft field elevation, takeoff performance
with the cruise prop was no problem. I know I need to run it hard the
first few hours to seat the rings but because of the higher temps I had throttled
back to 2200 to 2300 and was still showing 140 kts on the GPS without gear
leg fairings or wheel pants. After some tweaking under the cowling I'll see
if I can run it harder and still keep the temps reaso
nable. Any advice on CHT and oil temp control is welcome.
Only 39.5 Phase I hours to go before Oshkosh.
Joel Haynes
Bozeman, MT
N557XW Flyin' and Grinnin'
________________________________________________________________________
________________________________________________________________________________
| From: | "Jeff Dowling" <shempdowling2(at)earthlink.net> |
| Subject: | Re: N557XW Flies |
Alls it takes is about another 100 hours of messing around with your
baffling and oil cooler setup to get this fixed! Dont ask :)
Shemp/Jeff Dowling
RV-6A, N915JD
295 hours
Chicago/Louisville
----- Original Message -----
From: joelrhaynes(at)aol.com
To: rv-list(at)matronics.com
Sent: Wednesday, June 28, 2006 12:25 PM
Subject: RV-List: N557XW Flies
AB-DAR George Hanna flew from Colorado to Bozeman in is RV-6 yesterday
to do the inspection on my 7A (He is the closest DAR to Montana).
Believe it or not the FSDO in Helena needed 3-6 months to do my
inspection. After 5 years and 2 months of building, head scratching and
the occasional cursing I said, "Forget that!" So I hired George to fly
up and do the deed. After two hours of poring over the airplane he
finally gave up trying to find something wrong.
This morning I proved the point that large sums of cash can make 1070
lbs. of aluminum, fiber glass and steel fly under its own power. She
handled well and a small amount of aileron trim allowed her to fly
hands-off. I have some high oil temps (235) so I definitely need to
work on directing better air flow through the cooler. CHT's stabilized
around 400 which is also a little on the high side but it is a new
engine running straight mineral oil. The airplane is equiped with an
0-360-A2A from AeroSport Power and an 85 inch pitch Sensenich cruise
prop. Despite the warm temps and 5000 ft field elevation, takeoff
performance with the cruise prop was no problem. I know I need to run
it hard the first few hours to seat the rings but because of the higher
temps I had throttled back to 2200 to 2300 and was still showing 140 kts
on the GPS without gear leg fairings or wheel pants. After some
tweaking under the cowling I'll see if I can run it harder and still
keep the temps reasonable. Any advice on CHT and oil temp contro l is
welcome.
Only 39.5 Phase I hours to go before Oshkosh.
Joel Haynes
Bozeman, MT
N557XW Flyin' and Grinnin'
-------------------------------------------------------------------------
-----
________________________________________________________________________________
| From: | Jeff Point <jpoint(at)mindspring.com> |
| Subject: | Re: N557XW Flies |
Congratulations!
On the oil temp, the first thing I would do (if you haven't already) is
calibrate the oil temp probe in some boiling water, to make sure it is
accurate. Beyond that, we'll need some more details on your cooling
setup to troubleshoot.
Jeff Point
RV-6
Milwaukee
> ------------------------------------------------------------------------
________________________________________________________________________________
| From: | "Michael Hudson" <hudzilla(at)gmail.com> |
| Subject: | Introducing a new builder |
Hello there list folk. I have just started building an RV-9A and have my
web site is up. I welcome all comments and cautions. I'm presently working
on my Horizontal Stabilizer and have built a gyrocopter before this
project. Yes, I know that gyros are considered a bit of a perversion but
please know I'm a fixed wing kind of guy with this one oddness...
Michael Hudson
Portland, Oregon
www.N669RV.com
________________________________________________________________________________
| From: | "RV6 Flyer" <rv6_flyer(at)hotmail.com> |
| Subject: | GPS to Trio autopilot delima |
You need to get to the rear of the GX60 to remove the pin from the
connector. I had to cut into some of the ties holding my wires together to
get the the pin in the connector. I used a pin (contact) removal tool that
I purchased from Stein Air to remove contact #5 from the connector. I then
fabricated a "Y" adapter with male and female contacts to splice into the
wire. I have the connector contacts, and tools to do this. I had the wire
from GX60 Pin 5 to the SL30 and the wire from Pin 20 running from the GPS to
the AP. The GX60 will only allow one of the serial ports to be programed as
MAP. MAP is what is needed for the Trio AP.
My Trio worked with the GPS signal right out of the box on a test before I
did the calibrations.
If you were local, I would lend a hand. This is something that if you are
not familiar with wiring connectors, could be over your head.
Gary A. Sobek
"My 72+ Flying Hours So. CA, USA
http://SoCAL_WVAF.rvproject.com
----Original Message Follows----
I have added a trio to my RV-6 and ran a wire from the trio to the vicinity
of the GPS (GX-60 with MX-20). The problem is my panel was wired up
proffessionally on the bench and the wires are all neatly tied and it is
real nice. I can't tell which wire is the one I am needing to cut and tie
into. I really hate to cut this bundle all up.
I know which pin # it is on the GX-60 and on the MX-20. I do not have the
confidence to tear into this. I hear people on this list talk about this
like it is a simple thing. What do you all know that I don't? If I pull
the radio out of it's box, would I be able to see the back and pull on a
wire?
Tim
N616TB RV-6
Bend, Or.
________________________________________________________________________________
| From: | Chuck <chuck515tigger(at)yahoo.com> |
| Subject: | Re: Introducing a new builder |
Caution: This RV-stuff is additive. Don't try this at home kids !
