RV-Archive.digest.vol-sd
July 29, 2006 - August 10, 2006
> the web site: http://www.dixiechopper.com/
>
>
________________________________________________________________________________
| From: | bertrv6(at)highstream.net |
| Subject: | Re: N710RV First Flight |
Quoting Russell Daves :
> First flight went off without a hitch today. Felt great. Plans are to fly
> every day for the next two weeks, either before or after work on the real
> job.
>
> Russ Daves
>
>
> Russ: CONGRATULATIONS,, I WISH I COULD HAVE A 10 ALSO
BERT RV6A...
________________________________________________________________________________
| From: | "Steve & Denise" <sjhdcl(at)kingston.net> |
| Subject: | Cooling Blast tubes - Lycoming |
RV7A - IO360
I'm planning to install 5/8" blast tubes from baffling to fuel pump, 1 mag,
and alternator.
Routing and securing to baffling is easy but any tricks on securing the end
where the component is so the cooling
blast actually hits the fuel pump? Adel clamps stategically placed? Pics?
Thanks
Steve
RV7A flying soon!
________________________________________________________________________________
| From: | "LarryRobertHelming" <lhelming(at)sigecom.net> |
| Subject: | Re: Cooling Blast tubes - Lycoming |
----- Original Message -----
Sent: Saturday, July 29, 2006 10:05 AM
>
> RV7A - IO360
> I'm planning to install 5/8" blast tubes from baffling to fuel pump, 1
> mag,
> and alternator.
>
> Routing and securing to baffling is easy but any tricks on securing the
> end
> where the component is so the cooling
> blast actually hits the fuel pump? Adel clamps stategically placed?
> Pics?
>
> Thanks
> Steve
> RV7A flying soon!
>
((((((((()))))))))
I found a good bit of use for safety wire when securing the blast tubes to
keep them aimed where wanted. Simple to use.
Indiana Larry with one trip to OSH completed.
>
________________________________________________________________________________
| From: | "Randy Hooper" <krhooper(at)gmail.com> |
Hi List, I am trying to match colors in cockpit. Does anyone have the PPG
Paint Code to match the powder coat finished steel parts? Thanks in advance.
Randy Hooper
RV-8
________________________________________________________________________________
| From: | Bobby Hester <bobbyhester(at)charter.net> |
| Subject: | Re: PPG Paint Code |
Van's has the Cardnial paint code on their site, maybe you can have PPG
cross referance it.
My new email address: bobbyhester(at)charter.net
Surfing the Web from Hopkinsville, KY
Visit my web site at: http://www.geocities.com/hester-hoptown/RVSite/
RV7A N857BH SB wings-QB Fuse-XPO360 engine :-)
Randy Hooper wrote:
> Hi List, I am trying to match colors in cockpit. Does anyone have
> the PPG Paint Code to match the powder coat finished steel parts?
> Thanks in advance.
>
> Randy Hooper
> RV-8
>
________________________________________________________________________________
| From: | "az_gila" <gilalex(at)earthlink.net> |
| Subject: | Re: exhaust bolt torque |
The torque values you are looking up are for airframe bolts.
The Lycoming Direct Drive Overhaul Manual has it's own set of default torque values..
and they are only for the coarse thread bolts (no fine thread bolts on
the engine)
#10 49 in. lb.
1/4 96 in. lb.
5/16 204 in. lb.
3/8 360 in. lb.
7/16 600 in. lb.
1/2 900 in. lb.
They also call for lubricated threads except when otherwise specified.
Lycoming also has another set of instructions for crush type copper/asbestos gaskets
- which I believe the exhaust gaskets would fall under.
In this case, for a 18 threads to the inch bolt/stud, tighten until surfaces are
in contact and then tighten another 135 degrees.
This is only if the exhaust gaskets fall under the description of a "crush type"
gasket
Perhaps a A&P can help out here... I'm only an airframe mechanic... [Wink]
... but I got the Lycoming book...
gil in Tucson
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=50666#50666
________________________________________________________________________________
| From: | Steve Eberhart <steve(at)newtech.com> |
| Subject: | Re: PPG Paint Code |
The bottle of touch up paint,I got from Van's, has on the label that it
is a PPG Concept paint. Will get the name and number when I am at the
hangar tomorrow.
Steve Eberhart
RV-7A, almost ready to flip the canoe.
Bobby Hester wrote:
>
> Van's has the Cardnial paint code on their site, maybe you can have
> PPG cross referance it.
>
> My new email address: bobbyhester(at)charter.net
> Surfing the Web from Hopkinsville, KY
> Visit my web site at: http://www.geocities.com/hester-hoptown/RVSite/
> RV7A N857BH SB wings-QB Fuse-XPO360 engine :-)
>
>
> Randy Hooper wrote:
>
>> Hi List, I am trying to match colors in cockpit. Does anyone have
>> the PPG Paint Code to match the powder coat finished steel parts?
>> Thanks in advance.
>>
>> Randy Hooper
>> RV-8
>
________________________________________________________________________________
| From: | "DEAN PSIROPOULOS" <dean.psiropoulos(at)verizon.net> |
| Subject: | Lightspeed Ignition |
Quick question on LSE:
I've got the version with the sensor board that mounts behind the flywheel.
Bad part of this setup is routing the sensor cable back to the controller
box. I've tentatively routed this wire under the crankcase with and an adel
clamp under one of the baffle bracket screws secures the wire up front. The
wire runs under the engine at the base of the cylinders to the firewall.
Problem is I don't really have any way to secure it down there. Those who
have this setup, could you email me with some description or better yet,
photos of what you did here? I need to resolve this somehow. Thanks.
Dean Psiropoulos
RV-6A N197DM
Wiring, wiring and....wiring!
________________________________________________________________________________
| From: | "Dean Pichon" <deanpichon(at)msn.com> |
| Subject: | Recommendations for Iridium plugs? |
I'd like to replace my Champion plugs with something that is less suseptable
to fouling. I don't know whether I should go with just a new set Champions,
or perhaps Iridiium plugs or another type. Any recommendation from Listers
would be most appreciated. I'm flying a -4 with an IO-360 with Lasar
ingnition.
Thanks,
Dean
Bolton, MA
_________________________________________________________________
________________________________________________________________________________
| From: | "Doug Weiler" <dcw(at)mnwing.org> |
| Subject: | Re: Lightspeed Ignition |
Dean,
I have lots of detailed photos of my LSE installation. I have to run at the
moment but I'll get you some photos later today.
Doug Weiler
N722DW, RV-4
----- Original Message -----
Sent: Sunday, July 30, 2006 2:33 AM
>
>
> Quick question on LSE:
>
> I've got the version with the sensor board that mounts behind the
> flywheel.
> Bad part of this setup is routing the sensor cable back to the controller
> box. I've tentatively routed this wire under the crankcase with and an
> adel
> clamp under one of the baffle bracket screws secures the wire up front.
> The
> wire runs under the engine at the base of the cylinders to the firewall.
> Problem is I don't really have any way to secure it down there. Those who
> have this setup, could you email me with some description or better yet,
> photos of what you did here? I need to resolve this somehow. Thanks.
>
> Dean Psiropoulos
> RV-6A N197DM
> Wiring, wiring and....wiring!
>
>
>
________________________________________________________________________________
| From: | Tom Gesele <tgesele(at)optonline.net> |
Randy,
I had the powder coat color matched - number is DCC92783RQ for the PPG
Concept paint according to my receipt. The color was an exact match for
Van's parts..
Hope this helps.
Tom Gesele RV-10 #40473
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Randy Hooper
Sent: Saturday, July 29, 2006 10:49 PM
To: rv-list(at)matronics.com
Subject: RV-List: PPG Paint Code
Hi List, I am trying to match colors in cockpit. Does anyone have the
PPG Paint Code to match the powder coat finished steel parts? Thanks in
advance.
Randy Hooper
RV-8
________________________________________________________________________________
| From: | "Dan Checkoway" <dan(at)rvproject.com> |
| Subject: | Re: Lightspeed Ignition |
I did just like you, with an adel clamp on the baffle screw. I also put
another adel clamp on the case/sump bolts in one or two spots as the wire
runs aft.
Presumably you have a fat starter wire running in that vicinity as well.
You could also run the LSE wire along that wire.
Whatever works!
)_( Dan
RV-7 N714D (1021 hours)
http://www.rvproject.com
----- Original Message -----
Sent: Sunday, July 30, 2006 12:33 AM
>
>
> Quick question on LSE:
>
> I've got the version with the sensor board that mounts behind the
> flywheel.
> Bad part of this setup is routing the sensor cable back to the controller
> box. I've tentatively routed this wire under the crankcase with and an
> adel
> clamp under one of the baffle bracket screws secures the wire up front.
> The
> wire runs under the engine at the base of the cylinders to the firewall.
> Problem is I don't really have any way to secure it down there. Those who
> have this setup, could you email me with some description or better yet,
> photos of what you did here? I need to resolve this somehow. Thanks.
>
> Dean Psiropoulos
> RV-6A N197DM
> Wiring, wiring and....wiring!
>
>
>
________________________________________________________________________________
| From: | Mickey Coggins <mick-matronics(at)rv8.ch> |
| Subject: | Re: Recommendations for Iridium plugs? |
> The other cure is to lean the crap out of the engine at all times .....
> from startup to shutdown. At any altitude. I know, that's not what
> Lycoming recommends, so don't waste the bandwidth busting my chops.
> Leaning agressively, like mogas, has worked for me and has for years.
Excellent suggestions assuming the cause is lead fouling. Another
one that has worked for a lot of people is to use a lead scavenger
like Decalin TCP Plus.
http://www.decalinchemicals.com/
--
Mickey Coggins
http://www.rv8.ch/
#82007 finishing
________________________________________________________________________________
| From: | Vanremog(at)aol.com |
| Subject: | Re: Recommendations for Iridium plugs? |
In a message dated 7/30/2006 5:58:51 A.M. Pacific Daylight Time,
pitts_pilot(at)bellsouth.net writes:
The
cure on lesser engines is the REM 37BY, but I don't know if they'll fit
in the O-360.
================================
I can tell you they work fine in my O-360.
GV (RV-6A N1GV O-360-A1A, C/S, Flying 801hrs, Silicon Valley, CA)
________________________________________________________________________________
| From: | Vanremog(at)aol.com |
| Subject: | Re: Recommendations for Iridium plugs? |
In a message dated 7/30/2006 5:41:37 A.M. Pacific Daylight Time,
deanpichon(at)msn.com writes:
I'd like to replace my Champion plugs with something that is less
susceptible
to fouling. I don't know whether I should go with just a new set Champions,
or perhaps Iridium plugs or another type.
Just switch to the REM37BY.
GV (RV-6A N1GV O-360-A1A, C/S, Flying 801hrs, Silicon Valley, CA)
________________________________________________________________________________
| From: | James H Nelson <rv9jim(at)juno.com> |
| Subject: | Re: exhaust bolt torque |
Gil,
I don't have the overhaul manual but I need the size of the bolts
that go into the machined boss that was origionally used for the
generator on the lycoming o-360. This is an area that has three tapped
holes just on the generator side of the case. It is bigger than a 1/4"
but not 5/16". I want to support the starter cable as it leaves the
starter and heads back to the start solenoid. With an adel clamp in that
position, it will releive strain where the start cable attaches to the
starter.
Jim Nelson
________________________________________________________________________________
| From: | "az_gila" <gilalex(at)earthlink.net> |
| Subject: | Re: exhaust bolt torque |
Jim... I don't have my parts manual here - a different book from the overhaul manual
- but Lycoming only uses US coarse thread screws.
If it's not 1/4, then I bet it's a 5/16-18
Buy a cheap 5/16 bolt from the hw store and see if it threads in. It should not
be an odd size.
gil in Tucson
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=50740#50740
________________________________________________________________________________
| From: | "az_gila" <gilalex(at)earthlink.net> |
| Subject: | Re: Recommendations for Iridium plugs? |
The REM37BY are approved.
If you want more plug details, Lycoming has their approved spark plug list on the
web at
http://www.lycoming.textron.com/support/publications/maintenancePublications/serviceInstructions/SI1042X.pdf
gil in Tucson
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=50741#50741
________________________________________________________________________________
| From: | Paul Besing <pbesing(at)yahoo.com> |
| Subject: | Re: Recommendations for Iridium plugs? |
Gary, any idea how these would work with a magneto ignition? My IO-360 on my -4
fouls the bottom plugs really easily, and have to be cleaned every oil change
in order keep them running well.
Paul Besing
Vanremog(at)aol.com wrote:
In a message dated 7/30/2006 5:41:37 A.M. Pacific Daylight Time, deanpichon(at)msn.com
writes:
I'd like to replace my Champion plugs with something that is less susceptible
to fouling. I don't know whether I should go with just a new set Champions,
or perhaps Iridium plugs or another type.
Just switch to the REM37BY.
GV (RV-6A N1GV O-360-A1A, C/S, Flying 801hrs, Silicon Valley, CA)
---------------------------------
See the all-new, redesigned Yahoo.com. Check it out.
________________________________________________________________________________
| From: | "Dan Checkoway" <dan(at)rvproject.com> |
| Subject: | Re: Recommendations for Iridium plugs? |
They ought to work just fine with mags. I run UREM37BY plugs with my
Slick mag on my IO-360-A1B6. Bottom plugs. I have yet to experience a
fouled plug in more than 1000 hours.
Granted, I have a Lightspeed Plasma II firing the top plugs, which must
help...but at least the UREM37BY plugs on the bottom haven't had any
issues.
)_( Dan
RV-7 N714D (1021 hours)
http://www.rvproject.com
----- Original Message -----
From: Paul Besing
To: rv-list(at)matronics.com
Sent: Sunday, July 30, 2006 10:18 AM
Subject: Re: RV-List: Recommendations for Iridium plugs?
Gary, any idea how these would work with a magneto ignition? My
IO-360 on my -4 fouls the bottom plugs really easily, and have to be
cleaned every oil change in order keep them running well.
Paul Besing
Vanremog(at)aol.com wrote:
In a message dated 7/30/2006 5:41:37 A.M. Pacific Daylight Time,
deanpichon(at)msn.com writes:
I'd like to replace my Champion plugs with something that is less
susceptible
to fouling. I don't know whether I should go with just a new set
Champions,
or perhaps Iridium plugs or another type.
Just switch to the REM37BY.
GV (RV-6A N1GV O-360-A1A, C/S, Flying 801hrs, Silicon Valley, CA)
-------------------------------------------------------------------------
-----
See the all-new, redesigned Yahoo.com. Check it out.
________________________________________________________________________________
| From: | "Ed Holyoke" <bicyclop(at)pacbell.net> |
| Subject: | Re: exhaust bolt torque |
Watch out for those crush type exhaust gaskets. I had one of those burn
through allowing the nuts to loosen and fall off. The pipe was found
hanging (barely) on the end of the stud. I replaced it with a solid
"blow proof" gasket. I checked the other 3 gaskets when we got home and
they all showed signs of damage and some leakage. Replaced all. 700
hours on engine at the time.
Ed Holyoke
>Lycoming also has another set of instructions for crush type
copper/asbestos gaskets - which I believe the exhaust gaskets would fall
under.
>In this case, for a 18 threads to the inch bolt/stud, tighten until
surfaces are in contact and then tighten another 135 degrees.
>This is only if the exhaust gaskets fall under the description of a
"crush type" gasket
Perhaps a A&P can help out here... I'm only an airframe mechanic...
[Wink] ... but I got the Lycoming book...
>gil in Tucson
________________________________________________________________________________
| From: | <gmcjetpilot(at)yahoo.com> |
| Subject: | Re: Cooling Blast tubes - Lycoming (do it right) |
Suggest you get a REAL fuel pump cooling shroud. select products
and sroll down to bottom.
http://showplanes.com/index_800.htm
here is a picture.
http://showplanes.com/images/prod_thumbnail(shroud).jpg
You want to shield from radiant heat as well as shroud in cool air.
Cheers George
>posted by: "LarryRobertHelming"
>
>
> RV7A - IO360
> I'm planning to install 5/8" blast tubes from baffling to fuel pump,
1
> mag,
> and alternator.
>
> Routing and securing to baffling is easy but any tricks on securing
the
> end
> where the component is so the cooling
> blast actually hits the fuel pump? Adel clamps stategically placed?
> Pics?
>
> Thanks
> Steve
> RV7A flying soon!
>
((((((((()))))))))
I found a good bit of use for safety wire when securing the blast tubes
to
keep them aimed where wanted. Simple to use.
Indiana Larry with one trip to OSH completed.
>
---------------------------------
________________________________________________________________________________
| From: | Paul Besing <pbesing(at)yahoo.com> |
| Subject: | Re: Recommendations for Iridium plugs? |
Best place to get them? Anything special that needs to be done for the gap?
Paul Besing
Dan Checkoway wrote:
They ought to work just fine with mags. I run UREM37BY plugs with my
Slick mag on my IO-360-A1B6. Bottom plugs. I have yet to experience a fouled
plug in more than 1000 hours.
Granted, I have a Lightspeed Plasma II firing the top plugs, which must help...but
at least the UREM37BY plugs on the bottom haven't had any issues.
)_( Dan
RV-7 N714D (1021 hours)
http://www.rvproject.com
----- Original Message -----
From: Paul Besing
To: rv-list(at)matronics.com
Sent: Sunday, July 30, 2006 10:18 AM
Subject: Re: RV-List: Recommendations for Iridium plugs?
Gary, any idea how these would work with a magneto ignition? My IO-360 on my
-4 fouls the bottom plugs really easily, and have to be cleaned every oil change
in order keep them running well.
Paul Besing
Vanremog(at)aol.com wrote:
In a message dated 7/30/2006 5:41:37 A.M. Pacific Daylight Time, deanpichon(at)msn.com
writes:
I'd like to replace my Champion plugs with something that is less susceptible
to fouling. I don't know whether I should go with just a new set Champions,
or perhaps Iridium plugs or another type.
Just switch to the REM37BY.
GV (RV-6A N1GV O-360-A1A, C/S, Flying 801hrs, Silicon Valley, CA)
---------------------------------
See the all-new, redesigned Yahoo.com. Check it out.
---------------------------------
________________________________________________________________________________
| From: | "az_gila" <gilalex(at)earthlink.net> |
| Subject: | Re: Recommendations for Iridium plugs? |
[quote="pbesing(at)yahoo.com"]Best place to get them?? Anything special that needs
to be done for the gap?
?
Paul Besing
Vans sells them.... keep him in business.... :D
His prices are good too..
gil in Tucson
PS the Unison ones are shorter than the Champions, and allow a shorter socket...
making easier removal on #3 and #4 were the side baffles are close.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=50786#50786
________________________________________________________________________________
| From: | "Doug Weiler" <dcw(at)mnwing.org> |
| Subject: | Re: Lightspeed Ignition |
I added some more photos to my Flickr page showing my LSE installation.