Michael Hudson wrote:
Hello there list folk. I have just started building an RV-9A and have my web
site is up. I welcome all comments and cautions. I'm presently working on my
Horizontal Stabilizer and have built a gyrocopter before this project. Yes,
I know that gyros are considered a bit of a perversion but please know I'm a
fixed wing kind of guy with this one oddness...
Michael Hudson
Portland, Oregon
www.N669RV.com
---------------------------------
Yahoo! Music Unlimited - Access over 1 million songs.Try it free.
________________________________________________________________________________
| From: | "Tony Marshall" <tony(at)lambros.com> |
| Subject: | Vinyl Pinstriping |
Does anyone have a supply source for small quantities of vinyl
pinstriping? By small quantities I mean 100 ft or so. I am looking for
Avery colors. Thanks for any help.
Tony Marshall
RV6
Polson, MT
________________________________________________________________________________
| From: | "LarryRobertHelming" <lhelming(at)sigecom.net> |
| Subject: | Re: Checking air in tires |
Dale, are you also able to add air using the flexible rubber extension?
I use the solid rigid extension you speak of and have to align the
valve quite precisely to get it to thread on as you have suggested.
Thanks. Larry in Indiana
----- Original Message -----
From: Dale Ensing
To: rvlist
Sent: Tuesday, June 27, 2006 7:19 PM
Subject: RV-List: Checking air in tires
As many of you know some of the aircraft tires and tubes need frequent
checking for correct air pressure. With wheel fairings installed that
job is not done quickly or easily.
Found a 6 inch flexible rubber extension for checking air pressure in
tires that makes the job a bit easier when wheel fairings are installed.
The extension is sold at NAPA stores, and others I'm sure, for
connections to the inner tire on a dual wheel arrangement for trucks. I
had been using a 6 inch straight steel adapter sold by one of the tool
suppliers to the RV crowd, that required rather precise alignment of the
tire valve with the port in the wheel fairing to get the adapter on the
valve. Which is a chore when doing this alone. The flexible extension
doesn't require as precise alignment and with a mark on the tire showing
the valve location it is working much better.
Dale Ensing
________________________________________________________________________________
| From: | "LarryRobertHelming" <lhelming(at)sigecom.net> |
| Subject: | Re: N557XW Flies |
Way to go Joel. Enjoy the flights and your plane. How is that grin
anyway?
You still have a lot of testing work to do during the next 39.5 hours
and if you are anything close to average, you will find some small set
backs as you progress through the testing. I hope you do not rush
through the 40 hours just putting on hours to just get r done. Review
the EAA materials and you will find lots of test flight stuff if you
need to take a look at it. Best wishes. ( There is always next year
for flying to O when it will be much safer for everyone.)
ON HEAT ISSUE: I had some debris between the fins on the cylinders near
the spark plugs that was not allowing air to pass through easily and had
to file/clean this away.
Larry in Indiana
----- Original Message -----
From: joelrhaynes(at)aol.com
To: rv-list(at)matronics.com
Sent: Wednesday, June 28, 2006 12:25 PM
Subject: RV-List: N557XW Flies
AB-DAR George Hanna flew from Colorado to Bozeman in is RV-6 yesterday
to do the inspection on my 7A (He is the closest DAR to Montana).
Believe it or not the FSDO in Helena needed 3-6 months to do my
inspection. After 5 years and 2 months of building, head scratching and
the occasional cursing I said, "Forget that!" So I hired George to fly
up and do the deed. After two hours of poring over the airplane he
finally gave up trying to find something wrong.
This morning I proved the point that large sums of cash can make 1070
lbs. of aluminum, fiber glass and steel fly under its own power. She
handled well and a small amount of aileron trim allowed her to fly
hands-off. I have some high oil temps (235) so I definitely need to
work on directing better air flow through the cooler. CHT's stabilized
around 400 which is also a little on the high side but it is a new
engine running straight mineral oil. The airplane is equiped with an
0-360-A2A from AeroSport Power and an 85 inch pitch Sensenich cruise
prop. Despite the warm temps and 5000 ft field elevation, takeoff
performance with the cruise prop was no problem. I know I need to run
it hard the first few hours to seat the rings but because of the higher
temps I had throttled back to 2200 to 2300 and was still showing 140 kts
on the GPS without gear leg fairings or wheel pants. After some
tweaking under the cowling I'll see if I can run it harder and still
keep the temps reasonable. Any advice on CHT and oil temp contro l is
welcome.
Only 39.5 Phase I hours to go before Oshkosh.
Joel Haynes
Bozeman, MT
N557XW Flyin' and Grinnin'
-------------------------------------------------------------------------
-----
________________________________________________________________________________
| From: | "LarryRobertHelming" <lhelming(at)sigecom.net> |
| Subject: | Re: Vinyl Pinstriping |
I bought mine by going to a graphics place recommended by a local auto
repair shop. They had all types of stuff and a computer to create just
about anything. Larry in Indiana
----- Original Message -----
From: Tony Marshall
To: rv-list(at)matronics.com
Sent: Wednesday, June 28, 2006 6:18 PM
Subject: RV-List: Vinyl Pinstriping
Does anyone have a supply source for small quantities of vinyl
pinstriping? By small quantities I mean 100 ft or so. I am looking for
Avery colors. Thanks for any help.
Tony Marshall
RV6
Polson, MT
________________________________________________________________________________
| From: | "JOHN STARN" <jhstarn(at)verizon.net> |
| Subject: | Re: Checking air in tires |
Next time your at Napa get a paint stick (we use yellow), rotate the
tire until you have the air fitting perfect alignment, put a thin
vertical line on the tire (rim to ground). KISS, next time, roll
airplane until yellow line is again vertical. Easy one man job. Do Not
Archive
PS: I have posted part#'s, photos in the archives years ago.
----- Original Message -----
From: LarryRobertHelming
To: rv-list(at)matronics.com
Sent: Wednesday, June 28, 2006 4:39 PM
Subject: Re: RV-List: Checking air in tires
Dale, are you also able to add air using the flexible rubber
extension? I use the solid rigid extension you speak of and have to
align the valve quite precisely to get it to thread on as you have
suggested. Thanks. Larry in Indiana
----- Original Message -----
From: Dale Ensing
To: rvlist
Sent: Tuesday, June 27, 2006 7:19 PM
Subject: RV-List: Checking air in tires
As many of you know some of the aircraft tires and tubes need
frequent checking for correct air pressure. With wheel fairings
installed that job is not done quickly or easily.
Found a 6 inch flexible rubber extension for checking air pressure
in tires that makes the job a bit easier when wheel fairings are
installed. The extension is sold at NAPA stores, and others I'm sure,
for connections to the inner tire on a dual wheel arrangement for
trucks. I had been using a 6 inch straight steel adapter sold by one of
the tool suppliers to the RV crowd, that required rather precise
alignment of the tire valve with the port in the wheel fairing to get
the adapter on the valve. Which is a chore when doing this alone. The
flexible extension doesn't require as precise alignment and with a mark
on the tire showing the valve location it is working much better.
Dale Ensing
________________________________________________________________________________
| From: | "Dale Ensing" <densing(at)carolina.rr.com> |
| Subject: | Re: Checking air in tires |
......... are you able to add air using the flexible rubber extension?
Yes, the ends are just like the ridget one. One end threads onto the
tire valve. The other end has a valve core fitting.
Dale
________________________________________________________________________________
| From: | "Dale Ensing" <densing(at)carolina.rr.com> |
| Subject: | Re: Checking air in tires |
....... put a thin vertical line on the tire (rim to ground).
Thanks John but I already have the tires marked for the valve location.
Still required small movements of the airplane to get the metal
extension on. The flexible extension just doesn't require the precise
alignment. Maybe your ports in the firings are bigger then mine.
Dale
________________________________________________________________________________
| From: | "Trevor Mills" <millstrj(at)ozemail.com.au> |
If anyone in the LA area would like a set of cowls for an RV8/IO360
going cheap !! please let me know.
Trevor Mills 80605
________________________________________________________________________________
| From: | "shirleyh" <shirleyh(at)oceanbroadband.net> |
| Subject: | Re: N557XW Flies |
Congratulations, Joel - isn't it a great feeling?! Regarding the cooling - I have
an 0-360 in my recently completed RV6 - operating in the warmth of Western
Australia. I'm not having any oil cooling problems at the moment - rather the
opposite! I installed a larger oil cooler than standard because I expected to
be operating in high temps. Now that winter is here I've had to tape over about
a third of the cooler to keep temps in the green. What size oil cooler have
you installed?
Shirley Harding
RV6 VH ASF Flying 10 hours
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=43698#43698
________________________________________________________________________________
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
Tony,
I have a small (very small) sign shop. I do mostly church signs, car
decals, etc. but I can help with N numbers or other vinyl signage needs
for your bird.
If you just need pinstriping... automotive paint supply stores have huge
selections.
Vince Frazier
3965 Caborn Road
Mount Vernon, IN 47620
812-464-1839 work
812-985-7309 home
F-1H Rocket, N540VF
http://vincesrocket.com/airplane%20junk.html
________________________________________________________________________________
| From: | "Charles Rowbotham" <crowbotham(at)hotmail.com> |
Joel,
CONGRATULATIONS and WELL DONE !!!
Chuck & Dave Rowbotham
RV-8A
>From: joelrhaynes(at)aol.com
>Subject: RV-List: N557XW Flies
>Date: Wed, 28 Jun 2006 13:25:19 -0400
>
>
>This morning I proved the point that large sums of cash can make 1070 lbs.
>of aluminum, fiber glass and steel fly under its own power. She handled
>well and a small amount of aileron trim allowed her to fly hands-off.
>Only 39.5 Phase I hours to go before Oshkosh.
>
>Joel Haynes
>Bozeman, MT
>N557XW Flyin' and Grinnin'
________________________________________________________________________________
| From: | "Dave Mader" <davemader(at)bresnan.net> |
Joel,
Congratulations on your first flight! Just for your info or anybody else in
your area, there is a DAR that lives in Greybull, Wyo. I believe he is the
only one in the state of Wyo. But he would be much closer than Colo.
His name is Tim Mikus and I'm sure he's in the book;. I had him do my
inspection in Jan. and he is a heck of a nice guy and did a good job, I
feel. I also have an RV-6 with 0-360 and Sensenich. My only complaint is
the fact the I can turn it almost 2900 rpm at wide open throttle. The
engine was built up by a guy in Colo. And he "tweaked" it a little bit.
Higher comp pistons, etc. I think I will leave it as is so I don't loose my
climb performance. Don't know what to tell you as far as temps go, other
than 400 is not bad considering a new engine and mineral oil. As far as
oil temp., maybe the larger Stewart Warner cooler? They seem to help most
guys when they go to it. Kind of pricey though. Anyway, congrats and have
fun. Stop in Sheridan sometime and give me a call.