Take a look:
http://www.flickr.com/photos/n722dw/sets/72157594147109903/
Doug
N722DW, 200 hours
----- Original Message -----
Sent: Sunday, July 30, 2006 8:08 AM
> Dean,
>
> I have lots of detailed photos of my LSE installation. I have to run at
> the moment but I'll get you some photos later today.
>
> Doug Weiler
> N722DW, RV-4
>
>
> ----- Original Message -----
> From: "DEAN PSIROPOULOS" <dean.psiropoulos(at)verizon.net>
> To:
> Sent: Sunday, July 30, 2006 2:33 AM
> Subject: RV-List: Lightspeed Ignition
>
>
>>
>>
>> Quick question on LSE:
>>
>> I've got the version with the sensor board that mounts behind the
>> flywheel.
>> Bad part of this setup is routing the sensor cable back to the controller
>> box. I've tentatively routed this wire under the crankcase with and an
>> adel
>> clamp under one of the baffle bracket screws secures the wire up front.
>> The
>> wire runs under the engine at the base of the cylinders to the firewall.
>> Problem is I don't really have any way to secure it down there. Those
>> who
>> have this setup, could you email me with some description or better yet,
>> photos of what you did here? I need to resolve this somehow. Thanks.
>>
>> Dean Psiropoulos
>> RV-6A N197DM
>> Wiring, wiring and....wiring!
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
________________________________________________________________________________
| From: | "az_gila" <gilalex(at)earthlink.net> |
| Subject: | Re: Recommendations for Iridium plugs? |
Yeah... Dan... but.....
Sky Geek is only 5 cents less than Vans....
I'd rather keep Vans in long term business than Sky Geek.... :D
gil in Tucson ... trying to keep my $$$ where they do good....
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=50820#50820
________________________________________________________________________________
| From: | "Michael D. Cencula" <matronics(at)cencula.com> |
| Subject: | Elevator trailing edge bend radius (RV-7A) |
Greetings,
I'm building the jig to bend the trailing edges of the elevators on my RV-7A.
Does anyone know the correct bend radius for these trailing edges?
Thanks,
Mike
________________________________________________________________________________
| From: | Charlie Kuss <chaztuna(at)adelphia.net> |
| Subject: | Re: PPG Paint Code |
Randy,
The gray that Vans uses is a standard PPG color. It's called Pearl
Gray. Paint code is 92783. This color code can be used for any PPG
product. Most folks use their Concept or Delta products. I'm using
the Delta (next step up from Concept) and I love it. The stuff is
easy to spray, has great coverage and is tough as nails.
Charlie Kuss
> Hi List, I am trying to match colors in cockpit. Does anyone have
> the PPG Paint Code to match the powder coat finished steel parts?
> Thanks in advance.
>
>Randy Hooper
>RV-8
>
________________________________________________________________________________
| From: | Vanremog(at)aol.com |
| Subject: | Re: Recommendations for Iridium plugs? |
In a message dated 7/30/2006 10:20:50 A.M. Pacific Daylight Time,
pbesing(at)yahoo.com writes:
Gary, any idea how these would work with a magneto ignition? My IO-360 on
my -4 fouls the bottom plugs really easily, and have to be cleaned every oil
change in order keep them running well.
========================================
Paul-
I am running the REM37BY plugs with standard Slick Mags. Just gap them for
.019" and they still won't foul like the old REM38E or REM40E massives.
GV (RV-6A N1GV O-360-A1A, C/S, Flying 801hrs, Silicon Valley, CA)
________________________________________________________________________________
| From: | Vanremog(at)aol.com |
| Subject: | Re: Air Oil Separators |
In a message dated 7/30/2006 10:14:53 A.M. Pacific Daylight Time,
luckymacy(at)comcast.net writes:
Any make/model preference on these things? I was surprised to see such a
wide range of options in the ACS catalogue. I don't know anyone who is
actually using one so this one goes out to the list.
===========================
Get the 3/4" dia port one from Wicks (P/N OIL-BS3/4) for around $50 and do
the pot scrubber mod defined in the archives. It's a no brainer.
GV (RV-6A N1GV O-360-A1A, C/S, Flying 801hrs, Silicon Valley, CA)
________________________________________________________________________________
| From: | luckymacy(at)comcast.net (lucky) |
| Subject: | Re: Air Oil Separators |
Thanks, it's more like $87.50 now and looks suspiciously like the $50 one in ACS!
lucky
-------------- Original message --------------
In a message dated 7/30/2006 10:14:53 A.M. Pacific Daylight Time, luckymacy(at)comcast.net
writes:
Any make/model preference on these things? I was surprised to see such a wide
range of options in the ACS catalogue. I don't know anyone who is actually using
one so this one goes out to the list.
===========================
Get the 3/4" dia port one from Wicks (P/N OIL-BS3/4) for around $50 and do the
pot scrubber mod defined in the archives. It's a no brainer.
GV (RV-6A N1GV O-360-A1A, C/S, Flying 801hrs, Silicon Valley, CA)
Thanks, it's more like $87.50 now and looks
suspiciously like the $50 one in ACS!
lucky
In a message dated 7/30/2006 10:14:53 A.M. Pacific Daylight Time, luckymacy(at)comcast.net
writes:
Any
make/model preference on these things? I was surprised to see such
a wide range of options in the ACS catalogue. I don't know anyone who
is actually using one so this one goes out to the list.
============================
Get the 3/4" dia port one from Wicks (P/N OIL-BS3/4) for around $50 and do
the pot scrubber mod defined in the archives. It's a no brainer.
GV (RV-6A N1GV
O-360-A1A, C/S, Flying 801hrs, Silicon Valley, CA)
________________________________________________________________________________
| From: | Vanremog(at)aol.com |
| Subject: | Re: Air Oil Separators |
In a message dated 7/30/2006 4:47:28 P.M. Pacific Daylight Time,
luckymacy(at)comcast.net writes:
Thanks, it's more like $87.50 now and looks suspiciously like the $50 one in
ACS!
lucky
-------------- Original message --------------
In a message dated 7/30/2006 10:14:53 A.M. Pacific Daylight Time,
luckymacy(at)comcast.net writes:
Any make/model preference on these things? I was surprised to see such a
wide range of options in the ACS catalogue. I don't know anyone who is
actually using one so this one goes out to the list.
===========================
Get the 3/4" dia port one from Wicks (P/N OIL-BS3/4) for around $50 and do
the pot scrubber mod defined in the archives. It's a no brainer.
Ask ACS why they don't sell the 3/4" port version. They are made by the
same company.
________________________________________________________________________________
| From: | "Frank Stringham" <fstringham(at)hotmail.com> |
| Subject: | Elevator trailing edge bend radius (RV-7A) |
Mike
I used an 1/8 inch wood dowel. I did tape the dowel in so it wood remain in
position. and I also taped the bottom edge of the elevator to the bending
break. I also couldn't believe how much force)it took to get the edge to be
straight/true/and the correct radius.
Frank @ SGU and SLC finish................
>From: "Michael D. Cencula" <matr onics(at)cencula.com>
>Reply-To: rv-list(at)matronics.com
>To: rv-list(at)matronics.com
>Subject: RV-List: Elevator trailing edge bend radius (RV-7A)
>Date: Sun, 30 Jul 2006 18:58:48 -0400
>
>
>Greetings,
>
>I'm building the jig to bend the trailing edges of the elevators on my
>RV-7A.
>Does anyone know the correct bend radius for these trailing edges?
>
>Thanks,
>
>Mike
>
>
________________________________________________________________________________
| From: | "Bob J." <rocketbob(at)gmail.com> |
| Subject: | Re: Elevator trailing edge bend radius (RV-7A) |
Mike, if you want a nice flying airplane in pitch feel use a 1/4" dowel.
The tighter the radius, the heavier the airplane will be in pitch.
Regards,
Bob Japundza
RV-6 flying F1 under const.
On 7/30/06, Michael D. Cencula wrote:
>
> >
>
> Greetings,
>
> I'm building the jig to bend the trailing edges of the elevators on my
> RV-7A.
> Does anyone know the correct bend radius for these trailing edges?
>
> Thanks,
>
> Mike
>
>
________________________________________________________________________________
| From: | Hopperdhh(at)aol.com |
| Subject: | Re: Elevator trailing edge bend radius (RV-7A) |
Mike,
On Drawing 4pp it shows 3/32 as the minimum bend radius. This was for .020
skins when I built mine about 5 years ago. Actually, I didn't put anything
in to maintain that radius. But I did have a little trouble with the
stiffeners limiting the travel. As a result the skins are not as smooth as they
could be. I made my "brake" out of some old door jambs and hinges. It seems
like it would be hard to keep a dowel in position. Let us know how it works
out, please.
Dan Hopper
RV-7A
In a message dated 7/30/2006 7:03:38 P.M. Eastern Daylight Time,
matronics(at)cencula.com writes:
I'm building the jig to bend the trailing edges of the elevators on my
RV-7A.
Does anyone know the correct bend radius for these trailing edges?
Thanks,
Mike
________________________________________________________________________________
| From: | Mark E Navratil <czechsix(at)juno.com> |
| Subject: | TBM Avenger / RV-6 accident at OSH |
Hey guys,
I'm reluctant to post this but feel like I need to share it in hopes it
never happens again. I was at OSH this morning (Sunday) and due to the
rain showers my 5-year old son Skyler and I decided to hang out at the
flightline for a while until the wx improved for our flight home. There
was a whole line of aircraft coming down the taxiway right in front of us
to depart OSH. I noticed a white RV-6 with blue striped trim waiting in
line a couple hundred feet from us, coming towards us, and right behind
him was a huge TBM Avenger. The thought passed through my mind that
somebody out working the flightline should be standing off to the side of
the TBM to give him signals for taxiing, since it was virtually
impossible for him to see the RV over his nose even with S-turns. My
thoughts were interrupted by the roar of jet engines as a couple L-39's
took off in formation followed by a couple Pitts Model 12's and other
interesting aircraft.
I looked back down the taxiway just in time to see the RV-6, now less
than a hundred feet from us, coming to a stop with the TBM still right
behind it. We watched in shock as the TBM continued right into the tail
of the RV. At that moment I was only thinking about how bad it would be
to have your tail chewed up by somebody's propeller, but that thought
turned to horror as the TBM continued to move, wacking through the
fuselage and sending strips of metal flying. When it got to the baggage
compartment, clothing and other gear was being strewn into the air and
across the grass. I should have closed my eyes before it got to the
cockpit. I'll spare you the details but suffice it to say it was
horrific. The prop on the TBM finally stopped somewhere in the vicinity
of the rollbar / panel but of course by that time it was too late....the
fire truck and other rescue personnel were there in moments by I knew
there was nothing they could do but pull out the white sheet and drape it
over the mess.
I don't know who the unfortunate RV pilot was (and by the way, I'm not
sure he was solo, but I think he was). Regardless, I've been feeling
physically ill all day and the scene just keeps replaying in my mind. It
seems like such a preventable accident....I know the poor guy in the
Avenger will get the blame (and I sure feel sorry for him too!) but it
was really a failure of the system when a spotter along side the TBM
would have prevented this tragic loss of life. Even though there's
probably nothing I could have done, I still feel sick about it, because I
noticed the situation and regret that I didn't at least try to point it
out to one of the busy flightline volunteers...
I hope the folks at EAA make it standard policy from now on to have
spotters available to help out any taildragger pilot who needs a second
set of eyes for taxiing. And it's a good reminder to be extra vigilant
not only at Oshkosh but at any airport to pay attention to who's behind
you. We're used to looking right/left/forward when moving about the
airport but if you're like me you don't worry too much about what's
behind you. Well, when we left OSH this afternoon in the -8A, there was
a T-6 behind us and I can guarantee you we were nervously checking our
six about every 10 seconds to make sure he wasn't getting too close.
My heartfelt condolences and deepest sympathies go out to the family of
the unfortunate RV-6 pilot we lost today.
--Mark Navratil
Cedar Rapids, Iowa
RV-8A N2D with 70+ hours of cheating death so far...
________________________________________________________________________________
| From: | Jerry Springer <jsflyrv(at)verizon.net> |
| Subject: | Re: TBM Avenger / RV-6 accident at OSH |
Mark E Navratil wrote:
>
>Hey guys,
>
>I'm reluctant to post this but feel like I need to share it in hopes it
>never happens again.
>
http://seattlepi.nwsource.com/national/1110AP_Airshow_Fatality.html?source=mypi
________________________________________________________________________________
| From: | "czechsix(at)juno.com" <czechsix(at)juno.com> |
| Subject: | RE: TBM Avenger / RV-6 accident at OSH |
Ok, I see the news story that the pax was killed and the pilot survived.
I hate spreading misinformation so I apologize for not getting the fact
s straight....I'm also amazed that anyone in that cockpit could have sur
vived the accident! We were watching from the passenger's side of the R
V at a slight angle when it happened, after the loud noises stopped the
prop was in the cockpit area and the canopy was gone....and I couldn't s
ee anybody at all in the cockpit. We watched for a few minutes and I did
n't see anybody get out. When the rescue crew arrived, they took a look
inside and then backed everybody away and appeared to be covering it up
with white sheets when we left the scene (remember I had a 5 year old wi
th me so we didn't stick around for a long time...). So what I saw seeme
d to confirm that there was no possibility of survivors.
Anyway, very glad the pilot miraculously escaped and next time I'll chec
k the news before posting something of serious nature like this...
--Mark Navratil
Cedar Rapids, Iowa
RV-8A N2D
Ok, I see the news story that the pax was killed and the pilot surviv
ed. I hate spreading misinformation so I apologize for not getting the f
acts straight....I'm also amazed that anyone in that cockpit could have
survived the accident! We were watching from the passenger's side
of the RV at a slight angle when it happened, after the loud noises stop
ped the prop was in the cockpit area and the canopy was gone....and I co
uldn't see anybody at all in the cockpit. We watched for a few minutes a
nd I didn't see anybody get out. When the rescue crew arrived, they took
a look inside and then backed everybody away and appeared to be&nb
sp;covering it up with white sheets when we left the scene (remember I h
ad a 5 year old with me so we didn't stick around for a long time...). S
o what I saw seemed to confirm that there was no possibility of survivor
s.
Anyway, very glad the pilot miraculously escaped and next time I'll c
heck the news before posting something of serious nature like this...
--Mark Navratil
Cedar Rapids, Iowa
RV-8A N2D
________________________________________________________________________________
| From: | rveighta <rveighta(at)earthlink.net> |
| Subject: | Re: Air Oil Separators |
--- 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: | "Charles Heathco" <cheathco(at)cox.net> |
I have noticed my newer engine is running hotter oil temp than the older
one. Used to be 190-200 max. now its going up to 220-230.
Anyone can say for sure what max norm opr and also max safe temp should
be? Charlie Heathco
________________________________________________________________________________
| From: | Morocketman(at)aol.com |
| Subject: | Further thread on airborne weather services! |
Has anyone tried a CELL PHONE weather system with success or failure?
Primarily due to limited cockpit space, I am considering buying a new cell phone
with a larger than average screen and using Velcro to attach it to the panel.
Do you like/dislike your weather on the cell phone?
Whose service do you have/have tried in the past?
What problems does anyone see with it? i.e. Is it illegal to use cell phone
in an airplane?
What were the costs involved? Connection fee? Monthly service? Additional
minutes, etc?
Thanks listers, you are a walking encyclopedia of knowledge, Les Featherston
________________________________________________________________________________
| From: | sportav8r(at)aol.com |
| Subject: | Re: Further thread on airborne weather services! |
Les, first try using your cell phone for voice or text from the plane. It can
be a frustrating excercise unless you're down low. You'll want to experiment
before spending the bucks, unless getting wx only before departure is what you're
after.
That said, I was able to make several phone calls from the air this weekend, checking
out the aux feature of my new LightSpeed Mach one headset (worked beautifully)
but I was only at about 1500' AGL at the time.
As to cellular or in-cockpit wx services, never used them yet so cannot comment
intelligently. Hope this helps.
-----Original Message-----
Sent: Mon, 31 Jul 2006 12:32 PM
Has anyone tried a CELL PHONE weather system with success or failure? Primarily
due to limited cockpit space, I am considering buying a new cell phone with
a larger than average screen and using Velcro to attach it to the panel.
Do you like/dislike your weather on the cell phone?
Whose service do you have/have tried in the past?
What problems does anyone see with it? i.e. Is it illegal to use cell phone in
an airplane?
What were the costs involved? Connection fee? Monthly service? Additional minutes,
etc?
Thanks listers, you are a walking encyclopedia of knowledge, Les Featherston
________________________________________________________________________
________________________________________________________________________________
| From: | "Ralph E. Capen" <recapen(at)earthlink.net> |
| Subject: | Who from MT was at OSH |
Just lookig to find out who from MT was there.
I'm expecting my prop back from MT in FL - getting the correct length hub/spinner
to fit my SamJames cowl.
Ralph Capen
________________________________________________________________________________
| From: | "Ed Anderson" <eanderson(at)carolina.rr.com> |
| Subject: | Re: Further thread on airborne weather services! |
I have used Ram-Page Cell phone weather service
http://avwx.net/home.php. It only cost around $7.00/month at the time,
I think for the price it was a great service. Having said that, it
could be frustratingly slow in downloading radar/satellite photos. I
tried to use it once airborne, but was at 7500 ft over west central
Texas where cell towers are not plentiful. I did use it to check
weather when landing at air patches with no computer connections.
Ed
Ed Anderson
Rv-6A N494BW Rotary Powered
Matthews, NC
eanderson(at)carolina.rr.com
http://members.cox.net/rogersda/rotary/configs.htm#N494BW
----- Original Message -----
From: Morocketman(at)aol.com
To: rv-list(at)matronics.com
Sent: Monday, July 31, 2006 12:32 PM
Subject: RV-List: Further thread on airborne weather services!
Has anyone tried a CELL PHONE weather system with success or failure?
Primarily due to limited cockpit space, I am considering buying a new
cell phone with a larger than average screen and using Velcro to attach
it to the panel.
Do you like/dislike your weather on the cell phone?
Whose service do you have/have tried in the past?
What problems does anyone see with it? i.e. Is it illegal to use cell
phone in an airplane?
What were the costs involved? Connection fee? Monthly service?
Additional minutes, etc?
Thanks listers, you are a walking encyclopedia of knowledge, Les
Featherston
________________________________________________________________________________
| From: | Hopperdhh(at)aol.com |
| Subject: | Rear Prop Gov. Questions |
I posted this last week, but didn't get answers.
Maybe someone on the list could point me to a picture of a rear mounted prop
governor so I could get a feel for how much room there is. Probably an
O-360 would be the same.
Thanks,
Dan
I searched the archives, but couldn't find answers to these questions.
I am thinking of putting an IO-360-A1A engine in my RV-7A. It has been
flying with an IO-360-A1D6 which has a front mounted governor.
Could someone on the list please tell me approximately what the thickness of
the rear mounted prop governor adapter pad is on an IO-360-A1A? I have an
old one that measures about 2 1/16 inches. Is there a thinner one available?
The dimension I need is from the accessory case to the prop governor itself.
Also, will the McCauley governor off the left front of my IO-360-A1D6 work
on the rear of the -A1A? There is about 3 percent difference in the drive
ratio -- 0.866 vs 0.895. I would assume that the governor could be adjusted for
this difference. Is there some other reason why it won't work?
Thanks,
Dan Hopper
RV-7A
________________________________________________________________________________
| From: | "John McMahon" <rv6(at)earthlink.net> |
| Subject: | RV 10 Mike Seager training at (1m5) |
Mike Saeger will be in Portland,Tn (1M5) 50 miles north of Nashville,Tn
Sept 13,14,15..He will be giving
flight training in the factory RV-10..The cost is $155.00 per Hr.If you
are interested in flying with Mike,
please E-Mail me at (rv6(at)earthlink.net) or call me at 615-452-8742..When
I get a feel for who is interested
I will set up a schedule to accommodate you..First come first serve!!
There is a Motel in Franklin,Ky $98.00 nite,270-598-8001 Hampton Inn..
John McMahon (RV6
180/CS) Flying
Gallatin,Tn
________________________________________________________________________________
| From: | Erich_Weaver(at)URSCorp.com |
| Subject: | oil cooler and vernatherm |
I am considering purchasing the oil cooler shutter that Vans offers, but
dont exactly understand the need for this product. Shouldnt a correctly
operating vernatherm, which most of our engines come with, do the same
job, or am I missing something?
Erich Weaver
________________________________________________________________________________
| From: | FLYaDIVE(at)aol.com |
| Subject: | Re: Oil temp limits |
In a message dated 7/31/06 12:26:00 PM Eastern Daylight Time,
cheathco(at)cox.net writes:
> I have noticed my newer engine is running hotter oil temp than the older
one.
> Used to be 190-200 max. now its going up to 220-230.
> Anyone can say for sure what max norm opr and also max safe temp should
be?
> Charlie Heathco
=================================
Charlie:
You did not mention which engine you have? Most engine manufactures
recommend 245 - 250 Deg F as the Max point. This is also the accepted point by
oil
manufactures as well.
You are correct you will be seeing higher oil and CHT's with a new engine, it
is breaking in. Keep your climbs shallow, air speed high and the RPMs high
also. Don't baby the engine, oil consumption should stabilize in 50 hours or a
little less. Change your oil after the first 10 hours and then at 20 hour
intervals until oil consumption is stabilized
Your 220 - 230 Deg F is quite normal especially for this time of year.
Barry
"Chop'd Liver"
"Show them the first time, correct them the second time, kick them the third
time."
Yamashiada
________________________________________________________________________________
| From: | FLYaDIVE(at)aol.com |
| Subject: | Re: Oil temp limits |
In a message dated 7/31/06 12:26:00 PM Eastern Daylight Time,
cheathco(at)cox.net writes:
> I have noticed my newer engine is running hotter oil temp than the older
one.
> Used to be 190-200 max. now its going up to 220-230.
> Anyone can say for sure what max norm opr and also max safe temp should
be?
> Charlie Heathco
=============================
Charlie:
A PS to my previous post...
You did not mention what the CHT were. If yo have a gage keep them LOW ...
Lycoming use to say 500 Deg F, they recently went down to 450 Deg F, I have my
limit of No Higher than 435 Deg F.
Barry
"Chop'd Liver"
"Show them the first time, correct them the second time, kick them the third
time."
Yamashiada
________________________________________________________________________________
| From: | Kevin Horton <khorton01(at)rogers.com> |
| Subject: | Re: Oil temp limits |
On 31 Jul 2006, at 12:21, Charles Heathco wrote:
> I have noticed my newer engine is running hotter oil temp than the
> older one. Used to be 190-200 max. now its going up to 220-230.
> Anyone can say for sure what max norm opr and also max safe temp
> should be? Charlie Heathco
>
Is this with the same oil temp sender and indicator as the old
engine? Has the oil temp indication system been calibrated so you
are sure it is telling you the truth?
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://www.kilohotel.com/rv8
________________________________________________________________________________
| From: | Morocketman(at)aol.com |
| Subject: | Re: Further thread on airborne weather services! |
Thank you Ed! The website you mentioned avwx.net/home.php was just the
answer I wanted. They stated that airborne reception was "spotty, at best", and
that the FAA doesn't consider them an approved preflight source. The other
little hidden cost was also a surprise............your cell phone has to be
web-enabled by your provider at an additional cost.
O.K. We have got cell phones covered. What are the best devices to receive
airborne weather services?
Good work Ed, Les Featherston
________________________________________________________________________________
| From: | "Rob Prior (rv7)" <rv7(at)b4.ca> |
| Subject: | Re: TBM Avenger/RV-6 accident at OSH and other OSH stuff |
Having seen almost the same scenario played out at Reno a number of years
ago, with a Sea Fury taxiing up the back end of a Lancair, I can see how it
happens. It's a large plane, with (I would guess) a high workload during
taxi and run-up. Losing track of just how many small planes are in front
of you would be very easy. In the incident I witnessed, the Lancair was
pushed ahead enough by the impact that by the time the Sea Fury shut down
he was still a foot from the cockpit. But the Lancair was still running,
and as I recall it taxiied itself further ahead before shutting down to get
out and inspect the damage.
Still, my condolences to all involved, if anyone here knows any of them.
As someone pointed out, it was a relatively incident-free year at Oshkosh
this year, it's unfortunate that this had to be one of the incidents.
-Rob
________________________________________________________________________________
| From: | "Charles Heathco" <cheathco(at)cox.net> |
| Subject: | Re: Recommendations for Iridium plugs? |
May have all info you need. I have Irridiums I put in year ago, I burn
mostly mogas, so cant say much about lead exept that when I do burn some
out of my left "takeoff" tank I have no fouling. They stay clean as a
whislte all the time. They are expensive. Charlie Heathco
________________________________________________________________________________
| From: | "Mike Kraus" <n223rv(at)wolflakeairport.net> |
| Subject: | oil cooler and vernatherm |
Contrary to what I have read on some of the posts, the vernitherm always
lets a bit of oil through to the oil cooler. I know because I tested
it.
By blocking the airflow to the oil cooler, you will be able to raise the
oil temp. My concern with Van's set-up is that when their shutter is
open, it is also blocking 1/2 of the air to the oil cooler..... So when
your engine is running hot and you need to cool the oil real bad, you
are losing airflow. I know you could remove it in the summer, but that
would defeat the purpose.
-Mike Kraus
-----Original Message-----
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of
Erich_Weaver(at)URSCorp.com
Sent: Monday, July 31, 2006 3:18 PM
I am considering purchasing the oil cooler shutter that Vans offers,
but dont exactly understand the need for this product. Shouldnt a
correctly operating vernatherm, which most of our engines come with, do
the same job, or am I missing something?
Erich Weaver
________________________________________________________________________________
| From: | "Mike Kraus" <n223rv(at)wolflakeairport.net> |
| Subject: | Further thread on airborne weather services! |
The biggest obstacle would be getting the phone to work at anything over
2,000' agl. Mine works close to the ground, but it never works at the
altitudes I fly.
-Mike
-----Original Message-----
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of
Morocketman(at)aol.com
Sent: Monday, July 31, 2006 12:32 PM
Has anyone tried a CELL PHONE weather system with success or failure?
Primarily due to limited cockpit space, I am considering buying a new
cell phone with a larger than average screen and using Velcro to attach
it to the panel.
Do you like/dislike your weather on the cell phone?
Whose service do you have/have tried in the past?
What problems does anyone see with it? i.e. Is it illegal to use cell
phone in an airplane?
What were the costs involved? Connection fee? Monthly service?
Additional minutes, etc?
Thanks listers, you are a walking encyclopedia of knowledge, Les
Featherston
________________________________________________________________________________
| From: | "Dale Ensing" <densing(at)carolina.rr.com> |
| Subject: | Re: Rear Prop Gov. Questions |
Dan,
I'll try to get a decent picture tomorrow of my rear mounted govenor.
However, my set up is a Woodward govenor on a O-360 in a 6A. But, if you
think it well help I'll send the picture.
Dale Ensing
Maybe someone on the list could point me to a picture of a rear
mounted prop governor so I could get a feel for how much room there is.
Probably an O-360 would be the same.
Thanks,
Dan
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Matronics Email List Web Server Upgrade Tonight... |
Dear Listers,
This evening I will be upgrading the Matronics Web Server hardware to a new Quad-processor
2.8Ghz Xeon system (yes, 4-physical CPUs!) with an Ultra 320 SCSI
Raid 5 disk system and 5GB of DDR2 RAM.
As with the older system, the new system will be running the latest version of
Redhat Linux. Most of the software configuration work is already done for the
migration, but I still have to sync all of the archive and forum data from the
old system to the new system. I am anticipating about 2 to 3 hours of downtime
for me to fully make the transition, although it could be considerable less
if everything goes according to plan.
The Matronics Webserver will be *UNavailable* from the Internet during the work,
and you will receive a time-out if you try to connect during the upgrade.
Email List Distribution will be *available* during the upgrade of the Web Server,
and List message distribution will function as normal.
This represents a significant performance upgrade for the Matronics Web Server
and you should notice nicely improved searching and surfing performance following
the upgrade!
Best regards,
Matt Dralle
Matronics Email List Administrator
________________________________________________________________________________
| From: | "D.Bristol" <dbris200(at)sbcglobal.net> |
| Subject: | Re: oil cooler and vernatherm |
The vernatherm only bypasses the oil cooler, it does not restrict the
flow to it, so you will always have some oil going to the cooler.
Dave
Mike Kraus wrote:
>
>Contrary to what I have read on some of the posts, the vernitherm always
>lets a bit of oil through to the oil cooler. I know because I tested
>it.
>
>By blocking the airflow to the oil cooler, you will be able to raise the
>oil temp. My concern with Van's set-up is that when their shutter is
>open, it is also blocking 1/2 of the air to the oil cooler..... So when
>your engine is running hot and you need to cool the oil real bad, you
>are losing airflow. I know you could remove it in the summer, but that
>would defeat the purpose.
>
>-Mike Kraus
>
>-----Original Message-----
>[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of
>Erich_Weaver(at)URSCorp.com
>Sent: Monday, July 31, 2006 3:18 PM
>
>
>I am considering purchasing the oil cooler shutter that Vans offers,
>but dont exactly understand the need for this product. Shouldnt a
>correctly operating vernatherm, which most of our engines come with, do
>the same job, or am I missing something?
>
>Erich Weaver
>
>
>
>
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Looking for Reports on new David Clark X-11 Headset |
Are there any RV pilots out there that can provide an objective report
on this new headset released at Oshkosh?
I am particularly interested in an evaluation in the noise environment
of a typical RV and how well the active noise cancellation works. The
rest looked pretty good at Oshkosh.
Thanks
Tom Olson
________________________________________________________________________________
| From: | "John McMahon" <rv6(at)earthlink.net> |
Does any one have on their roll bar a small mirror,like about 1" wide
and about 3 or 4 inches long?? I have looked, and no luck!!
Where did you get it???
Thanks
John M (RV6 180/CS)
________________________________________________________________________________
| From: | James Freeman <flyeyes(at)mac.com> |
| Subject: | Re: Small mirrow |
Try "baby mirrors" from a store that sells baby/infant supplies.
They are designed so parents can see their offspring in the back
seat. This is what's working for me in the RV-8
On Jul 31, 2006, at 7:57 PM, John McMahon wrote:
> Does any one have on their roll bar a small mirror,like about 1" wide
> and about 3 or 4 inches long?? I have looked, and no luck!!
> Where did you get it???
> Thanks
> John M (RV6 180/CS)
>
________________________________________________________________________________
| Subject: | Re: Landing Gear |
This is really interesting stuff for a newbie like myself. Could not really
comment without some study but would really like to know what others think.
Regards,
Michael Wynn
RV 8 Wings
________________________________________________________________________________
| From: | "RV6 Flyer" <rv6_flyer(at)hotmail.com> |
John:
Mine came from Pep Boys. I needed to add a small film of RTV over the clamp
so that it would stay in positon on the roll bar brace.
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell,
1,917 + Flying Hours So. CA, USA
http://SoCAL_WVAF.rvproject.com
----Original Message Follows----
Does any one have on their roll bar a small mirror,like about 1" wide
and about 3 or 4 inches long?? I have looked, and no luck!!
Where did you get it???
Thanks
John M (RV6 180/CS)
________________________________________________________________________________
| From: | "Mike Kraus" <n223rv(at)wolflakeairport.net> |
Do you still have the AOA for sale?
Please advise, thanks!
-Mike
-----Original Message-----
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of rveighta
Sent: Wednesday, July 26, 2006 6:17 PM
I have the following items for sale:
ITEM CONDITION
PRICE
Angle of Attack (vans p/n IF AOA PRO) new $1,000
Microair 760 VHF Transciever slightly used
$575
Rose Electroair electronic ignition used
$400
RV-8(A) fiberglass wingtip light fairings new
$10
Westach CHT gauge (p/n 2C1) new
$15
Westach EGT gauge (p/n 2C2) new
$15
If you need additional info, email me direct or give me a call at (423)
257-6566.
Walt Shipley
________________________________________________________________________________
| From: | "Larry Bowen" <Larry(at)bowenaero.com> |
| Subject: | Further thread on airborne weather services! |
http://mobile.wunderground.com provides decent info for free if you can surf
the web via your phone. That was my plan before I invested in the 396. I
mostly used it on the ground, not in flight. I have a Treo 650 and verizon
service.
-
Larry Bowen
Larry(at)BowenAero.com
http://BowenAero.com
_____
Sent: Monday, July 31, 2006 7:38 PM
The biggest obstacle would be getting the phone to work at anything over
2,000' agl. Mine works close to the ground, but it never works at the
altitudes I fly.
-Mike
-----Original Message-----
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Morocketman(at)aol.com
Sent: Monday, July 31, 2006 12:32 PM
Has anyone tried a CELL PHONE weather system with success or failure?
Primarily due to limited cockpit space, I am considering buying a new cell
phone with a larger than average screen and using Velcro to attach it to the
panel.
Do you like/dislike your weather on the cell phone?
Whose service do you have/have tried in the past?
What problems does anyone see with it? i.e. Is it illegal to use cell phone
in an airplane?
What were the costs involved? Connection fee? Monthly service? Additional
minutes, etc?
Thanks listers, you are a walking encyclopedia of knowledge, Les
Featherston
________________________________________________________________________________
| From: | "glen matejcek" <aerobubba(at)earthlink.net> |
| Subject: | Rear Prop Gov. Questions |
Hi Dan-
>I posted this last week, but didn't get answers.
Funny how that goes sometimes, with all the talent on this list!
>Maybe someone on the list could point me to a picture of a rear mounted
prop
>governor so I could get a feel for how much room there is. Probably an
>O-360 would be the same.
It appears on page 2-4 of parts catalog PC-406-1.
I've an RV-8 with an IO-360-A1B6D with a Czech gov on the back so there is
no direct correlation to your installation. My pad is about 7/8 thick and
I have about 4 1/8 between the rearmost part of the gov (the end of the
cable attach bolt) and the firewall.
I do believe that all the gov's except Woodward have the same (AN)
footprint.
According to what I get out of the parts catalog, the correct adaptor for
your installation would be #75545 if the case has studs and #78594 if your
installation uses cap screws. Perhaps there is a part number on the
adaptor you have? I wouldn't be at all surprised if you've got all you
need already!
Sorry I couldn't be of more direct assistance-
glen matejcek
aerobubba(at)earthlink.net
________________________________________________________________________________
| From: | "glen matejcek" <aerobubba(at)earthlink.net> |
| Subject: | RE: TBM Avenger / RV-6 accident at OSH |
Hi Mark-
>I hate spreading misinformation so I apologize for not getting the fact
>s straight...
It seems to me that the things you reported as fact were correct, and your
interpretation of the events as entirely reasonable. Thank you for sharing
your observations as clearly and factually as you did. You have done the
rest of us a service while reporting on what must have been a gut wrenching
experience.
I hope the unfortunate events of the day don't have a lasting negative
impact upon either you, your son, or the passion that we all share.
glen matejcek
aerobubba(at)earthlink.net
________________________________________________________________________________
| From: | "Jeff Dowling" <shempdowling2(at)earthlink.net> |
| Subject: | Re: Further thread on airborne weather services! |
You wont be able to get a signal at any kind of speed and altitude.
Shemp/Jeff Dowling
RV-6A, N915JD
295 hours
Chicago/Louisville
----- Original Message -----
From: Morocketman(at)aol.com
To: rv-list(at)matronics.com
Sent: Monday, July 31, 2006 11:32 AM
Subject: RV-List: Further thread on airborne weather services!
Has anyone tried a CELL PHONE weather system with success or failure?
Primarily due to limited cockpit space, I am considering buying a new
cell phone with a larger than average screen and using Velcro to attach
it to the panel.
Do you like/dislike your weather on the cell phone?
Whose service do you have/have tried in the past?
What problems does anyone see with it? i.e. Is it illegal to use cell
phone in an airplane?
What were the costs involved? Connection fee? Monthly service?
Additional minutes, etc?
Thanks listers, you are a walking encyclopedia of knowledge, Les
Featherston
________________________________________________________________________________
| From: | "Lockamy, Jack L" <jack.lockamy(at)navy.mil> |
| Subject: | Re: TBM Avenger/RV-6 accident at OSH and other OSH stuff |
I'm a bit confused.... was the accident RV and RV-6 (side-by-side) or
was it an RV-8 (tandem)? I can understand the passenger being killed in
an RV-8 while the pilot up-front survives, but I for life of me don't
understand how the pilot would have been able to survive in an RV-6!
I've read lots about this accident. Some report it as an RV-8... others
and RV-6. Which is it?
Jack
________________________________________________________________________________
| From: | <gmcjetpilot(at)yahoo.com> |
| Subject: | Re: TBM Avenger/RV-6 accident at OSH (what to do) |
Rob I agree with you but no one has said it so I will, the
responsibility lies with the TBM pilot 100%. I am not being
accusatory, it was a tragic accident, an accident but an
accident that was preventable.