Dave Mader
674-7027
davemader(at)bresnan.net
_____
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of joelrhaynes(at)aol.com
Sent: Wednesday, June 28, 2006 11:25 AM
AB-DAR George Hanna flew from Colorado to Bozeman in is RV-6 yesterday to do
the inspection on my 7A (He is the closest DAR to Montana). Believe it or
not the FSDO in Helena needed 3-6 months to do my inspection. After 5 years
and 2 months of building, head scratching and the occasional cursing I said,
"Forget that!" So I hired George to fly up and do the deed. After two hours
of poring over the airplane he finally gave up trying to find something
wrong.
This morning I proved the point that large sums of cash can make 1070 lbs.
of aluminum, fiber glass and steel fly under its own power. She handled
well and a small amount of aileron trim allowed her to fly hands-off. I
have some high oil temps (235) so I definitely need to work on directing
better air flow through the cooler. CHT's stabilized around 400 which is
also a little on the high side but it is a new engine running straight
mineral oil. The airplane is equiped with an 0-360-A2A from AeroSport Power
and an 85 inch pitch Sensenich cruise prop. Despite the warm temps and 5000
ft field elevation, takeoff performance with the cruise prop was no problem.
I know I need to run it hard the first few hours to seat the rings but
because of the higher temps I had throttled back to 2200 to 2300 and was
still showing 140 kts on the GPS without gear leg fairings or wheel pants.
After some tweaking under the cowling I'll see if I can run it harder and
still keep the temps reasonable. Any advice on CHT and oil temp contro l is
welcome.
Only 39.5 Phase I hours to go before Oshkosh.
Joel Haynes
Bozeman, MT
N557XW Flyin' and Grinnin'
_____
________________________________________________________________________________
| From: | "Bob Collins" <bcollinsrv7a(at)comcast.net> |
Just a final invitation to RVers to the 2006 RV BBQ at Oshkosh. It'll be Wednesday
the 26th starting at 6 p.m. in Camp Scholler. If you're interested, please
register in advance. We want to get a head count so we can figure out how much
food to buy. "Walk ins" are still welcome, but it would be easier if we had
a fairly accurate count.
Details (especially some important ones for folks not staying in Camp Scholler) available here (http://home.comcast.net/~bcollinsrv7a/eaa/2006bbq.html).
Bring chairs!
Also it would be great if folks would bring a salad or dessert to share.
--------
Bob Collins
St. Paul, Minn.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=43750#43750
________________________________________________________________________________
| From: | "Tony Marshall" <tony(at)lambros.com> |
| Subject: | Re: N557XW Flies |
Congratulations Joel,
Great to have another flying RV in Montana. If, when OSH time rolls
around, you are ready to go, let me know. It would be fun to have a
small gaggle of RVs from the West parade out there together.
tony marshall
rv6
polson, mt
----- Original Message -----
From: Dave Mader
To: rv-list(at)matronics.com
Sent: Thursday, June 29, 2006 8:45 AM
Subject: RE: RV-List: N557XW Flies
Joel,
Congratulations on your first flight! Just for your info or anybody
else in your area, there is a DAR that lives in Greybull, Wyo. I
believe he is the only one in the state of Wyo. But he would be much
closer than Colo.
His name is Tim Mikus and I'm sure he's in the book;. I had him do my
inspection in Jan. and he is a heck of a nice guy and did a good job, I
feel. I also have an RV-6 with 0-360 and Sensenich. My only complaint
is the fact the I can turn it almost 2900 rpm at wide open throttle.
The engine was built up by a guy in Colo. And he "tweaked" it a little
bit. Higher comp pistons, etc. I think I will leave it as is so I
don't loose my climb performance. Don't know what to tell you as far
as temps go, other than 400 is not bad considering a new engine and
mineral oil. As far as oil temp., maybe the larger Stewart Warner
cooler? They seem to help most guys when they go to it. Kind of pricey
though. Anyway, congrats and have fun. Stop in Sheridan sometime and
give me a call.
Dave Mader
674-7027
davemader(at)bresnan.net
-------------------------------------------------------------------------
-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of
joelrhaynes(at)aol.com
Sent: Wednesday, June 28, 2006 11:25 AM
To: rv-list(at)matronics.com
Subject: RV-List: N557XW Flies
AB-DAR George Hanna flew from Colorado to Bozeman in is RV-6 yesterday
to do the inspection on my 7A (He is the closest DAR to Montana).
Believe it or not the FSDO in Helena needed 3-6 months to do my
inspection. After 5 years and 2 months of building, head scratching and
the occasional cursing I said, "Forget that!" So I hired George to fly
up and do the deed. After two hours of poring over the airplane he
finally gave up trying to find something wrong.
This morning I proved the point that large sums of cash can make 1070
lbs. of aluminum, fiber glass and steel fly under its own power. She
handled well and a small amount of aileron trim allowed her to fly
hands-off. I have some high oil temps (235) so I definitely need to
work on directing better air flow through the cooler. CHT's stabilized
around 400 which is also a little on the high side but it is a new
engine running straight mineral oil. The airplane is equiped with an
0-360-A2A from AeroSport Power and an 85 inch pitch Sensenich cruise
prop. Despite the warm temps and 5000 ft field elevation, takeoff
performance with the cruise prop was no problem. I know I need to run
it hard the first few hours to seat the rings but because of the higher
temps I had throttled back to 2200 to 2300 and was still showing 140 kts
on the GPS without gear leg fairings or wheel pants. After some
tweaking under the cowling I'll see if I can run it harder and still
keep the temps reasonable. Any advice on CHT and oil temp contro l is
welcome.