This is not the first time as you point out so instead of
blaming, since the TBM pilot no doubt has to deal with
this mentally, financially and legally; what can we learn?
What can we learn?
Well 20/20 hind sight, Monday Morning QB, I would say
if you are NOT 100% about where your plane is going
STOP (or get out of the way).
He could have called for wing walkers. Either pilots
for that matter could have called.
This happens at the airlines where pilots taxi into other
planes or jet ways. I suppose the RV could have pulled
off the taxiway or called for wing walkers for the TBM
himself.
The lesson learned, if faced with this scenario I
know I will do something to keep from being run over.
If following a plane I can't see, again I'll do something
to get the safety margin back. I relize it's easy to say
that now, I am not that smart but do have the luxury
of learning, and if I'm uncomfortable, I'll do something
about it.
I can tell you from this accident I will not ALLOW a big
Taildragger follow me in Stop-N-Go Congo line. I have
worried about this for years when a blind taildragger was
following me post air-show line up. I was constantly
turning 45 on the taxiway and looking over the shoulder.
Paranoid and not very comfortable. It does not have
to be a TBM, a Cessna 190 will ruin your day.
My procedure now is to wait for the line to go down. At
any show there is a rush to leave right after the field opens.
30 minutes is usually plenty to get most out of the way. 30,
45, 60 minutes is well worth the wait to make your departure
more efficient and safe. DON'T BE IN A HURRY. Wait and
watch the show after the show, the departures. Hopefully
there will only be safe departures to watch, no tragedies.
My thoughts and Priers to all and their families.
Sincerely George M RV-7/ATP/CFII_MEI
>posted by: "Rob Prior (rv7)"
>
>Having seen almost the same scenario played out at
>Reno a number of years ago, with a Sea Fury taxiing up
>the back end of a Lancair, I can see how it happens. It's
>a large plane, with (I would guess) a high workload during
>taxi and run-up. Losing track of just how many small planes
>are in front of you would be very easy. In the incident I
>witnessed, the Lancair was pushed ahead enough by the
>impact that by the time the Sea Fury shut down he was
>still a foot from the cockpit. But the Lancair was still
>running, and as I recall it taxied itself further ahead before
>shutting down to get out and inspect the damage.
>
>Still, my condolences to all involved, if anyone here knows
>any of them. As someone pointed out, it was a relatively
>incident-free year at Oshkosh this year, it's unfortunate
>that this had to be one of the incidents.
>-Rob
---------------------------------
See the all-new, redesigned Yahoo.com. Check it out.
________________________________________________________________________________
| From: | "James Clark" <jclarkmail(at)gmail.com> |
| Subject: | Re: TBM Avenger/RV-6 accident at OSH and other OSH stuff |
Jack,
I think the initial (logical) speculation was that if it was an RV it would
have had to have been a tandem model. I think the more "official" word is
RV6.
I was not there but imagine that the first strike spins the tail a bit left
for somewhat of a right turn of the plane. That would put the person on the
left a bit more forward of the plane of the prop. This is pure speculation
of the geometry of things on my part. I have NO data to back this view up.
James
p.s. How is "beautiful paint scheme" holding up?? :-) :-)
On 8/1/06, Lockamy, Jack L wrote:
>
> I'm a bit confused.... was the accident RV and RV-6 (side-by-side) or was
> it an RV-8 (tandem)? I can understand the passenger being killed in an RV-8
> while the pilot up-front survives, but I for life of me don't understand how
> the pilot would have been able to survive in an RV-6!
>
> I've read lots about this accident. Some report it as an RV-8... others
> and RV-6. Which is it?
>
> Jack
>
--
This is an alternate email. Please continue to email me at
james(at)nextupventures.com .
________________________________________________________________________________
| From: | "Vincent Welch" <welchvincent(at)hotmail.com> |
| Subject: | Cooling Blast tubes - Lycoming |
Run a hanger or other stiff piece of wire through the inside of the blast
tube, bend it in any shape you like, then secure the hanger to the blast
tube with RTV. Clamp the tube to structure as required along the outside.
Vince Welch
RV-8A
>From: "Steve & Denise" <sjhdcl(at)kingston.net>
>Reply-To: rv-list(at)matronics.com
>To:
>Subject: RV-List: Cooling Blast tubes - Lycoming
>Date: Sat, 29 Jul 2006 11:05:37 -0400
>
>
>RV7A - IO360
>I'm planning to install 5/8" blast tubes from baffling to fuel pump, 1 mag,
>and alternator.
>
>Routing and securing to baffling is easy but any tricks on securing the end
>where the component is so the cooling
>blast actually hits the fuel pump? Adel clamps stategically placed? Pics?
>
>Thanks
>Steve
>RV7A flying soon!
>
>
________________________________________________________________________________
| From: | "Rob Prior (rv7)" <rv7(at)b4.ca> |
| Subject: | Re: TBM Avenger/RV-6 accident at OSH and other OSH stuff |
On 8:55:42 2006-08-01 "Lockamy, Jack L" wrote:
> I'm a bit confused.... was the accident RV and RV-6 (side-by-side) or
> was it an RV-8 (tandem)? I can understand the passenger being killed
> in an RV-8 while the pilot up-front survives, but I for life of me
> don't understand how the pilot would have been able to survive in an
> RV-6!
Assuming the propellor rotates clockwise (from the pilot's perspective) on
a TBM, I would expect multiple hits on the rear fuselage of an RV-6 would
cause the RV to rotate clockwise (viewed from above), regardless of what
the pilot was doing with the brakes. There's a lot of momentum in that big
a propellor.
Or, maybe the TBM was rolling on a path slightly to the right of the path
of the RV, and only cut into the right-hand side of the fuselage.
In any case, the plane has been officially confirmed to be an RV-6.
C-FNQP, Registered to Bill Reed of Carp, Ontario.
-Rob
________________________________________________________________________________
| From: | "kitfoxmike" <kitfoxmike(at)yahoo.com> |
| Subject: | Re: TBM Avenger/RV-6 accident at OSH (what to do) |
This accident hit me hard because I thought of it being me and the copilot being
my wife. I remember just a few weeks ago at arlington. seems that there were
a group of planes that thought they were the cats meow when I was already cleared
to land that had to just cut right in front of me, I of course turned right
and did a go around. then on departure on sunday I had an incident(or potential
incident) where 34 was the active runway all weekend, and I was departing
at 6:30 in the morning before the tower opened and about 5 planes had already
departed in about 5 minute seperations on 34. I got to the runway and announced
my departure and lined up on the runway ready to push the throttle when
I heard two planes giving intentions to depart on 16. I radiod that I was powering
up on 34, no response, I aborted takeoff and while turning off the runway
made another radio call, still no response, just as I got off the runway, two
low wing small aircraft, one red, departed and flew right over us. I know
my radio worked because the cessna after me said some things and I did also to
these jerks on the radio to them, and of course no response.
--------
kitfoxmike
kitfox4 1200 912ul speedster
http://www.frappr.com/kitfoxmike
rv7 wingkit
reserved 287RV
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=51547#51547
________________________________________________________________________________
| From: | "Steve Glasgow" <willfly(at)carolina.rr.com> |
| Subject: | Copper in Oil, XP-360 |
Recent Oil Analyses seem to be showing increased levels of copper coming
from my XP-360. The engine has a total of 265 hours and I use Aeroshell
15/50.
My last three oil analyses were flagged at 15.3, 19.5 and 36.3 P/M, average
interval 30 hours between oil changes.
I'm hoping it is about to peak and will start to go down soon.
An oil analysis article by Lycoming says the following: "Differences in
manufacturing process may cause a variation in analysis results for
different engine models. The amount of tin plating, copper plating, etc,
performed during manufacture has a definite relationship to the oil analysis
reports. It is not uncommon, to see what seems to be high copper content
early in the life of an engine, only to have this content continually
decrease as the engine accumulates time, and then disappear altogether.
Has anyone else experienced high copper? Did it go away? If so when?
What specifically does "early in the life" and "as the engine accumulates
time" mean?
Comments and suggestions welcome.
Steve Glasgow-Cappy
N123SG RV-8
Cappy's Toy
________________________________________________________________________________
| From: | "Dan Checkoway" <dan(at)rvproject.com> |
| Subject: | Re: Copper in Oil, XP-360 |
What does your engine builder say about it?
FWIW, my copper did go down a bit over time but has had some variation:
http://rvimg.com/images/2006/20060703_oil_analysis.jpg
(NOTE: I switched from hobbs to tach hours on the 3rd analysis)
)_( Dan
RV-7 N714D (1021 hours)
http://www.rvproject.com
----- Original Message -----
Sent: Tuesday, August 01, 2006 10:36 AM
>
> Recent Oil Analyses seem to be showing increased levels of copper coming
> from my XP-360. The engine has a total of 265 hours and I use Aeroshell
> 15/50.
>
> My last three oil analyses were flagged at 15.3, 19.5 and 36.3 P/M,
> average interval 30 hours between oil changes.
>
> I'm hoping it is about to peak and will start to go down soon.
>
> An oil analysis article by Lycoming says the following: "Differences in
> manufacturing process may cause a variation in analysis results for
> different engine models. The amount of tin plating, copper plating, etc,
> performed during manufacture has a definite relationship to the oil
> analysis reports. It is not uncommon, to see what seems to be high copper
> content early in the life of an engine, only to have this content
> continually decrease as the engine accumulates time, and then disappear
> altogether.
>
> Has anyone else experienced high copper? Did it go away? If so when?
>
> What specifically does "early in the life" and "as the engine accumulates
> time" mean?
>
> Comments and suggestions welcome.
>
> Steve Glasgow-Cappy
> N123SG RV-8
> Cappy's Toy
>
>
> http://www.matronics.com/Navigator?RV-List
> http://wiki.matronics.com
>
>
>
________________________________________________________________________________
| From: | "Steve Glasgow" <willfly(at)carolina.rr.com> |
| Subject: | Re: Copper in Oil, XP-360 |
Thanks Dan,
I'm still waithing to hear back from Superior and Bart.
Cappy
--------
Steve Glasgow-Cappy
Cappy's Toy
RV-8 N123SG
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=51564#51564
________________________________________________________________________________
| From: | sportav8r(at)aol.com |
| Subject: | Re: Copper in Oil, XP-360 |
My goof... it's not copper _in_ the oil as manufactured, it's apparently a leaching
phenomenon from TCP:
http://www.prime-mover.org/Engines/GArticles/Copper.html
Google "copper aeroshell oil 15w-50" to learn more than you ever wanted to know
about this, and some urban myths besides ;-)
-Stormy
you do realize you've given me something new to worry about, don't you, Cappy ?!
-----Original Message-----
Sent: Tue, 1 Aug 2006 2:45 PM
Thanks Dan,
I'm still waithing to hear back from Superior and Bart.
Cappy
--------
Steve Glasgow-Cappy
Cappy's Toy
RV-8 N123SG
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=51564#51564
________________________________________________________________________
________________________________________________________________________________
| From: | "Steve Glasgow" <willfly(at)carolina.rr.com> |
| Subject: | Re: Copper in Oil, XP-360 |
Thanks Stormy,
That was a great article on Aeroshell 15/50. To bad they changed the formula.
OH well!
Cappy
--------
Steve Glasgow-Cappy
Cappy's Toy
RV-8 N123SG
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=51579#51579
________________________________________________________________________________
| From: | "David Burnham" <daverv6a(at)gmail.com> |
| Subject: | Re: Cooling Blast tubes - Lycoming |
Steve,
For the Mag I attached a clamp to engine and just aimed the tube at the mag.
For the Alternator, there isn't any convenient place to attach a clamp. I
took a piece of wire, bent loops at each end the size of the outside
diameter of the tube. Bent them 90 degrees, slipped them over the tube and
then bent the wire so that it was "aimed correctly" I used RTV to keep wire
in place.
I don'thave one to the fuel pump
Seems to work so far
Dave Burnham
On 7/29/06, Steve & Denise wrote:
>
>
> RV7A - IO360
> I'm planning to install 5/8" blast tubes from baffling to fuel pump, 1
> mag,
> and alternator.
>
> Routing and securing to baffling is easy but any tricks on securing the
> end
> where the component is so the cooling
> blast actually hits the fuel pump? Adel clamps stategically
> placed? Pics?
>
> Thanks
> Steve
> RV7A flying soon!
>
>
________________________________________________________________________________
| Subject: | Re: RE: TBM Avenger / RV-6 accident at OSH |
Amen!
Well said.
I for one agree with glen that your reporting was excellent and reasonable.
And that you did the list a real service.
I pray that you and your son have no lasting ill effects from witnessing
this tragedy and that the short term effects will indeed be short term.
Doc Custer
----- Original Message -----
Sent: Tuesday, August 01, 2006 6:06 AM
>
> Hi Mark-
>
>>I hate spreading misinformation so I apologize for not getting the fact
>>s straight...
>
> It seems to me that the things you reported as fact were correct, and your
> interpretation of the events as entirely reasonable. Thank you for
> sharing
> your observations as clearly and factually as you did. You have done the
> rest of us a service while reporting on what must have been a gut
> wrenching
> experience.
>
> I hope the unfortunate events of the day don't have a lasting negative
> impact upon either you, your son, or the passion that we all share.
>
> glen matejcek
> aerobubba(at)earthlink.net
>
>
>
________________________________________________________________________________
| From: | Kevin Horton <khorton01(at)rogers.com> |
| Subject: | Re: Air Oil Separators |
On 31 Jul 2006, at 10:19, rveighta wrote:
> I'm sure I'm far from being the most knowledgeble builder on the list,
> but it seems to me that automotive mfgrs recycle oil back through
> their
> engines without detriment and without puddles of oil on the garage
> floor.
Autos are burning fuel without lead, in liquid-cooled engines with
smaller bores that can have much tighter clearances. I'm betting
there is less blow by in an auto engine, and the blow by will contain
different stuff. Plus automotive and aviation oil have different
additive packages. Current automotive engines were designed to
accept the blow by gasses, but I believe it goes into the induction
air, rather than back into the oil as some have proposed for our
aircraft engines.
The auto engine experience may not be relevant. Given the cost of
engine overhauls, I'm not too keen to put something different inside
my engine (crud from the air-oil separator), unless there is a huge
wealth of service experience behind it.
Kevin Horton
Ottawa, Canada
________________________________________________________________________________
| From: | Vanremog(at)aol.com |
| Subject: | Re: Copper in Oil, XP-360 |
In a message dated 8/1/2006 10:41:39 A.M. Pacific Daylight Time,
willfly(at)carolina.rr.com writes:
Recent Oil Analyses seem to be showing increased levels of copper coming
from my XP-360. The engine has a total of 265 hours and I use Aeroshell
15/50.
===========================
It may be that the Triphenyl Phosphate (TPP) in that particular brand
multi-vis oil is leaching the copper from your bearings as it is suspected of
doing. Try changing to the better straight weight oils without the TPP. If you
insist on using a multi-vis oil there are other brands without it.
GV (RV-6A N1GV O-360-A1A, C/S, Flying 802hrs, Silicon Valley, CA)
________________________________________________________________________________
| From: | sportav8r(at)aol.com |
| Subject: | Re: Copper in Oil, XP-360 |
Cappy, my first oil analysis showed copper at 39, then a slow steady drop into
the 5-12 range where it has remained for the past 550 hours since break-in. I
always use 15W-50 and a 50hr change interval, usually add 1-2 qts in the 50 hr
interval.
HTH
-Stormy
-----Original Message-----
Sent: Wed, 2 Aug 2006 12:12 AM
In a message dated 8/1/2006 10:41:39 A.M. Pacific Daylight Time, willfly(at)carolina.rr.com
writes:
Recent Oil Analyses seem to be showing increased levels of copper coming
from my XP-360. The engine has a total of 265 hours and I use Aeroshell
15/50.
===========================
It may be that the Triphenyl Phosphate (TPP) in that particular brand multi-vis
oil is leaching the copper from your bearings as it is suspected of doing. Try
changing to the better straight weight oils without the TPP. If you insist
on using a multi-vis oil there are other brands without it.
GV (RV-6A N1GV O-360-A1A, C/S, Flying 802hrs, Silicon Valley, CA)
________________________________________________________________________
________________________________________________________________________________
| From: | "Charles Heathco" <cheathco(at)cox.net> |
| Subject: | Re: Air Oil Separators |
Enough may have been said about this, but my 320 will throw out anything
over 7 qt, and I let it go down to 6 1/2 qt where I keep it and I get
very little oil on the belly at that reading. As for the separators,
from what I have heard from a few who had them, they are a waste of
money. Charlie Heathco
________________________________________________________________________________
| From: | "Dave Mader" <davemader(at)bresnan.net> |
| Subject: | slight mishap at Oshkosh |
List..
After 20 some years of attending Oshkosh and flying into there 6 times I
finally had a minor incident while landing. On Thurs. morning they were
landing aircraft on runway 18. After touchdown in my RV6, the tower
instructed me to exit the runway onto the grass immediately. This is common
practice and as I turned off the runway to the right I heard a disheartening
crunch. As there were 4 airplanes on final right behind me, and the
airplane seemed to taxi o.k., I kept going. After a long taxi to the
tie-down area I got out and looked and sure enough, my right wheel pant was
pretty much destroyed. As I suspected, I had hit a runway light. No ones
fault but my own, but it is very difficult to see anything directly off to
the right in a taildragger 6. We ended up taking the pants off and made it
home no problem. Just a heads up out there for anyone to keep in mind if
they happen to be in that situation. It is just not an ordinary
circumstance to "depart runway and taxi onto the grass". It is a situation
you hardly ever duplicate at your home airport. As an aside, I flew into
Osh. 3 years ago with a Vari-Eze that had never attended before. He was
given the same instructions and completely destroyed his nose gear. Didn't
hit anything, but the ground was just too rough. Finally got home after 2
days of repair. Keep in mind there are objects along the side of the
runway and the ground there can be very hard on your gear.
Dave Mader
RV-6
________________________________________________________________________________
| From: | Charlie Kuss <chaztuna(at)adelphia.net> |
| Subject: | Re: Rear Prop Gov. Questions |
>
>I searched the archives, but couldn't find answers to these questions.
>
>I am thinking of putting an IO-360-A1A engine in my RV-7A. It has
>been flying with an IO-360-A1D6 which has a front mounted governor.
>
>Could someone on the list please tell me approximately what the
>thickness of the rear mounted prop governor adapter pad is on an
>IO-360-A1A? I have an old one that measures about 2 1/16
>inches. Is there a thinner one available? The dimension I need is
>from the accessory case to the prop governor itself.
>
>Also, will the McCauley governor off the left front of my
>IO-360-A1D6 work on the rear of the -A1A? As far as I can tell
>there is about 3 percent difference in the drive ratio -- 0.866 vs
>0.895. I would assume that the governor could be adjusted for this
>difference. Is there some other reason why it won't work?
>
>Thanks,
>Dan Hopper
>RV-7A
Dan,
My adapter & Woodward governor assembly is 8.75" total length from
the gasket surface of the accessory cover. I hope this helps. I
suspect that your governor will work "as is". If an issue surfaces
after the conversion, the unit can be modified by any competent prop shop.
Charlie Kuss
________________________________________________________________________________
| From: | Hopperdhh(at)aol.com |
| Subject: | Installing Fuel Lines in RV-7A, 9A |
Fuselage builders,
I thought that I'd pass this along since I have never seen it in print
before, and it was not in the manual, at least when I built my airplane.
In the plans it says to install the main landing gear brackets, and two
pages later to install the fuel lines. What we are talking about here are the
two lines that come from the tank fittings through the fuselage sides to the
selector valve.
The bottom line is that if you install the fuel line at the same time you
install the landing gear bracket, you can do it a lot easier and better.
Bend the joggle in the line on your workbench. Slide the line through the
bracket and the removed F-782B cover support rib. Then slide the line through
the hole in the fuselage and slide the gear bracket into position. It is a
little bit of a struggle, but much easier to do than if the gear bracket is
bolted in.
Dan Hopper
RV-7A
________________________________________________________________________________
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
| Subject: | TBM Avenger/RV-6 accident at OSH (what to do) |
Regarding the accident, I'd like to toss out a few comments just to
offer some info and some related experiences.
I've been flying my Rocket for 2 years and 130 hours now. It's great
fun but does have its share of weaknesses. One of which is the lack of
visibility over the nose when on the ground. Yes, I know all about
S-turns, so save your breath on those comments please.
In my Rocket I found that I could not see an RV-6 until it was much less
than 100' away if the big nose was in the way. Since we had a couple of
RV-8s collide on a taxiway near here a few years ago, it really bothered
me that the blind spot was, well... huge and inconvenient. My RV
buddies would zoom down the taxiway because they had reasonable
visibility and I would follow along doing S-turns at a much slower
speed.
So, being a bit of a gadget freak, I decided to add a camera and LCD
screen to my plane. The Sony bullet color camera (VC-806B, standard
lens)and LCD screen were relatively cheap, only a few hundred bucks...
next to nothing in airplane dollars. The camera is mounted in the left
cowl inlet and the heat and vibration don't seem to bother it at all.
The LCD screen (sorry, no p/n available) is mounted under the panel and
works well even in bright sun, although it isn't quite 100% immune to
sunlight glare.
Now when I follow my RV buddies I still S-turn as needed, but often can
simply glance at the LCD screen for confirmation. IT DOESN'T REPLACE
S-TURNS, but it gives a wonderful SUPPLEMENT. (I'm trying to choose my
words carefully because I know that I'll be flamed for being DIFFERENT.)
I use the camera/LCD combo during virtually all of my ground ops and
find it very useful!!! With a quick glance I can see pop cans, runway
lights, debris, small animals, cracks in the pavement, etc, etc.... all
sorts of things that I don't want to run over!!!
Now to share some reactions... last year at Oshkosh a warbird pilot
asked me what the LCD screen was for. When I told him that it was my
"taxi assist camera" he spun on his heel and walked away shaking his
head. I thought "Hmmm, whatever". I guess that he didn't think too
much of my system or my skills. Now, after 2 recent accidents (that I
know of) and a fatality, I wonder which mindset is correct, mine or his?
http://vincesrocket.com/Additions%20after%2010-27-04.htm for more info
Vince
FWIW, I also wanted a cheap way to display my GRT EFIS info to the back
seat passenger in my plane. GRT wants $2500 for a slave display.
Another camera and LCD screen easily displays the GRT info to the rear
seater and it cost 10% of what GRT wanted. Not as elegant, but 100%
useful.
________________________________________________________________________________
| From: | "N395V" <n395v(at)hughes.net> |
| Subject: | Re: TBM Avenger/RV-6 accident at OSH (what to do) |
> I guess that he didn't think too
> much of my system or my skills.
Since seeing your install have purchased the components for my plane. Recent episode
at OSH has added new impetus to get off my lazy butt and install it.
Vince's install below
--------
Milt
N395V
F1 Rocket
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=51823#51823
________________________________________________________________________________
| From: | Erich_Weaver(at)URSCorp.com |
| Subject: | avionics ordering tip |
Here is a small tip for those of you considering ordering a GRT EFIS along
with Garmin avionics from Stark Avionics.
For a small fee, Stark provided the wiring harnesses for my SL-40 comm,
GTX-327 transponder, and PS Engineering intercom with lead lengths I
specified. They did a nice neat job and I was glad I did it. However,
what I didnt realize at the time was that the EFIS and SL-40 can talk to
each other using serial input and output so that multiple airport
frequencies can be automatically loaded into the comm for easy access. To
do this, you will need to specifically request from Stark that the harness
for the comm include the serial input and output pins. Otherwise, if you
want to make use of this feature, you will have to undo Starks nice neat
job and add the wire leads in yourself.
Similarly, as desired, the EFIS can automatically switch the transponder
from standby to on when it determines your flight has begun, but this
requires an additional serial input lead to the transponder, which also
must be specifically requested to be included in the harness.
You can obviously do this all yourself after the fact, but if you are
having Stark do the harnesses anyway, why mess up his nice neat job and
re-do it?
The above probably also applies to other EFIS brands, and possibly other
avionics vendors, but I have no experience with those.
regards,
Erich Weaver
________________________________________________________________________________
| From: | Morocketman(at)aol.com |
| Subject: | Re: Air Oil Separators |
Roger on the info regarding Air/Oil Separators! I had too much oil on the
belly of my IO-540 powered Harmon Rocket II. Tried everything I could think of
regarding the vent line size, loop up and over, aimed at the exhaust, etc.
The Separator did no good at all.
I let the oil quanity go down to 9 1/2 (per someone's suggestion) and vola!
I have never seen below 8 1/2. And yes, I do find myself adding one pint
sometimes. But easier than Washing the Belly. My Lycoming manual says 12 qt
system, with minimum (bet you cannot believe this) of 2 qts. Yes! Two quarts
minimum. I can't remember my IO-360 minimum, but recall that it was equally
scary. Give it a try-------you'll like it.
Les Featherston HRII "Airgasm" has 277 hours.
________________________________________________________________________________
| From: | FLYaDIVE(at)aol.com |
| Subject: | Re: Vacuum pump fitting |
In a message dated 8/2/06 4:37:02 PM Eastern Daylight Time, jrdial@hal-pc.org
writes:
> I have an RV-6 without a vacuum system but a friend that
> rents hanger space from me is installing a new 0-360 in his RV6A and the
> fitting for the inlet side (suction) of the vacuum pump appears that it
> is going to be very close to the motor mount. Question is this normal or
> is there a different fitting people that have vacuum system and 0-360 in
> RV6s use?
>
> You can answer direct to my email.
> Thanks,
> Dick Dial
> N89DD
=============================
Dick:
You have to be a bit more specific. Can you answer the following questions:
1 - Which engine mount are you referring to?
2 - Which fittings are you referring to? Check out ACS Catalog, and give me
a part number. They are interchangeable and different fittings are available.
My general response is:
As long as you are using a standard store bought engine mount (dynalfocal)
the vacuum Pump will fit.
You are talking about a DRY Vacuum Pump?
The intake and exhaust fittings can be varied in shape and location to have
things fit. DO NOT OVER TIGHTEN!
The ONLY problem I can foresee is the left lower NUT! You must have the
special wrench to tighten that one.
The RV-6A and RV-6 I fly both have dry vacuum pumps and fit is NOT a problem.
Both have 360's an O-360 and an IO-360 respectively.
Super Cautionary Note: I know the installation instructions say do not use
Teflon Tape. I am a bit scared to recommend it, because, quite honestly most
people do not know how to use it properly. There is a trick in its safe use.
But Teflon tape may be required if when alignment is accomplished the fitting
is still loose.
Barry
"Chop'd Liver"
"Show them the first time, correct them the second time, kick them the third
time."
Yamashiada
________________________________________________________________________________
| From: | Hopperdhh(at)aol.com |
| Subject: | Re: Rear Prop Gov. Questions |
Thanks Charlie and others for the info.
Here are a few more questions I have:
As far as I can tell from my measurements with the engine not assembled yet,
it looks like the end of the governor will come back about even with the
firewall. Does anyone else with a -7A know if this is OK? In other words, it
is OK for the governor to extend into the recess a little? Will it clear the
sides of the recess enough to allow for engine movement?
Also, would someone please explain the metal plate that sometimes gets
thrown away with the gasket. I need to come up with one of these, I guess.
Exactly where does it go, and what purpose does it serve?
Dan Hopper
RV-7A
In a message dated 8/2/2006 10:53:21 A.M. Eastern Daylight Time,
chaztuna(at)adelphia.net writes:
Dan
I'm building an 8A. I'm using a parallel valve 360. The governor is out of
an old Apache, but has been converted for use with my current setup.
Charlie
Charlie,
What plane and engine do you have?
do not archive
Dan
________________________________________________________________________________
| From: | FLYaDIVE(at)aol.com |
| Subject: | Re: exhaust bolt torque |
In a message dated 7/30/06 2:38:01 PM Eastern Daylight Time,
bicyclop(at)pacbell.net writes:
> Watch out for those crush type exhaust gaskets. I had one of those burn
> through allowing the nuts to loosen and fall off. The pipe was found
> hanging (barely) on the end of the stud. I replaced it with a solid
> "blow proof" gasket. I checked the other 3 gaskets when we got home and
> they all showed signs of damage and some leakage. Replaced all. 700
> hours on engine at the time.
>
> Ed Holyoke
======================
Ed:
You are 100% right on!
A cheep friend, purchased a set of those soft -- gaskets (guaranteed to
blowout) and not one, but two of them were totally burnt out and missing. The
exhaust pipes were just barely hanging there. There was so much noise but he was
more interested in flying than looking under the cowl. In the process he also
ruined two exhaust mounting studs. So did he save any money? I don't think
so! ! !
Barry
"Chop'd Liver"
"Show them the first time, correct them the second time, kick them the third
time."
Yamashiada
________________________________________________________________________________
| From: | scott bilinski <rv8a2001(at)yahoo.com> |
| Subject: | Re: Air Oil Separators |
I had a bunch of oil on the belly, the fix, cheap ACS round air oil seperator with
2 stainless pot scrubbers stuffed inside. Now, no oil on the belly, just a
slight mist about 1~2 feet back from the tube which is not on the exhaust. I
have made a few for others but dont know if they monitor the list here to comment.
Morocketman(at)aol.com wrote: Roger on the info regarding Air/Oil Separators!
I had too much oil on the belly of my IO-540 powered Harmon Rocket II. Tried
everything I could think of regarding the vent line size, loop up and over,
aimed at the exhaust, etc. The Separator did no good at all.
I let the oil quanity go down to 9 1/2 (per someone's suggestion) and vola!
I have never seen below 8 1/2. And yes, I do find myself adding one pint sometimes.
But easier than Washing the Belly. My Lycoming manual says 12 qt system,
with minimum (bet you cannot believe this) of 2 qts. Yes! Two quarts minimum.
I can't remember my IO-360 minimum, but recall that it was equally scary.
Give it a try-------you'll like it.
Les Featherston HRII "Airgasm" has 277 hours.
---------------------------------
________________________________________________________________________________
| From: | "John Porter" <december29(at)bellsouth.net> |
Hi there,
Looking for a source of an AN4-73 bolt. Yeah, long one. Want to
use it in the rudder pedal with alum tubing over it to act as a bar to
place my foot on to avoid dragging the brakes inadvertently. I have a
note into Aircraft Spruce, but if someone has a source, I'd be glad to
hear it.
Thanks,
John Porter
#80002
________________________________________________________________________________
| From: | RScott <rscott(at)cascadeaccess.com> |
| Subject: | Copper in oil XP-360 |
FWIW, I've been running oil samples for a friend (I have access to a
spectrometer used for O/A for other than for Gen. Aviation) & here are
the copper readings in his Aerosport O-320: 13, 28.3, 30.6, 32.6, 29.9,
16.8, 15.9, 11.3, & 8.3 All readings are parts per million. Twice, we
ran samples on new oil and found zero copper in the oil. I don't have
engine time info, but the first sample was in April of '02 and the
latest was last December. He has flown his RV-6A about 500 hours, so it
appears the highest reading occurred at around 200 hrs. Also, I don't
know what oil he is using, but I think it is Aeroshell.
________________________________________________________________________________
| From: | "RV6 Flyer" <rv6_flyer(at)hotmail.com> |
| Subject: | Re: Air Oil Separators |
Have tried with and without oil separator and with modified oil separator.
There is less blow by with the oil separator and even less with the Scott
Billinski modified oil separator. After the number of hour on the airplane,
there is still oil on the belly but some of it is from the SMOKE system. The
smoke system makes the belly easier to clean as it softens the exhaust gas
deposits.
The drain from the oil separator goes back into the engine and has always
done so. Note the numbers of hours in the past almost 9 years of flying.
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell,
1,921+ Flying Hours So. CA, USA
http://SoCAL_WVAF.rvproject.com
________________________________________________________________________________
| From: | James H Nelson <rv9jim(at)juno.com> |
John, How about some rubber tubing?
Jim
________________________________________________________________________________
| From: | Jerry Springer <jsflyrv(at)verizon.net> |
Not sure if these have been posted here or not, sorry if this link has
already been posted.
http://www.vansairforce.com/community/showpost.php?p=63452&postcount=12
________________________________________________________________________________
| From: | luckymacy(at)comcast.net (lucky) |
| Subject: | Re: Accident photos |
I feel sorry for the Avenger crew too. What the hell do you do once you've made
that big of a mistake? How does that person pick up the pieces an move on?
-------------- Original message --------------
>
> Not sure if these have been posted here or not, sorry if this link has
> already been posted.
>
> http://www.vansairforce.com/community/showpost.php?p=63452&postcount=12
>
>
>
>
>
>
>
>
>
>
>
>
>
I feel sorry for the Avenger crew too. What the hell do you do once
you've made that big of a mistake? How does that person pick up the pieces
an move on?
=====
________________________________________________________________________________
| From: | "Rob Prior (rv7)" <rv7(at)b4.ca> |
| Subject: | Re: Accident photos |
On 19:13:24 2006-08-02 luckymacy(at)comcast.net (lucky) wrote:
> I feel sorry for the Avenger crew too. What the hell do you do once
> you've made that big of a mistake? How does that person pick up the
> pieces an move on?
Well, a Sony lipstick camera and a small LCD monitor may be a good start.
-Rob
________________________________________________________________________________
| From: | "Jim Sears" <jmsears(at)adelphia.net> |
| Subject: | Re: AN4-73 bolts |
> John, How about some rubber tubing?
>
I second Jim's suggestion. I glued short pieces of scrap hose on the
bottoms of my stirrups. That helped a bunch. My biggest problem was
keeping my toes off the brakes during touch down and roll out at landing.
Then, I discovered that if I'd just lay my feet on the sides of the
stirrups, instead of the bottoms, I could keep my feet off the brakes,
entirely. After that, I just move my feet over to the bottoms of the
stirrups. The hose gives my feet enough clearance from the brake pedals to
allow the slight touches I need to tap the brakes for taxi purposes.
Jim Sears in KY
________________________________________________________________________________
| From: | "glen matejcek" <aerobubba(at)earthlink.net> |
| Subject: | Re: Rear Prop Gov. Questions |
Hi Dan-
>Also, would someone please explain the metal plate that sometimes gets
>thrown away with the gasket. I need to come up with one of these, I guess.
>Exactly where does it go, and what purpose does it serve?
The metal plate goes between two gaskets, and the trio is then placed
between the gov and the case. It seems that there is an oil passage that
is too close to the edge of the mating surfaces, and without the plate the
gasket material can blow out and port all you oil overboard. IIRC, there
is at least one such scenario in the archives. And, yes, it's quite easy
to chuck the plate with the gaskets. You may wonder how I know that...
glen matejcek
aerobubba(at)earthlink.net
________________________________________________________________________________
| From: | "Ralph E. Capen" <recapen(at)earthlink.net> |
| Subject: | Re: Rear Prop Gov. Questions |
--- 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: | "Ralph E. Capen" <recapen(at)earthlink.net> |
| Subject: | Re: Rear Prop Gov. Questions |
I don't recall getting a 'plate' with my Jihostroj governor.
Details please! How thick, what shape, what material, specific to governor brand,
where in what manual is it referred to, anyone got pictures.....?
Ralph Capen
-----Original Message-----
>From: glen matejcek <aerobubba(at)earthlink.net>
>Sent: Aug 3, 2006 7:31 AM
>To: RV-List Digest Server
>Subject: Re: RV-List: Rear Prop Gov. Questions
>
>
> Hi Dan-
>
>>Also, would someone please explain the metal plate that sometimes gets
>>thrown away with the gasket. I need to come up with one of these, I guess.
>>Exactly where does it go, and what purpose does it serve?
>
> The metal plate goes between two gaskets, and the trio is then placed
>between the gov and the case. It seems that there is an oil passage that
>is too close to the edge of the mating surfaces, and without the plate the
>gasket material can blow out and port all you oil overboard. IIRC, there
>is at least one such scenario in the archives. And, yes, it's quite easy
>to chuck the plate with the gaskets. You may wonder how I know that...
>
>glen matejcek
>aerobubba(at)earthlink.net
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Charlie Kuss <chaztuna(at)adelphia.net> |
| Subject: | Re: Rear Prop Gov. Questions |
>
> Hi Dan-
>
> >Also, would someone please explain the metal plate that sometimes gets
> >thrown away with the gasket. I need to come up with one of these, I guess.
> >Exactly where does it go, and what purpose does it serve?
>
> The metal plate goes between two gaskets, and the trio is then placed
>between the gov and the case.
Glen,
You have me confused by the use of the word "case" above. I was
under the impression that these items were located between the
governor and the adapter. Am I wrong? Do they go between the adapter
and the accessory case?
Charlie Kuss
> It seems that there is an oil passage that
>is too close to the edge of the mating surfaces, and without the plate the
>gasket material can blow out and port all you oil overboard. IIRC, there
>is at least one such scenario in the archives. And, yes, it's quite easy
>to chuck the plate with the gaskets. You may wonder how I know that...
>
>glen matejcek
>aerobubba(at)earthlink.net
>
>
________________________________________________________________________________
| From: | DOUGPFLYRV(at)aol.com |
Evan, I may be wrong, but I think you have to have FSDO approval to remove
the door for flight. Someone that carries skydivers or does aerial photography
may be of help.
Good luck.
Doug P.