Only 39.5 Phase I hours to go before Oshkosh.
Joel Haynes
Bozeman, MT
N557XW Flyin' and Grinnin'
-------------------------------------------------------------------------
-----
________________________________________________________________________________
| From: | "Tim Bryan" <flyrv6(at)bryantechnology.com> |
| Subject: | Re: Introducing a new builder |
Nothing perverted about Gyros, I wish I had one to play with. Have fun
building your RV, you will love it. And welcome to the group.
Tim
RV-6
-------Original Message-------
Hello there list folk. I have just started building an RV-9A and have my
web site is up. I welcome all comments and cautions. I'm presently work
ing
on my Horizontal Stabilizer and have built a gyrocopter before this proje
ct.
Yes, I know that gyros are considered a bit of a perversion but please k
now
I'm a fixed wing kind of guy with this one oddness...
Michael Hudson
Portland, Oregon
www.N669RV.com
________________________________________________________________________________
| From: | "Jim Duckett" <perfeng(at)3rivers.net> |
| Subject: | Re: Vinyl Pinstriping |
Tony,
The next time your in Missoula stop down at Carquest Automotive Refinsh
Supply on Broadway. They have complete lines of both Prostripe and 3M
stripping tapes. Bewteen the two lines you have about 200 colors to
choose from. Most come in either 40' or 100' rolls.
Jim Duckett RV-7A
Sun River
----- Original Message -----
From: Tony Marshall
To: rv-list(at)matronics.com
Sent: Wednesday, June 28, 2006 5:18 PM
Subject: RV-List: Vinyl Pinstriping
Does anyone have a supply source for small quantities of vinyl
pinstriping? By small quantities I mean 100 ft or so. I am looking for
Avery colors. Thanks for any help.
Tony Marshall
RV6
Polson, MT
________________________________________________________________________________
| From: | joelrhaynes(at)aol.com |
| Subject: | RE: N557XW Flies |
...much safer for everyone?
Not sure what you are implying but I have a complete flight test program mapped
out that will be conducted in a SAFE manner. I have time to complete it before
Oshkosh and will do so if no major surprises are encountered.
Joel Haynes
RV-7A 0.5 hours
> You still have a lot of testing work to do during the next 39.5 hours
> and if you are anything close to average, you will find some small set
> backs as you progress through the testing. I hope you do not rush
> through the 40 hours just putting on hours to just get r done. Review
> the EAA materials and you will find lots of test flight stuff if you
> need to take a look at it. Best wishes. ( There is always next year
> for flying to O when it will be much safer for everyone.)
________________________________________________________________________
________________________________________________________________________________
| From: | Hans Conser <hansconser(at)gmail.com> |
| Subject: | Re: N557XW Flies |
Congratulations Joel, sorry I couldn't be there. I am available to
help with oil cooler changes or any other help you may want.
Hans
> From: owner-rv-list-server(at)matronics.com
> [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of
> joelrhaynes(at)aol.com
> Sent: Wednesday, June 28, 2006 11:25 AM
> To: rv-list(at)matronics.com
> Subject: RV-List: N557XW Flies
> -
> AB-DAR George Hanna flew from Colorado to Bozeman in is RV-6 yesterday
> to do the inspection on my 7A (He is the closest DAR to Montana).
> Believe it or not the FSDO in Helena needed 3-6-months to do my
> inspection.- After 5 years and 2 months of building, head scratching
> and the occasional cursing-I said, "Forget that!" So I hired George
to
> fly up and do the deed. -After two hours of poring over the airplane
> he finally gave up trying to find-something wrong.-
> -
> This morning I proved the point that large sums of cash can make 1070
> lbs. of aluminum, fiber glass-and steel-fly under its own power.-
She
> handled well and a small amount of aileron trim allowed her to fly
> hands-off.- I have some high oil temps-(235)-so I definitely
need to
> work on directing better air flow through the cooler.- CHT's
> stabilized around 400 which is-also a little on the high side but it
> is a new engine running straight mineral oil.- The airplane is
equiped
> with an 0-360-A2A from AeroSport Power and an 85 inch pitch Sensenich
> cruise prop. Despite the warm temps and 5000 ft field elevation,
> takeoff performance with the cruise prop-was no problem.- I know I
> need to run it hard the first few hours to seat the rings-but
because
> of the higher temps I had throttled back to 2200 to 2300 and was still
> showing 140 kts on the GPS without gear leg fairings or wheel pants.-
> After some tweaking under the cowling I'll see-if I can run it
harder
> and still keep the temps reasonable.- Any advice on CHT and oil temp
> contro l is welcome.
> -
> Only 39.5 Phase I hours to go before Oshkosh.
> -
> Joel Haynes
>
> Bozeman, MT
>
> N557XW Flyin' and Grinnin'
> -
> -
>
________________________________________________________________________________
| From: | "Szantho B. Szantho" <jszantho(at)gmail.com> |
Thanks guys for all the help on the titeseal. We sure have a great
community. This morning we hung the engine on my RV9-A. Started about 10:30
and by 12:00 we were ready (also ready for the lunch; thanks to my wife it
was very tasty). Now it feels like I am 75% done and 50% more to go. Below
is a brief description of how we managed to do the job.