________________________________________________________________________________
| From: | Hopperdhh(at)aol.com |
| Subject: | Re: Rear Prop Gov. Questions |
Glen,
I too need some clarification. I have a governor, an adaptor, and an
accessory case. At which joint does the metal plate go? Apparently the metal
plate must have a rough surface or serrations, etc., that hold the gaskets
better. Is this true?
I'll look over the parts and see if I can tell where the oil passageway is
that is close to the edge.
Something that I had never thought about is that the prop pressure must run
well above engine oil pressure -- perhaps 150 PSI? That means that the front
main bearing is being lubricated by this pressure too, since there are no
seals between the prop feed and the 2 bearing surfaces on the front main
bearing.
Dan Hopper
RV-7A
In a message dated 8/3/2006 7:43:36 A.M. Eastern Daylight Time,
aerobubba(at)earthlink.net writes:
--> RV-List message posted by: "glen matejcek"
Hi Dan-
>Also, would someone please explain the metal plate that sometimes gets
>thrown away with the gasket. I need to come up with one of these, I guess.
>Exactly where does it go, and what purpose does it serve?
The metal plate goes between two gaskets, and the trio is then placed
between the gov and the case. It seems that there is an oil passage that
is too close to the edge of the mating surfaces, and without the plate the
gasket material can blow out and port all you oil overboard. IIRC, there
is at least one such scenario in the archives. And, yes, it's quite easy
to chuck the plate with the gaskets. You may wonder how I know that...
glen matejcek
aerobubba(at)earthlink.net
________________________________________________________________________________
| From: | "Folbrecht, Paul" <PFolbrecht(at)starkinvestments.com> |
| Subject: | Modified squeezer die set for trailing edges |
After not the best results using the traditional method on my rudder TE,
I'd like to try this:
http://www.matronics.com/photoshare/jimnbev@olypen.com.07.29.2003/index.h
tml
on the elevators.
Does anybody happen to have a set of grinded dies for this purpose? If
there was a set available for sale or lending I would prefer that to
making my own.
I can be reached off-list at paul.folbrecht(at)veribox.net.
Thanks,
Paul
9A QB #1176
________________________________________________________________________________
| From: | Kevin Horton <khorton01(at)rogers.com> |
On 3 Aug 2006, at 12:12, DOUGPFLYRV(at)aol.com wrote:
> Evan, I may be wrong, but I think you have to have FSDO approval to
> remove the door for flight. Someone that carries skydivers or does
> aerial photography may be of help.
Removing the door(s) will almost certainly affect the performance and
handling, so even if you manage to get approval, apply all the normal
precautions that you would for a flight in an aircraft with unknown
performance and handling. I.e. the initial flights are test flights,
which should have a planned list of tests, no passengers, and the
test points should gradually build up to the end points of the
desired weight/CG/manoeuvre envelope.
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://www.kilohotel.com/rv8
________________________________________________________________________________
| From: | "Rob Prior (rv7)" <rv7(at)b4.ca> |
On 3 Aug 2006, at 12:12, DOUGPFLYRV(at)aol.com wrote:
> Evan, I may be wrong, but I think you have to have FSDO approval
> to remove the door for flight. Someone that carries skydivers or
> does aerial photography may be of help.
FAA AC 105-2C Covers requirements for operating an aircraft with one door
removed for the purposes of dropping Skydivers. In Appendix 2 it lists the
"Cessna 150 Series" as one of the types with blanket approval for operation
in this manner.
I would *expect* that this approval would mean that it's safe (as far as
the FAA is concerned) to fly the airplane around in this configuration, but
you never know when it comes to the FAA...
There's a PDF of AC105-2C on the FAA website, but it appears to be
corrupted (at least, Acrobat 7 wouldn't open it on my computer). I did
find an html version here:
http://www.brookfieldstore.com/aviationlinks/AC105-2c.htm
Hope this helps!
-Rob
________________________________________________________________________________
| From: | luckymacy(at)comcast.net (lucky) |
| Subject: | Thunder over Michigan this weekend |
Anyone going to see this weekend show? Looks great since I love WWII planes and
tanks.
http://yankeeairmuseum.org/airshow/
I'm looking for some been there, done that feedback. I have relatives all over
the place but have never flown my RV there. Is there a experimental friendly
field around there? How's Oakland Troy KVLL or Willow Run KYIP itself during
the show weekend?
TIA,
Lucky
Anyone going to see this weekend show? Looks great since I love WWII
planes and tanks.
I'm looking for some been there, done that feedback. I have relatives
all over the place but have never flown my RV there. Is there a experimental
friendly field around there? How's Oakland Troy KVLL or
Willow Run KYIP itself during the show weekend?
TIA,
Lucky
________________________________________________________________________________
| From: | Brett.Morawski(at)dana.com |
| Subject: | Re: Thunder over Michigan this weekend |
I've been a Yankee Air Force/Museum member for years and will be at this
year's Thunder over Michigan.
It's always a great show and never too crowded. One year I stayed after
the show to meet Chuck Yeager and Bud Anderson. While they were talking I
walked out to the tarmac and was standing there alone at sunset surrounded
by 60 or so WW2 warbirds. Amazing sight.
Anyway, our web site says we have GA parking avialable, and since the
museum's warbirds are classified experimental and fly almost daily I'd
have to say Willow Run is experimental friendly, although it is mainly a
cargo terminal.
Some fly-in info here or call the museum:
http://www.yankeeairmuseum.org/airshow/directions.htm
Brett Morawski
419-887-3186 Desk
419-376-8071 Cell
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________________________________________________________________________________
| From: | Erich_Weaver(at)URSCorp.com |
| Subject: | purge line recommendation? |
Howdy
I need to install a fuel purge line for my fuel injection system. What
kind of hose do folks recommend for the portion that will be in front of
the firewall? Since its only a purge line, does it really need any special
protection (i.e, steel braid and/or firesleeve)?
thanks
Erich Weaver
________________________________________________________________________________
| From: | "Terry Watson" <terry(at)tcwatson.com> |
| Subject: | purge line recommendation? |
I bought a fire-sleeved line 41 or 42" long directly from Airflow
Performance for mine. It was quite expensive -- I think about $60, maybe
more. It was what they recommended.
Terry
-----Original Message-----
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of
Erich_Weaver(at)URSCorp.com
Sent: Thursday, August 03, 2006 2:12 PM
Howdy
I need to install a fuel purge line for my fuel injection system. What
kind of hose do folks recommend for the portion that will be in front of
the firewall? Since its only a purge line, does it really need any special
protection (i.e, steel braid and/or firesleeve)?
thanks
Erich Weaver
________________________________________________________________________________
| From: | Dave Nellis <truflite(at)yahoo.com> |
| Subject: | Re: Thunder over Michigan this weekend |
Lucky,
KVLL is my home field. Traffic there usually does not
get heavy there for special events. Paved parking, no
formal grass parking. Some transients will tie down
on the grass at the end of the hangar rows. Bring
your own tie down materials. KPTK can handle
corporate traffic better. Lots of traffic for the
Super Bowl at KPTK last January. I am planning to go
to Thunder Over Michigan on Sunday. If you need a
lift from KVLL, leave a reply here. I have a Ford
Escape and can carry three pax.
Dave Nellis
--- lucky wrote:
> Anyone going to see this weekend show? Looks great
> since I love WWII planes and tanks.
> http://yankeeairmuseum.org/airshow/
> I'm looking for some been there, done that feedback.
> I have relatives all over the place but have never
> flown my RV there. Is there a experimental friendly
> field around there? How's Oakland Troy KVLL or
> Willow Run KYIP itself during the show weekend?
>
> TIA,
> Lucky
__________________________________________________
________________________________________________________________________________
| From: | "Garry" <garrys(at)tampabay.rr.com> |
| Subject: | Re: purge line recommendation? |
Erich,
What's a "fuel purge line"? I'll be receiving my Aero Sport IO360 engine
next week and no one ever mentioned anything about a "purge line".
Garry Stout
Odessa, FL
----- Original Message -----
Sent: Thursday, August 03, 2006 5:12 PM
>
>
> Howdy
>
> I need to install a fuel purge line for my fuel injection system. What
> kind of hose do folks recommend for the portion that will be in front of
> the firewall? Since its only a purge line, does it really need any special
> protection (i.e, steel braid and/or firesleeve)?
>
> thanks
>
> Erich Weaver
>
>
>
________________________________________________________________________________
| From: | "Rob Prior (rv7)" <rv7(at)b4.ca> |
On 16:05:31 2006-08-03 Fiveonepw(at)aol.com wrote:
> Most interesting- note the plural form "Skydivers" cited- Behold the
> Mighty 150!!!!
Sure... The 150 did have a child seat as an option. If you want to throw
your spouse and child out of your 150, it's perfectly legal.
But you have to give them parachutes. :)
-Rob
________________________________________________________________________________
| From: | Erich_Weaver(at)URSCorp.com |
| Subject: | RE: purge line recommendation? |
--- 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: | Kevin Horton <khorton01(at)rogers.com> |
| Subject: | Re: RE: purge line recommendation? |
On 4 Aug 2006, at 24:22, Erich_Weaver(at)URSCorp.com wrote:
> Garry:
>
> Made me smile when I read your question, as thats exactly what I
> said when I got my engine from Aerosport Power (IO-360B1B).
>
> Check the archives for further info, but the purge line is in
> common use for fuel injected engines to make starting easier when
> the engine is already hot. The thought is that the fuel sitting
> stagnant in the hose within the hot engine compartment can
> vaporize, making subsequent starting difficult. How big of a
> problem this really is depends on who you talk to. I know plenty
> of pilots with fuel injection on their certified planes that have
> never heard of a purge valve either. Regardless, the "solution" to
> the problem is a purge valve at the fuel divider, where the fuel is
> distributed to the individual cylinders. The purge valve is
> manually opened the using a bowden cable, and returns the hot fuel
> into one of the lines leading to your tanks.
>
> You should also know that the purge valve is also used to kill the
> engine. Apparently, mixture control cannot completely stop all
> fuel from reaching the engine and it may be able to keep running-
> not the case when using the purge valve.
>
> Somebody else chime in if Ive missed anything.
We need to distinguish between two different fuel injection systems:
Airflow Performance (AFP) - AFP fuel injection systems are commonly
used to modify carbuereted engines to fuel injection. They are also
commonly used on new built or overhauled engines for experimental
use. AFP recommends a purge line for their system, to facilitate hot
starts, and because in many installations the engine cannot be
stopped with the mixture control.
Precision (originally made by Bendix) - this is the fuel injection
system that comes on fuel-injected engines as delivered by Lycoming.
This system, as installed on type certificated aircraft, does not
have, or need a purge valve. The vast majority of installations on
experimental aircraft are without a purge valve.
Find out what type of fuel injection your engine will have, then you
can figure out whether a fuel return line will be needed.
Kevin Horton
Ottawa, Canada
________________________________________________________________________________
| From: | "glen matejcek" <aerobubba(at)earthlink.net> |
| Subject: | RE: Rear Prop Gov. Questions / plate |
Hi All-
First off, I forget who originally brought the topic of the governor pad
plate up, but the majority of you are safe as it only applies to the dual
mag engines.
To address your specific questions:
>I don't recall getting a 'plate' with my Jihostroj governor.
It's a Lyc part.
>Details please! How thick, what shape, what material, specific to governor
brand,
>where in what manual is it referred to, anyone got pictures.....?
It's a piece of sheet metal, steel I believe, that is configured just like
the gov gaskets, except that it is missing the smaller of the two holes
that lie on it's long axis. It is required because of the dual mag
accessory case, not a specific governor. It is part # LW-12347 and appears
as item #31 in figure 8, pages 2-3 and 2-4 of the Lyc IO 360 wide cylinder
flange engine parts catalog.
>You have me confused by the use of the word "case" above. I was
>under the impression that these items were located between the
>governor and the adapter. Am I wrong? Do they go between the adapter
>and the accessory case?
Sorry for the confusion- the dual mag engines don't use an adaptor, and as
such the plate goes between the accessory case pad and the governor itself.
>I too need some clarification. I have a governor, an adaptor, and an
>accessory case. At which joint does the metal plate go? Apparently the
metal
>plate must have a rough surface or serrations, etc., that hold the gaskets
>better. Is this true?
If you need an adaptor, you do not use the plate, and vice versa. The
plate is smooth, as I recall it.
>Something that I had never thought about is that the prop pressure must
run
>well above engine oil pressure -- perhaps 150 PSI? That means that the
front
>main bearing is being lubricated by this pressure too, since there are no
>seals between the prop feed and the 2 bearing surfaces on the front main
>bearing.
I can't comment on the oil pathways for the lubrication of the fwd bearings
(anyone from BPA listening in?), but if my interpretation of the docs that
came with my gov (in Czech and SI) is correct, it was tested to an output
of 330 psi. I also checked with a Hartzell techie, and all he could
contribute at the moment was that they bench test their props at between
110 and 120 psi (air) and advise prop shops to not exceed 175 psi. This
is, of course, in a static condition and higher pressures could be
encountered in flight. I'll let you guys know if / when they call back
with more info.
Sorry if this exchange put a scare into any of the single mag folks out
there!
glen matejcek
aerobubba(at)earthlink.net
________________________________________________________________________________
| From: | "kitfoxmike" <kitfoxmike(at)yahoo.com> |
| Subject: | Re: Will an RV Fly without the slider canopy |
I guess with that, is it a slider or tip up. with a slider you have somewhat of
a shield up front.
--------
kitfoxmike
kitfox4 1200 912ul speedster
http://www.frappr.com/kitfoxmike
rv7 wingkit
reserved 287RV
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=52364#52364
________________________________________________________________________________
| From: | James H Nelson <rv9jim(at)juno.com> |
| Subject: | purge line recommendation? |
Garry,
Its a Air Flow Performance thing. Its necessary to be sure that
the fuel stops going to the spider and on to the injectors. The purge
valve lets off any pressure that may be there after the engine trys to
stop. (not quite). It also lets you run cooler fuel up to the
distribution spider when doing a "hot start". This stops any unwanted
burps when starting after a hot start. I don't want to be on take off
and have a air bubble in the line suddenly cause the engine to quit.
The vaporization is caused by hot fuel vaporizing in the system. I'm
told some systems do fine with out the purge system. Me? I'll use it.
Jim
________________________________________________________________________________
| From: | "Terry Watson" <terry(at)tcwatson.com> |
| Subject: | New F.A.B. alternate air intake |
A couple of weeks or so ago I asked about other builder's experiences with
Van's new alternate air intake that mounts on the bottom of the Filtered Air
Box (FAB) I think I now have a solution that works, at least to my
satisfaction. No testing yet, I'm still ground-bound for awhile longer.
I bought another of Van's new shuttered oil cooler air controls ($85.00!)
and mounted it under the FAB, leaving the round metal flange of the 2nd
generation alternate air intake in place but removing the swinging door. I
spaced the shuttered door down 1/4", more or less, to create a small plenum
and adapt the larger rectangular shuttered door to the smaller round
opening. I also incorporated a larger mounting plate for the shutter so my
nutplates could all be outside the footprint of the filter. It all seems to
work. It opens and closes with a short (maybe 1-1/2") pull on the knob in
the cockpit.
Disadvantages: a) A little more weight, b) It isn't completely air tight,
and c) I have some nutplates now inside the FAB but outside the filter
creating some turbulence in the incoming air, and d) $85.00 plus the control
cable and other mounting hardware.
Terry
RV-8A finishing (?)
Seattle
________________________________________________________________________________
| From: | Charles Reiche <charlieray(at)optonline.net> |
| Subject: | Re: purge line recommendation? |
Unless you take off within about a minute I do not forsee this happening.
Many pilots claim to suffer from vapor hot starts but it just turns out that
they do not know how to start their own airplane.
When you pull the mixture to idle cut off it should fully make the stop and
thus close off the mixture valve or slide in varying carbs, throttle bodies,
etc. Fuel flow dividers have a spring loaded poppet valve to stop fuel flow
to the cylinders below 3psi.
FYI
Charlie
----- Original Message -----
Sent: Friday, August 04, 2006 4:39 PM
>
> Garry,
> Its a Air Flow Performance thing. Its necessary to be sure that
> the fuel stops going to the spider and on to the injectors. The purge
> valve lets off any pressure that may be there after the engine trys to
> stop. (not quite). It also lets you run cooler fuel up to the
> distribution spider when doing a "hot start". This stops any unwanted
> burps when starting after a hot start. I don't want to be on take off
> and have a air bubble in the line suddenly cause the engine to quit.
> The vaporization is caused by hot fuel vaporizing in the system. I'm
> told some systems do fine with out the purge system. Me? I'll use it.
>
>
> Jim
>
>
>
________________________________________________________________________________
| From: | "Terry Watson" <terry(at)tcwatson.com> |
| Subject: | purge line recommendation? |
We have been through all this before, more than once. Check the archives.
Airflow Performance's owner's manual states that idle cut-off with the
mixture will NOT reliably shut off the engine. Some fuel still leaks by. So
they recommend installing the purge valve to be used to recirculate the fuel
to cool it down when it the engine gets head soak, AND to shut down the
engine.
Terry
RV-8A, Aerosport Power/Superior IO-360B1B (180hp) with Airflow Performance
fuel injection
-----Original Message-----
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Charles Reiche
Sent: Friday, August 04, 2006 3:24 PM
Unless you take off within about a minute I do not forsee this happening.
Many pilots claim to suffer from vapor hot starts but it just turns out that
they do not know how to start their own airplane.
When you pull the mixture to idle cut off it should fully make the stop and
thus close off the mixture valve or slide in varying carbs, throttle bodies,
etc. Fuel flow dividers have a spring loaded poppet valve to stop fuel flow
to the cylinders below 3psi.
FYI
Charlie
----- Original Message -----
Sent: Friday, August 04, 2006 4:39 PM
>
> Garry,
> Its a Air Flow Performance thing. Its necessary to be sure that
> the fuel stops going to the spider and on to the injectors. The purge
> valve lets off any pressure that may be there after the engine trys to
> stop. (not quite). It also lets you run cooler fuel up to the
> distribution spider when doing a "hot start". This stops any unwanted
> burps when starting after a hot start. I don't want to be on take off
> and have a air bubble in the line suddenly cause the engine to quit.
> The vaporization is caused by hot fuel vaporizing in the system. I'm
> told some systems do fine with out the purge system. Me? I'll use it.
>
>
> Jim
>
>
>
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
| Subject: | Re: purge line recommendation? |
Terry Watson wrote:
>
>We have been through all this before, more than once. Check the archives.
>
>Airflow Performance's owner's manual states that idle cut-off with the
>mixture will NOT reliably shut off the engine. Some fuel still leaks by. So
>they recommend installing the purge valve to be used to recirculate the fuel
>to cool it down when it the engine gets head soak, AND to shut down the
>engine.
>
>Terry
>RV-8A, Aerosport Power/Superior IO-360B1B (180hp) with Airflow Performance
>fuel injection
>
You know, every time that I've just about convinced myself to forget
about auto conversions because they are just too much trouble to adapt &
install, I get a little reminder about 'aircraft quality'. (And this
thing is supposed to be an *improvement* over the Bendix !)
:-)
________________________________________________________________________________
| From: | "B25Flyer" <dougr(at)petroblend.com> |
| Subject: | Re: Will an RV Fly without the slider canopy |
I lost a tip-over canopy (no windshield) on a full scale plastic replica of a P-51
with a T-53 Lycoming Turbine. I was at about 185 kias when it came off.
I flew about 5 miles back to the airport and landed. I had to add some power
on downwind/ base and the helmet nearly tore my head off. It was the most physically
demanding thing I have ever done in my life!!!!
The visor was ripped off my helmet, but the helmet kept my glasses on my face and
protected my eyes. Without them I doubt I could have done it.
We found the canopy on the roof of a building, buffed out the scratches, glued
the hinges on again and 24 hours later, we were flying again. With a safety latch.
There was a harmonic in the latch lever. The lever vibrated and came unlatched
again while I was being photographed on the East side of Lake Winnebago at OSH
and it was a long scary trip back to OSH, but the safety latch held.
I would not recommend it. Latch your canopy and check it twice!
I like the fixed windscreen on the Rocket!
Tailwinds,
Doug Rozendaal
F1 EVO
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=52476#52476
________________________________________________________________________________
| From: | Sherman Butler <lsbrv7a(at)yahoo.com> |
| Subject: | Re: Modified squeezer die set for trailing edges |
Sure. I have one. I thought it worked great.
"Folbrecht, Paul" wrote: After not the best
results using the traditional method on my rudder TE, I'd like to try this:
http://www.matronics.com/photoshare/jimnbev@olypen.com.07.29.2003/index.html
on the elevators.
Does anybody happen to have a set of grinded dies for this purpose? If there
was a set available for sale or lending I would prefer that to making my own.
I can be reached off-list at paul.folbrecht(at)veribox.net.
Thanks,
Paul
9A QB #1176
Sherman Butler
RV-7a Wings
Idaho Falls
---------------------------------
See the all-new, redesigned Yahoo.com. Check it out.
________________________________________________________________________________
| From: | Hopperdhh(at)aol.com |
| Subject: | Re: nav-aid question |
In a message dated 8/5/2006 10:22:57 A.M. Eastern Daylight Time,
bertrv6(at)highstream.net writes:
Hi:
I am ready to connect my Nav aid. For those with this unit. Is there
another way to setting the servo to neutral, without having to open
unit?
Bert,
I don't think so. You need to do that mechanical adjustment with the unit
open.
Dan Hopper
RV-7A
________________________________________________________________________________
| From: | "gordon or marge" <gcomfo(at)tc3net.com> |
| Subject: | Re: Will an RV Fly without the slider canopy |
-----Original Message-----
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of B25Flyer
Sent: Friday, August 04, 2006 10:11 PM
I lost a tip-over canopy (no windshield) on a full scale plastic replica of
a P-51 with a T-53 Lycoming Turbine. I was at about 185 kias when it came
off. I flew about 5 miles back to the airport and landed. I had to add
some power on downwind/ base and the helmet nearly tore my head off. It was
the most physically demanding thing I have ever done in my life!!!!
Doug: Some years ago the late A.J.Smith took off from a local airport in
his AJ2 and the canopy came unlatched. The unit, hinged on the right side,
remained slightly open and he could not pull it back down by hand. When he
started a turn the canopy flopped over and remained with the aircraft like
an bathtub on the side of the fuselage. He then was faced, literally, with
unprotected eyes, a well over 100kt slipstream at below freezing
temperatures. Realizing he would lose his vision quickly he managed to fly
an abbreviated pattern and land on the departure runway. Makes one think.
Gordon Comfort
N3363GC
________________________________________________________________________________
| From: | "Jeff Dowling" <shempdowling2(at)earthlink.net> |
| Subject: | Re: purge line recommendation? |
Do you even need a purge line? I have a bendix system without a purge line
and mine works fine.
Shemp/Jeff Dowling
RV-6A, N915JD
295 hours
Chicago/Louisville
----- Original Message -----
Sent: Thursday, August 03, 2006 4:12 PM
>
>
> Howdy
>
> I need to install a fuel purge line for my fuel injection system. What
> kind of hose do folks recommend for the portion that will be in front of
> the firewall? Since its only a purge line, does it really need any special
> protection (i.e, steel braid and/or firesleeve)?
>
> thanks
>
> Erich Weaver
>
>
>
________________________________________________________________________________
| From: | "Jeff Dowling" <shempdowling2(at)earthlink.net> |
| Subject: | Leaning on ground? |
So whats a good technique for leaning on the ground.
Shemp/Jeff Dowling
RV-6A, N915JD
295 hours
Chicago/Louisville
----- Original Message -----
Sent: Thursday, August 03, 2006 4:12 PM
>
>
> Howdy
>
> I need to install a fuel purge line for my fuel injection system. What
> kind of hose do folks recommend for the portion that will be in front of
> the firewall? Since its only a purge line, does it really need any special
> protection (i.e, steel braid and/or firesleeve)?
>
> thanks
>
> Erich Weaver
>
>
>
________________________________________________________________________________
| From: | "Jeff Dowling" <shempdowling2(at)earthlink.net> |
| Subject: | Re: nav-aid question |
It took me about 4 try's. Fly, remove all the stinking screws, adjust,
repeat. Its just another test in patience.
Enjoy
Shemp/Jeff Dowling
RV-6A, N915JD
295 hours
Chicago/Louisville
----- Original Message -----
From: Hopperdhh(at)aol.com
To: rv-list(at)matronics.com
Sent: Saturday, August 05, 2006 9:27 AM
Subject: Re: RV-List: nav-aid question
In a message dated 8/5/2006 10:22:57 A.M. Eastern Daylight Time,
bertrv6(at)highstream.net writes:
Hi:
I am ready to connect my Nav aid. For those with this unit. Is
there
another way to setting the servo to neutral, without having to open
unit?
Bert,
I don't think so. You need to do that mechanical adjustment with the
unit open.
Dan Hopper
RV-7A
________________________________________________________________________________
| From: | sarg314 <sarg314(at)comcast.net> |
| Subject: | radio stack mounting - standard widths? |
I was about to mount two 1/16 plates of Al between the sub-panel and
panel in my RV-6A to hold the radio trays, when I noticed that the
mounting tray for my Garmin radio is about 1/32" smaller in width than
the mounting tray for my Garmin transponder. If I proceed with this,
the tray for the radio will have to be shimmed a bit. Is this type of
width variation normal for mounting trays?
If I add something else to the stack in the future, what is the chance
that its tray will be still larger than the transponder's? Should I
provide a little extra width now between the plates to accommodate wide
trays in the future? Of course then, everything will have to be shimmed.
--
Tom Sargent
RV-6A
________________________________________________________________________________
| From: | pcowper(at)webtv.net (Pete Cowper) |
| Subject: | Re: Will an RV Fly without the slider canopy |
If you plan a cross-country cruise in even a moderately powered RV-8
without a canopy, I suggest a very good GPS and electronic Jepp plates .
. . 'cause you'll never be able to unfold a sectional map.
I asked Danny King from Texas this same question some time back when our
California Central Valley summer temperatures were hovering over 100
degrees. He wisely told me to quit day dreaming and get back to
building.
Pete Cowper
RV-8 #81139 (working on fuselage)
Visalia Municipal Airport, Hanger B-5
Vice-President, EAA Tex Rankin Chapter #262
________________________________________________________________________________
| From: | sarg314 <sarg314(at)comcast.net> |
| Subject: | SL-30 and GTX-327 mounting trays |
More radio tray problems:
My Garmin SL-30 was supplied with an aluminum tray that has 3/16"
mounting holes punched in the side, but it only has about 1/32" of space
for the screw head - any larger than that and the radio will hit it when
it slides in the tray. Perhaps a #4 pan head screw would fit. Or, I
could just rivet the thing to the support frame.
What have other people done to mount this tray?
The Garmin GTX-327 transponder tray comes with 3/16" screw holes also,
and they are countersunk. The countersinks are no where near deep
enough to accommodate a #10 screw or a #8 either.
Does any one have any advice on how to secure this to the mounting frame?
Thanks,
--
Tom S., RV-6A
________________________________________________________________________________
| From: | "William Gill" <wgill10(at)comcast.net> |
| Subject: | radio stack mounting - standard widths? |
Tom,
Same problem here. I have the Garmin's GTX 320, SL40, GMA 347 and King
KX155 in the same rack. The SL40 is wider than all of the others and the
mounting angles were bowed slightly the get the SL40 rack between the
angles -- angles clecoed top and bottom and center holes drilled after
the SL40 rack was inserted between the angles. I used screws and
nutplates to secure the angles to the panel vs. rivets. I also used a
file to slightly enlarge the hole in the panel to allow the SL40 to be
inserted in the rack. It is not visually noticeable and the radio
faceplate hides the edges of the hole anyway.
Bill
RV-7 wiring
-----Original Message-----
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of sarg314
Sent: Saturday, August 05, 2006 1:02 PM
I was about to mount two 1/16 plates of Al between the sub-panel and
panel in my RV-6A to hold the radio trays, when I noticed that the
mounting tray for my Garmin radio is about 1/32" smaller in width than
the mounting tray for my Garmin transponder. If I proceed with this,
the tray for the radio will have to be shimmed a bit. Is this type of
width variation normal for mounting trays?
If I add something else to the stack in the future, what is the chance
that its tray will be still larger than the transponder's? Should I
provide a little extra width now between the plates to accommodate wide
trays in the future? Of course then, everything will have to be
shimmed.
--
Tom Sargent
RV-6A
________________________________________________________________________________
| From: | "William Gill" <wgill10(at)comcast.net> |
| Subject: | SL-30 and GTX-327 mounting trays |
Tom, I may have some pictures if you're interested -- may have to send
off line.
Bill
-----Original Message-----
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of sarg314
Sent: Saturday, August 05, 2006 1:11 PM
More radio tray problems:
My Garmin SL-30 was supplied with an aluminum tray that has 3/16"
mounting holes punched in the side, but it only has about 1/32" of space
for the screw head - any larger than that and the radio will hit it when
it slides in the tray. Perhaps a #4 pan head screw would fit. Or, I
could just rivet the thing to the support frame.
What have other people done to mount this tray?
The Garmin GTX-327 transponder tray comes with 3/16" screw holes also,
and they are countersunk. The countersinks are no where near deep
enough to accommodate a #10 screw or a #8 either.
Does any one have any advice on how to secure this to the mounting
frame?
Thanks,
--
Tom S., RV-6A
________________________________________________________________________________
| From: | sarg314 <sarg314(at)comcast.net> |
| Subject: | Re: purge line recommendation? |
Erich:
I treated it like any other fuel line. I used steel braided teflon
throughout.
>>
>>
>> Howdy
>>
>> I need to install a fuel purge line for my fuel injection system. What
>> kind of hose do folks recommend for the portion that will be in front of
>> the firewall? Since its only a purge line, does it really need any
>> special
>> protection (i.e, steel braid and/or firesleeve)?
>>
>> thanks
>>
>> Erich Weaver
>>
>
________________________________________________________________________________
| From: | <chaztuna(at)adelphia.net> |
| Subject: | Re: SL-30 and GTX-327 mounting trays |
---- sarg314 wrote:
>
> More radio tray problems:
>
> My Garmin SL-30 was supplied with an aluminum tray that has 3/16"
> mounting holes punched in the side, but it only has about 1/32" of space
> for the screw head - any larger than that and the radio will hit it when
> it slides in the tray. Perhaps a #4 pan head screw would fit. Or, I
> could just rivet the thing to the support frame.
>
> What have other people done to mount this tray?
>
> The Garmin GTX-327 transponder tray comes with 3/16" screw holes also,
> and they are countersunk. The countersinks are no where near deep
> enough to accommodate a #10 screw or a #8 either.
> Does any one have any advice on how to secure this to the mounting frame?
>
> Thanks,
> --
> Tom S., RV-6A
Tom,
I can't address the problem with the SL-30. However, my GTX 320A uses the exact
same tray as your GTX 327. I used AN509-10 flush screws to mount my GTX 320A,
Icom A200 and RMI uMonitor. You are correct that the dimple in the tray of the
Garmin transponder does not allow the head of the screw to fit flush. However,
there is room to install the radio with the screw head protruding. The protruding
screw head actually acts as an internal shim, to steady the radio in the
tray.
The Garmin tray was wider (thicker material) than my other 2 trays. I simply made
shims to compensate on the Icom and the uMonitor. I am very pleased with the
fit and cosmetics of my installation.
I suspect that you will find your SL-30 fits between the installed screw heads.
If it doesn't, you could always dimple the tray mounting holes.
Charlie Kuss
________________________________________________________________________________
| Subject: | Rear Prop Gov. Questions |
I can attest to the dumping oil overboard scenario having just
experienced it on my trip to Oshkosh. The Lyc in my Navion has a similar
adapter for the prop governor with a thin plate sandwiched by two
paper-thin gaskets. One of the gaskets let go (at the high pressure
port) and it was pumping a quart out every 2 hours. It turned out to be
one of the cheapest to fix problems I've had but it was unnerving and
could have been worse. Be careful if you have that setup. Use the
manuals to be sure you get it right.
Greg Young
>
> The metal plate goes between two gaskets, and the trio is
> then placed between the gov and the case. It seems that
> there is an oil passage that is too close to the edge of the
> mating surfaces, and without the plate the gasket material
> can blow out and port all you oil overboard. IIRC, there is
> at least one such scenario in the archives. And, yes, it's
> quite easy to chuck the plate with the gaskets. You may
> wonder how I know that...
>
________________________________________________________________________________
| From: | "Jeff Bearden" <jb.flynavy(at)gmail.com> |
| Subject: | is this spray gun ok? |
want to know if my spray gun is usable.
i set up a clean air line for spray priming, and then bought an el cheapo spray
gun from hft. the gun has some oil on the internal parts apparently for lube
or preservation from the manufacturer.
is this normal? can i clean the gun maybe by spraying some mek or alcohol through
it?
thanks for any newbie education...
jeff
--------
-Clam
------------------
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=52626#52626
________________________________________________________________________________
| From: | "Dave Johnson" <rv(at)discursion.com> |
| Subject: | Re: Accident photos |
Unfortunately, those photos were too offensive for some and have been removed from
the site.
jsflyrv(at)verizon.net wrote:
> Not sure if these have been posted here or not, sorry if this link has
> already been posted.
>
> http://www.vansairforce.com/community/showpost.php?p=63452&postcount=12
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=52694#52694
________________________________________________________________________________
| From: | "RV6 Flyer" <rv6_flyer(at)hotmail.com> |
| Subject: | Re: Accident photos |
Not pictures but info:
http://www.ntsb.gov/ntsb/brief.asp?ev_id 060804X01093&key=1
http://www.ntsb.gov/ntsb/brief.asp?ev_id 060804X01093&key=2
Typically users of the forum upload images to: http://www.imageshack.us but
I have not found a way to seach for what others have stored there.
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell,
1,932 + Flying Hours So. CA, USA
----Original Message Follows----
I agree..
The photos were priceless lesson material. I'm annoyed now that I did
not save copies in my 'Pilotage' directory. They should be mandatory
viewing for every tail-dragger pilot.
If someone has copies I would be grateful to receive them. Perhaps they
could be posted as attachments to the 'list.
Doug Gray
>
> They were up when I posted the link. I am truly sorry for the families
> involved but if it were me in that
> situation I would want those photos posted everywhere, so other pilots
> would never be lax about what is
> going on around them at all times. Those photos were worth more than any
> words could ever be plus there was nothing
> offensive about them, just a horrible accident site. I have seen much
> worse on TV and newspapers when it
> comes to aircraft accidents and auto accidents.
>
> Jerry
>
>
>
> Dave Johnson wrote:
>
> >
> >Unfortunately, those photos were too offensive for some and have been
removed from the site.
> >
> >
> >jsflyrv(at)verizon.net wrote:
> >
> >
> >>Not sure if these have been posted here or not, sorry if this link has
> >>already been posted.
> >>
> >>http://www.vansairforce.com/community/showpost.php?p=63452&postcount=12
> >>
> >>
> >
> >
> >
> >
> >
> >Read this topic online here:
> >
> >http://forums.matronics.com/viewtopic.php?p=52694#52694
> >
________________________________________________________________________________
| From: | "Mark Sletten" <marknlisa(at)hometel.com> |
| Subject: | Re: Leaning on ground? |
Shemp,
Leaning your engine on the ground will greatly reduce the lead deposits on
your spark plugs. The anti-lead agent incorporated in AvGas doesn't activate
until things get hot - generally around 1800 RPM. Anytime you operate the
engine rich below that heat threshold you will be depositing lead on the
plugs.
Here's a good way to ground lean (Lycoming recommended):
Most people taxi with the RPM near idle; there's plenty of thrust to keep
rolling. You do, however, need a little more than that to get things
rolling, so you need to find the lowest RPM at which the aircraft starts to
move.
1. Taxi to a level area and close the throttle to idle.
2. Slowly advance the throttle with your feet off the brakes until the
aircraft starts to roll; note the RPM.
3. Stop.
4. Set the throttle to the RPM noted before (usually around 1200).
5. Lean the mixture until the RPM starts to drop off.
That's it! Set aside your fears of taking off with the mixture too lean -
your engine with falter and die if you advance the throttle beyond 1200 RPM
(or wherever you set the mixture). Similarly, have no fear of "burning up"
your engine due to an over-lean condition - you cannot over-lean the engine
at power settings below 75%.
If you don't want to go through the whole level ground thing (or if your
airplane starts rolling with the RPM at idle), just use 1200 RPM - it's
usually enough to get you started rolling unless you're pointed up a steep
hill. If you find you need a little more RPM to get started (grass, steep
hill, nose gear sharply turned, all of the above!) just push in the mixture
until you get started, then go back to your lean setting at 1200 RPM.
The first couple of times through the procedure will take some time; after
that it becomes second nature. You'll find yourself ground leading after
landing (as soon as you turn off the runway, of course) while taxiing to
parking.
A final note, do a 20 second run-up (at least 1800 RPM) prior to every
engine shut down. This will activate the anti-leading agent in the fuel
further reducing lead deposits. I run up to 1800 RPM, time for 20 seconds,
quickly back to 1200 RPM, then immediately pull the mixture to kill the
engine. If you don't touch the throttle, the next time you start the engine
it will already be at 1200 RPM - ready for setting the mixture to ground
lean.