Install the fittings for the oil pressure and oil cooler hoses. I used the
medium weight tightseal. The installation of the oil cooler fitting between
the magnetos was a bit tricky, but using a crowfoot wrench and an open end
wrench it is manageable. We lifted the engine with the engine hoist and
positioned it in front of the engine mount. Taking the advice of an
experienced (16X) plane builder friend we started at the bottom two mounts.
This was quite easy and I can see why he wanted to do it this way. If you
start at the top it would be very difficult to get the bolts in at the
bottom. There is not much room at the bottom. Once we put the bolts in we
hand tightened the castle nuts and started on the top mounts. Looking toward
the cockpit the right bolt went in relatively easy. The left bolt was an
other matter. It took us about 15-20 minutes to get this bolt in. We had to
move the engine until it finally lined up and we could put in the bolt part
ways. For the rest we had to use slight persuasion with a rubber hammer.
After this we tightened up the bolts one at a time and a little bit at a
time until the mounts bottomed out. Put the cotter pins in and took some
pictures. On the bottom bolts the cutter pins are quite tricky. You have to
turn the bolts several times to install the pin and spread the legs. We also
had to use 3 washers to get the proper cotter pin position under the nuts.
Obviously we checked and double checked for the right bolts (the bottom is
longer than the top because of the extra large washer). What a day!! This is
why we build!
John Szantho
RV9-A Firewall Forward
________________________________________________________________________________
| From: | "Mike Holland" <hollandm(at)pacbell.net> |
| Subject: | RV9A Elevator Skin Cracks |
After 78 hours, the right top elevator skin of my RV9A has developed two, 1
- 2" cracks, that run parallel to the trailing edge. The cracks originate
and are centered on the last stiffener rivet. Stop drilling appears to
prevent extension. The engine is an O-320 with a Sensenich prop.
How common is this problem?
________________________________________________________________________________
| From: | <jbario(at)sbcglobal.net> |
Howdy fellow RV dudes and dudettes. My partner Gary and I are working
on the fuselage of a RV-8A QB on an airpark called Alta Sierra located
about 40nm north of Sacramento, CA. We are trying to come up with a
panel design as we hope to buy an EFIS and the non Van's supplied
instruments at Oshkosh next month. We have most of the panel sorted
out, but are still considering two options for the EFIS - Blue Mountain
and Grand Rapids Technology(GRT). We plan to get the engine monitoring
feature on whichever EFIS we select. We will use the TruTrak Autopilot
if we go with GRT, or the Blue Mountain's autopilot with their system.
We have looked at their web sites and have a general understanding how
their systems work, but we really need is feedback from folks who have
installed and used them. We would appreciate any feedback, positive or
negative, on the install and operation of these systems.
Do you find them reliable?
Does the company back their product?
Quality of customer service?
Quality and speed of problem resolution to include return to the vendor
for repair and/or upgrade?
Does the company meet projected dates for service, upgrades and
revisions?
Are their prices stable?
I know, sooo many questions. Any help would be greatly appreciated.
Obviously, we would love to hear real world experiences that you may
have had with these new gadgets.
Thanks, Jim Barrilleaux
jbario(at)sbcglobal.net
________________________________________________________________________________
| From: | luckymacy(at)comcast.net (lucky) |
I have only had GRT in my plane so I can only speak from personal authority on
that system for experimentals but I judge them against the avionics I test for
a "major aerospace company" in my day job. GRT is an impressive group.
Reliable? Very much so. The hardware and software itself is and just as importantly
so is the company support, assistance and committment to growth (all SW
upgrades including navigation & terrain databases have been FREE!)
Yep, as good or better than anyone I've heard of.
As good as it gets over the phone. Like you are usually talking to a top designer
or the owner every time if Sandy can't answer it for you and a lot of the
times she can. A day or two response via email is probably more average so I
go to the yahoo group for items I know most users already probably know. You get
quick feedback there with pictures or drawings if it helps.
Check out the money back gurarantees. In fact, just read over their website and
then trust me when I say with me it's been proven true if something sounds too
good. There's an active GRT EFIS/EIS yahoo users group with hundreds of users
there that share similar experiences to mine.
They fell behind in delivering the sport version but then probably because of competition
coming out with VFR only oriented products or competing announcements
the functionality of the Sport product really increased to the point where
it would have had to "slip" delivery date since it's a lot more product than originally
envisioned from what I can tell. I have the full up EFIS and not the
sport.
I don't think their prices have changed much in the two to 3 year time frame since
I started to pay attention to them. But it's a little apples to oranges between
back then and now since what they did was make it even more possible to
buy the system kind of a la carte and they just have more to buy if you want
the whole enchalada (traffic, weather, internal GPS, etc).
It's a growing product line but you'll be pleasantly surprised at how they come
through time and again with additional free software and optional add on hardware
at extremely reliable prices.
In short, because they don't spend much on magazine ads, most folks don't take
them seriously if at all but once you actually see the system, realize what you
are getting and the relatively cheap prices plus talk to users you realize they've
really got a great line up going. They haven't let up one iota since I
took notice of them starting over 2 years ago. Oh the other item is that their
display resolution isn't as good as the higher prices garmins but then you
realize that when you are actually using it in a bubble canopy like an RV8 it's
super easy to read because the display actually gets sharper and crisper with
direct sunlight and not freakin' glary and reflective like my Garmin's display....It's
actually got a higher readability factor in the real world than my
garmin even if the terrain or map isn't drawn as nicely.
lucky
-------------- Original message --------------
Howdy fellow RV dudes and dudettes. My partner Gary and I are working on the fuselage
of a RV-8A QB on an airpark called Alta Sierra located about 40nm north
of Sacramento, CA. We are trying to come up with a panel design as we hope
to buy an EFIS and the non Van's supplied instruments at Oshkosh next month.
We have most of the panel sorted out, but are still considering two options for
the EFIS - Blue Mountain and Grand Rapids Technology(GRT). We plan to get the
engine monitoring feature on whichever EFIS we select. We will use the TruTrak
Autopilot if we go with GRT, or the Blue Mountain's autopilot with their
system. We have looked at their web sites and have a general understanding how
their systems work, but we really need is feedback from folks who have installed
and used them. We would appreciate any feedback, positive or negative, on
the install and operation of these systems.
Do you find them reliable?
Does the company back their product?
Quality of customer service?
Quality and speed of problem resolution to include return to the vendor for repair
and/or upgrade?
Does the company meet projected dates for service, upgrades and revisions?
Are their prices stable?
I know, sooo many questions. Any help would be greatly appreciated. Obviously,
we would love to hear real world experiences that you may have had with these
new gadgets.
Thanks, Jim Barrilleaux
jbario(at)sbcglobal.net
I have only had GRT in my plane so I can only speak from personal authority
on that system for experimentals but I judge them against the avionics
I test for a "major aerospace company" in my day job. GRT is an impressive
group.
Reliable? Very much so. The hardware and software itself
is and just as importantly so is the company support, assistance and committment
to growth (all SW upgrades including navigation & terrain databases have
been FREE!)
Yep, as good or better than anyone I've heard of.
As good as it gets over the phone. Like you are usually talking to a
top designer or the owner every time if Sandy can't answer it for you and a lot
of the times she can. A day or two response via email is probably more
average so I go to the yahoo group for items I know most users already probably
know. You get quick feedback there with pictures or drawings if it helps.
Check out the money back gurarantees. In fact, just read over their
website and then trust me when I say with me it's been proven true if something
sounds too good. There's an active GRT EFIS/EIS yahoo users group with
hundreds of users there that share similar experiences to mine.
They fell behind in delivering the sport version but then probably because
of competition coming out with VFR only oriented products or competing announcements
the functionality of the Sport product really increased to the point where
it would have had to "slip" delivery date since it's a lot more product than
originally envisioned from what I can tell. I have the full up EFIS
and not the sport.
I don't think their prices have changed much in the two to 3 year time
frame since I started to pay attention to them. But it's a little apples
to oranges between back then and now since what they did was make it even more
possible to buy the system kind of a la carte and they just have more
to buy if you want the whole enchalada (traffic, weather, internal GPS, etc).
It's a growing product line but you'll be pleasantly surprised at how they
come through time and again with additional free software and optional add on
hardware at extremely reliable prices.
In short, because they don't spend much on magazine ads, most folks don't
take them seriously if at all but once you actually see the system, realize what
you are getting and the relatively cheap prices plus talk to users you realize
they've really got a great line up going. They haven't let up one iota
since I took notice of them starting over 2 years ago. Oh the other item
is that their display resolution isn't as good as the higher prices garmins
but then you realize that when you are actually using it in a bubble canopy
like an RV8 it's super easy to read because the display actually gets sharper
and crisper with direct sunlight and not freakin' glary and reflective like my
Garmin's display....It's actually got a higher readability factor in the real
world than my garmin even if the terrain or map isn't drawn as nicely.
lucky
Howdy fellow RV dudes and dudettes. My partner Gary
and I are working on the fuselage of a RV-8A QB on an airpark called Alta Sierra
located about 40nm north of Sacramento, CA. We are trying to come up
with a panel design as we hope to buy an EFIS and the non Van's supplied
instruments at Oshkosh next month. We have most of the panel sorted out,
but are still considering two options for the EFIS - Blue Mountain and Grand
Rapids Technology(GRT). We plan to get the engine monitoring feature on
whichever EFIS we select. We will use the TruTrak Autopilot if we go with
GRT, or the Blue Mountain's autopilot with their system. We have
looked at their web sites and have a general understanding how their systems
work, but we really need is feedback from folks who have installed and used them.
We would appreciate any feedback, positive or negative, on the install
and operation of these systems.
Do you find them reliable?
Does the company back their product?
Quality of customer service?
Quality and speed of problem resolution to include return
to the vendor for repair and/or upgrade?
Does the company meet projected dates for service, upgrades
and revisions?
Are their prices stable?
I know, sooo many questions. Any help would be greatly
appreciated. Obviously, we would love to hear real world experiences
that you may have had with these new gadgets.
Thanks, Jim Barrilleaux
________________________________________________________________________________
| From: | joelrhaynes(at)aol.com |
Thanks again to all who responded on and off-line with congrats and advice regarding
my first flight and somewhat higher temps than hoped for. I got out the
high temp RTV and plugged a few small gaps here and there in my baffles and opened
the lower cowl exit area a bit more as others have done. Second flight
was this morning after the RTV cured. Full power CHTs at 6500 feet (field elevation
is 5000 ft) were 380-390 which was a nice improvement over yesterday. Also,
oil temp was 217. This is still likely an overestimate since I need to update
the firmware in my Dynon engine monitor to fix a bug causing artificially
high oil temps. Thanks again to whoever it was that pointed that out to me.
Without wheel pants and fairings I could only get 2550 rpm at 6500 feet with my
85 inch pitch Sensenich cruise prop. I am assuming that pants and fairings
will allow for greater rpms as the speed increases. I certainly cannot complain
about takeoff performance, even from our high alti
tude airport. Now onto fixing the slightly heavy left wing.
WHAT A RIDE!!!
Joel Haynes
7A 1.5 hours
Bozeman
________________________________________________________________________
________________________________________________________________________________
| From: | "Michael B." <brewtoo(at)yyhmail.com> |
| Subject: | Re: RV9A Elevator Skin Cracks |
There is an article about this in the "18 Years of the RV-Ator" book. Page 35,
"cracks in control surface trailing edges".
--
_______________________________________________
Get your free email from http://www.yyhmail.com
________________________________________________________________________________
| From: | "dick martin" <martin(at)gbonline.com> |
John,
I have been using Tite Seal Light and Medium for over 35 years with
excellent results. I have also tried all of the new miracle sealants,
however, nothing has ever equaled the sealing and non seizing abilities
of Radiator Specialty "Tite-Seal"
Dick Martin
Rv8 N233M
the fast one
----- Original Message -----
From: Charlie Kuss
To: rv-list(at)matronics.com
Sent: Tuesday, June 27, 2006 10:35 AM
Subject: Re: RV-List: Re: Tie-seal
John
Tite Seal or Liquid Teflon Tape are excellent sealants to be used on
the pipe thread end of AN fittings. I like to apply a small amount of
NeverSeize to the male threads which the B nut screws onto. This
prevents galling of these threads during assembly.
Charlie Kuss
A builder friend told me to use tite-seal for the AN fittings on my
engine block that connects to the various hose end fittings (oil cooler,
oil pressure, etc.). Is this the best way to go and if it is would you
use the medium or light weight tite-seal? Any other suggestions? Is
temperature an issue here as far as the tite-seal is concerned? I want
to install some of these fittings before I mount the engine (Thursday).
Your help is very much appreciated.
John Szantho
RV9-A Firewall Forward
________________________________________________________________________________
| From: | "Mannan J. Thomason" <mannanj(at)alltel.net> |
List:
After 4 1/2 years and after being asked "when is it going to fly?" and my
saying Thursday, about half a million times, N161RL flew Thurs.29 June.
She's an RV-8 slow build, IO-360-A3B6D, McCauley (ugh.) Prop, Sam James
Cowl.
Can't give any hard numbers now. She took off like a rocket, probably
1500-1800 agl. by the end of the 5500 ft. runway. I'm new to the constant
speed prop thing, so I was a little slow to think to pull the Prop back.
When I looked down, the tach was showing 3100 rpm. Holy S--t! Pulled the
Prop Control back ---- nothing! Had to pull the Throttle back to nearly
idle to get the rpms below 2500. Needless to say first priority was to get
on the ground, NOW. She handled great. I think she would have flown hands
off. Landing was a greaser wheel landing. Kept her a little hot, just in
case, didn't want to land short. Course I didn't want to go-around either.
She had run up fine. Previous full power check showed a little over 2600
rpm static. Don't have a clue as to what went wrong. Prop was a new
overhaul, Govenor was a new MT from Van's. Have pulled the Prop and Gov.
Both going to the Prop Shop Wed the 5th.
Needless to say the "grin" was there; though a little dulled by the
set-back.
Mannan Thomason
RV-8
________________________________________________________________________________
| From: | "Kelly Patterson" <kbob(at)cox.net> |
| Subject: | RE: N161RL Flies |
Congrats Mannan!
Always a major thrill on first flight.
Sounds like a governor setting needs work.
Good luck on the flight testing.
You only need 39.9 hours to get to Oshkosh :)
Kelly Patterson
N716K RV-6A PHX, AZ
68 hrs & going to OSH
>From: "Mannan J. Thomason" <mannanj(at)alltel.net>
>Subject: RV-List: N161RL Flies
>
>
>
>List:
>
>After 4 1/2 years and after being asked "when is it going to
>fly?" and my
>saying Thursday, about half a million times, N161RL flew
>Thurs.29 June.
>She's an RV-8 slow build, IO-360-A3B6D, McCauley (ugh.) Prop,
>Sam James Cowl.
>
>Can't give any hard numbers now. She took off like a rocket, probably
>1500-1800 agl. by the end of the 5500 ft. runway. I'm new to
>the constant
>speed prop thing, so I was a little slow to think to pull the
>Prop back.
>When I looked down, the tach was showing 3100 rpm. Holy S--t!
> Pulled the
>Prop Control back ---- nothing! Had to pull the Throttle back
>to nearly
>idle to get the rpms below 2500. Needless to say first
>priority was to get
>on the ground, NOW. She handled great. I think she would
>have flown hands
>off. Landing was a greaser wheel landing. Kept her a little
>hot, just in
>case, didn't want to land short. Course I didn't want to
>go-around either.
>
>She had run up fine. Previous full power check showed a
>little over 2600
>rpm static. Don't have a clue as to what went wrong. Prop was a new
>overhaul, Govenor was a new MT from Van's. Have pulled the
>Prop and Gov.
>Both going to the Prop Shop Wed the 5th.
>
>Needless to say the "grin" was there; though a little dulled by the
>set-back.
>
>Mannan Thomason
>RV-8
>
________________________________________________________________________________
| From: | "Mannan J. Thomason" <mannanj(at)alltel.net> |
| Subject: | Re: RE: N161RL Flies |
Kelly:
24.9. Certified engine!
Mannan Thomason
N161RL RV-8
----- Original Message -----
Sent: Sunday, July 02, 2006 9:03 AM
>
> Congrats Mannan!
June 13, 2006 - July 02, 2006
RV-Archive.digest.vol-sa