Mark Sletten
Legacy FG N828LM
http://www.legacyfgbuilder.com
________________________________________________________________________________
| From: | "Dave Johnson" <rv(at)discursion.com> |
| Subject: | Re: Accident photos |
Spot on, Jerry. I got "moderated" on the VAF site for suggesting that it was poor
judgement to remove the photos, and requesting a considerably broader censoring
policy to allow such things in the future. The personal attacks toward me
that followed from a handful of other posters were something to behold. If anyone
has the photos, I will be glad to host them on my web server and link them
back here. I'm going to start appending "if it pleases the king and his loyal
subjects" to my posts over there [Laughing]
I'm sure Doug is a great guy, but that experience was not a positive one for me.
Dave
jsflyrv(at)verizon.net wrote:
> They were up when I posted the link. I am truly sorry for the families
> involved but if it were me in that
> situation I would want those photos posted everywhere, so other pilots
> would never be lax about what is
> going on around them at all times. Those photos were worth more than any
> words could ever be plus there was nothing
> offensive about them, just a horrible accident site. I have seen much
> worse on TV and newspapers when it
> comes to aircraft accidents and auto accidents.
>
> Jerry
>
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=52731#52731
________________________________________________________________________________
| From: | "RV Builder (Michael Sausen)" <rvbuilder(at)sausen.net> |
| Subject: | Re: Accident photos |
About a year and a half ago the Matronics RV-10 list was essentially
dead and all of the -10 builders were on one of Doug's Yahoo list.
Several of us started to experience his idea of what was socially
acceptable through his moderation and so we worked with Matt to make a
couple of small modifications to his RV-10 list. Once completed we all
promptly mutinied and left the Yahoo list which promptly shriveled and
died. What really PO'd me was when he started to edit my posts with
absolutely no comment that he did so. That was the last straw for me.
I feel a little sense of satisfaction that his RV-10 forum on his
website never took off either.
I do not know Doug personally nor have I ever met him. I also think
his website adds value to the RV community. But understand that he now
runs it as a business to make money. He may have started it with other
ideas but he has long since realized the profit potential and does not
tolerate any criticism of his actions. I just wish he would drop the
pretense that anything the site makes are for his kids college fund. As
a business it is his right to edit any content on his site whereas these
Matronics lists are a true community that is allowed to work through its
issues and determine what is acceptable.
Michael Sausen
-10 #352 on hiatus
-----Original Message-----
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Dave Johnson
Sent: Sunday, August 06, 2006 8:19 AM
Spot on, Jerry. I got "moderated" on the VAF site for suggesting that it
was poor judgement to remove the photos, and requesting a considerably
broader censoring policy to allow such things in the future. The
personal attacks toward me that followed from a handful of other posters
were something to behold. If anyone has the photos, I will be glad to
host them on my web server and link them back here. I'm going to start
appending "if it pleases the king and his loyal subjects" to my posts
over there [Laughing]
I'm sure Doug is a great guy, but that experience was not a positive one
for me.
Dave
jsflyrv(at)verizon.net wrote:
> They were up when I posted the link. I am truly sorry for the families
> involved but if it were me in that situation I would want those photos
> posted everywhere, so other pilots would never be lax about what is
> going on around them at all times. Those photos were worth more than
> any words could ever be plus there was nothing offensive about them,
> just a horrible accident site. I have seen much worse on TV and
> newspapers when it comes to aircraft accidents and auto accidents.
>
> Jerry
>
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=52731#52731
________________________________________________________________________________
| From: | "Larry Bowen" <Larry(at)bowenaero.com> |
| Subject: | Re: Accident photos |
http://flickr.com/photos/bowen/tags/oshkosh2006accident/
-
Larry Bowen
Larry(at)BowenAero.com
http://BowenAero.com
> -----Original Message-----
> From: RV6 Flyer [mailto:rv6_flyer(at)hotmail.com]
> Sent: Sunday, August 06, 2006 8:07 AM
> To: rv-list(at)matronics.com
> Subject: Re: RV-List: Re: Accident photos
>
>
>
> Not pictures but info:
>
> http://www.ntsb.gov/ntsb/brief.asp?ev_id 060804X01093&key=1
>
> http://www.ntsb.gov/ntsb/brief.asp?ev_id 060804X01093&key=2
>
> Typically users of the forum upload images to:
> http://www.imageshack.us but I have not found a way to seach
> for what others have stored there.
>
>
> Gary A. Sobek
> "My Sanity" RV-6 N157GS O-320 Hartzell,
> 1,932 + Flying Hours So. CA, USA
>
>
>
>
> ----Original Message Follows----
> Reply-To: rv-list(at)matronics.com
>
>
> I agree..
> The photos were priceless lesson material. I'm annoyed now that I did
> not save copies in my 'Pilotage' directory. They should be mandatory
> viewing for every tail-dragger pilot.
> If someone has copies I would be grateful to receive them.
> Perhaps they
> could be posted as attachments to the 'list.
> Doug Gray
>
>
> >
> > They were up when I posted the link. I am truly sorry for
> the families
> > involved but if it were me in that
> > situation I would want those photos posted everywhere, so
> other pilots
> > would never be lax about what is
> > going on around them at all times. Those photos were worth
> more than any
> > words could ever be plus there was nothing
> > offensive about them, just a horrible accident site. I
> have seen much
> > worse on TV and newspapers when it
> > comes to aircraft accidents and auto accidents.
> >
> > Jerry
> >
> >
> >
> > Dave Johnson wrote:
> >
> > >
> > >Unfortunately, those photos were too offensive for some
> and have been
> removed from the site.
> > >
> > >
> > >jsflyrv(at)verizon.net wrote:
> > >
> > >
> > >>Not sure if these have been posted here or not, sorry if
> this link has
> > >>already been posted.
> > >>
________________________________________________________________________________
| From: | "Nic" <Nic(at)skyhi.flyer.co.uk> |
| Subject: | More on fuel breather problems ... |
Many thanks for the suggestions on the fuel breather problems on my RH tank.
here are the latest observations :
If I blow through the breather from the inlet under the fuselage, then air
reaches the far end of the breather in the upper corner of the tank.
If I fill the tank (below the tank breather level ) in hot weather fuel will
start to vent underneath the aircraft and come out in a constant stream that
appears as though it is siphoning, this will continue until a lot of fuel
has been lost and the tank has lost a considerable amount of fuel.
My concussion is that there maybe a leak in the breather on the inside of
the tank. Fuel leaks into the breather, and as the air in the tank expands
it forces the fuel out along the breather. Once pressurised the fuel starts
to flow, and then siphons until equilibrium is reached.
Problem - how do I fix the leak without removing the tank and messing up an
expensive paint job ? or am I barking up the wrong tree ? At nearly
$10/gal I would really like to fix this problem. Any suggestions
appreciated.
Rgds, Nic
PS - THIS IS A QB READY-BUILT VANS TANK
________________________________________________________________________________
| From: | "Kyle Boatright" <kboatright1(at)comcast.net> |
| Subject: | Re: More on fuel breather problems ... |
A guess is that something has come loose where the vent line attaches to an
AN fitting inside the tank rib at the wing root. In an RV-6 tank, you can
access that fitting by removing the fuel tank access/sender plate at the
root end of the fuel tank.
Once you have access to the fitting, you can tighten it and maybe apply a
little proseal where it goes through the tank rib.
KB
----- Original Message -----
Sent: Sunday, August 06, 2006 12:40 PM
>
> Many thanks for the suggestions on the fuel breather problems on my RH
> tank.
> here are the latest observations :
>
> If I blow through the breather from the inlet under the fuselage, then air
> reaches the far end of the breather in the upper corner of the tank.
>
> If I fill the tank (below the tank breather level ) in hot weather fuel
> will
> start to vent underneath the aircraft and come out in a constant stream
> that
> appears as though it is siphoning, this will continue until a lot of fuel
> has been lost and the tank has lost a considerable amount of fuel.
>
> My concussion is that there maybe a leak in the breather on the inside of
> the tank. Fuel leaks into the breather, and as the air in the tank expands
> it forces the fuel out along the breather. Once pressurised the fuel
> starts
> to flow, and then siphons until equilibrium is reached.
>
> Problem - how do I fix the leak without removing the tank and messing up
> an
> expensive paint job ? or am I barking up the wrong tree ? At nearly
> $10/gal I would really like to fix this problem. Any suggestions
> appreciated.
>
> Rgds, Nic
>
> PS - THIS IS A QB READY-BUILT VANS TANK
>
>
>
________________________________________________________________________________
| From: | Jerry Springer <jsflyrv(at)verizon.net> |
| Subject: | Accident pictures |
Interesting reading
http://www.ntsb.gov/ntsb/brief.asp?ev_id 060804X01093&key=2
________________________________________________________________________________
| From: | bertrv6(at)highstream.net |
| Subject: | Re: Accident photos |
Quoting "RV Builder (Michael Sausen)" :
>
>
> About a year and a half ago the Matronics RV-10 list was essentially
> dead and all of the -10 builders were on one of Doug's Yahoo list.
> Several of us started to experience his idea of what was socially
> acceptable through his moderation and so we worked with Matt to make a
> couple of small modifications to his RV-10 list. Once completed we all
> promptly mutinied and left the Yahoo list which promptly shriveled and
> died. What really PO'd me was when he started to edit my posts with
> absolutely no comment that he did so. That was the last straw for me.
> I feel a little sense of satisfaction that his RV-10 forum on his
> website never took off either.
>
> I do not know Doug personally nor have I ever met him. I also think
> his website adds value to the RV community. But understand that he now
> runs it as a business to make money. He may have started it with other
> ideas but he has long since realized the profit potential and does not
> tolerate any criticism of his actions. I just wish he would drop the
> pretense that anything the site makes are for his kids college fund. As
> a business it is his right to edit any content on his site whereas these
> Matronics lists are a true community that is allowed to work through its
> issues and determine what is acceptable.
>
> Michael Sausen
> -10 #352 on hiatus
>
> -----Original Message-----
> [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Dave Johnson
> Sent: Sunday, August 06, 2006 8:19 AM
>
>
> Spot on, Jerry. I got "moderated" on the VAF site for suggesting that it
> was poor judgement to remove the photos, and requesting a considerably
> broader censoring policy to allow such things in the future. The
> personal attacks toward me that followed from a handful of other posters
> were something to behold. If anyone has the photos, I will be glad to
> host them on my web server and link them back here. I'm going to start
> appending "if it pleases the king and his loyal subjects" to my posts
> over there [Laughing]
>
> I'm sure Doug is a great guy, but that experience was not a positive one
> for me.
>
> Dave
>
>
> jsflyrv(at)verizon.net wrote:
> > They were up when I posted the link. I am truly sorry for the families
>
> > involved but if it were me in that situation I would want those photos
>
> > posted everywhere, so other pilots would never be lax about what is
> > going on around them at all times. Those photos were worth more than
> > any words could ever be plus there was nothing offensive about them,
> > just a horrible accident site. I have seen much worse on TV and
> > newspapers when it comes to aircraft accidents and auto accidents.
> >
> > Jerry
> >
>
> I for one, do not want to see, the tragic results of this or any accident.
Is bad enough, that one of our brothers in what we love most, flying, has
met such fate.
I do not belong to this generation for sure....this nonsense of" freedom"
to profanity, vulgarity, pronography, show anything, do anything you want
any time you want...
The total degeneration os Society, no morals no right or wrong...
Bert
rv6a
dop not archive
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=52731#52731
>
>
________________________________________________________________________________
| From: | bertrv6(at)highstream.net |
| Subject: | Re: Cooling Blast tubes - Lycoming |
Quoting LarryRobertHelming :
>
>
> ----- Original Message -----
> Sent: Saturday, July 29, 2006 10:05 AM
>
>
> >
> > RV7A - IO360
> > I'm planning to install 5/8" blast tubes from baffling to fuel pump, 1
> > mag,
> > and alternator.
> >
> > Routing and securing to baffling is easy but any tricks on securing the
> > end
> > where the component is so the cooling
> > blast actually hits the fuel pump? Adel clamps stategically placed?
> > Pics?
> >
> > Thanks
> > Steve
> > RV7A flying soon!
> >
> ((((((((()))))))))
> I found a good bit of use for safety wire when securing the blast tubes to
> keep them aimed where wanted. Simple to use.
>
> Indiana Larry with one trip to OSH completed.
> >
>
> Larry:
I use tie wraps, to secure end of plastic corrugated, tubes, to hold
them where they suppose to stay for cooling.
A better way, is to use a piece of,soft wire, I think is about 1/8 or so
thick, the length of the cooling tube, inserted inside it, and attached end
in loop,with a screw, to convenient place, screw and nut.. or perhaps
nut-plate..
I do not know name of wire or where to get it...it feels like lead, is easily
bend and twist...yet strong enough to hold, seen in some planes..works well.
'
bert
rv6a
donot archive
>
>
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | New Incoming Message Size Limit Implemented... |
Dear Listers,
Due to a number of requests to limit the size of incoming posts to the Lists because
of the recently added enclosure feature, I have add a new filter that will
limit the total size of any given message posted to the List. I have initially
set the limit to 2MB
and we'll see how everyone likes that.
If a member attempts to post a message that is greater than the set limit, they
will receive an email back indicating that their message wasn't posted to the
List and why. Also included in the message will be the current size limit and
how large their message
was.
Some might say that 2MB is still too large, but its a place to start...
Best regards,
Matt Dralle
Matronics Email List Administrator
________________________________________________________________________________
| From: | "John Burnaby" <jonlaury(at)impulse.net> |
| Subject: | Electronics International 6 cyl Deluxe Pkg for sale |
I have an EI 6cyl (all probes + 4 extras, manuals, warranty cards)
Deluxe Instrument Package (http://www.buy-ei.com/Panel%20Package.htm)
for sale. It has never been in a plane and all the warranty cards are
waiting to be activated. The instruments have a total of 30 minutes time
that was incurred during a dyno run. They were new then and worked
flawlessly. I've decided to go with an EFIS/EIS combo glass panel.
EI gets $4600 for this panel of gauges. I'm asking $3200/ best offer.
Please email me off list
jonlaury(at)impulse.net
________________________________________________________________________________
| From: | "LarryRobertHelming" <lhelming(at)sigecom.net> |
| Subject: | Re: Cooling Blast tubes - Lycoming |
Threaded brass rods will also work in place of the heavy wire. I have used
the bent rods with safety nuts or nuts with lock washers and the safety wire
with success for holding blast tubes in place. Larry in Indiana
----- Original Message -----
From: <bertrv6(at)highstream.net>
>
>> ----- Original Message -----
>> Sent: Saturday, July 29, 2006 10:05 AM
>>
>>
>> >
>> > RV7A - IO360
>> > I'm planning to install 5/8" blast tubes from baffling to fuel pump, 1
>> > mag,
>> > and alternator.
>> >
>> > Routing and securing to baffling is easy but any tricks on securing the
>> > end
>> > where the component is so the cooling
>> > blast actually hits the fuel pump? Adel clamps stategically placed?
>> > Pics?
>> >
>> > Thanks
>> > Steve
>> > RV7A flying soon!
>> >
>
> I use tie wraps, to secure end of plastic corrugated, tubes, to hold
> them where they suppose to stay for cooling.
>
> A better way, is to use a piece of,soft wire, I think is about 1/8 or so
> thick, the length of the cooling tube, inserted inside it, and attached
> end
> in loop,with a screw, to convenient place, screw and nut.. or perhaps
> nut-plate..
>
> I do not know name of wire or where to get it...it feels like lead, is
> easily
> bend and twist...yet strong enough to hold, seen in some planes..works
> well.
> '
> bert
>
> rv6a
>
> donot archive
>
________________________________________________________________________________
| From: | "Sportypilot" <sportypilot(at)stx.rr.com> |
I am looking for an 10-24 1/2 bolts with holes on the heads for the
lycoming 0320 seal retainer so I can
mount my prop and spacer.. anyone have a good location to get these, I
have looked everywhere locally..
#10 24threads per inch 1/2 long.. any ideas ? I need 4 of them..
Danny..
________________________________________________________________________________
| From: | "Terry Watson" <terry(at)tcwatson.com> |
| Subject: | Re: Accident photos |
This is bit of a rant and you may have heard it from me before, so of course
delete if you want. Strong disagreement would be appropriate if you think
I'm off base.:
...........
I'm with Jerry on this one. We have censored each other to the point that we
can't talk about and learn anything from the loss of those who share our
interest in flying little airplanes. We can't talk about Scott Crossfield's
accident because that might not show the respect he deserves. We shouldn't
look at pictures of a beautiful RV-6 chopped up by a prop because it might
offend someone's sensibilities?
None of us get out of this life alive and it stands to reason and past
experience that some of us are going to take our RV's with us. So again and
again, we are going to face the choice of trying to learn from a tragic
event, or to avert our eyes and avoid question or comment lest we offend the
dead, injured, their survivors, family, friends, or those who would have
been friends had they had a chance to know them. If you have been on this
list for very long you have likely lost good friends and friends you hadn't
actually met face to face yet.
So here's MY request: If I screw up, or am the victim of someone else's
screw-up, or if my tail falls off because I forgot to bolt it on properly or
if I land long on a short runway or short of a long runway or if I scud run
myself into a mountain, or run out of gas crossing Puget Sound, please feel
free to postulate, speculate, blame, ridicule or whatever it takes to learn
enough from my misfortune, bad judgment or stupidity to prevent some other
soul from doing what lead to my demise. If I survive my misadventure I will
most likely want to set the record straight or paint myself in a more heroic
light, but if I don't, you will be on your own to sort it out.
Make the best of it.
What do you think the military's accident rate would be like if the S.O.P.
after an accident was for everyone to stick their head in the sand and
pretend it didn't happen?
My apologies in advance if anyone feels flamed by this. I do not want to
offend, just convince you that the more we know the safer we are. They put a
sheet over dead bodies out of respect of the dead and the sensibilities of
the living. That, in my mind, is the appropriate amount of censorship.
Terry
RV-8A finishing
Seattle
________________________________________________________________________________
| From: | "Steve Sampson" <ssamps(at)gmail.com> |
| Subject: | Re: More on fuel breather problems ... |
Nic - I agree with Kyle. From what you describe my bet is the AN fitting
where the vent line joins to the tank plate is not tight. I have heard of
people getting the plate off without removing the tank or wing. That would
give you an inch or so of access ....but it sounds like a bitch of a job.
If it is any help you can see how it *should* be arranged inside if you go
here <http://gikonwings.blogspot.com/>. The final of 3 pictures.
Good luck, Steve.
On 06/08/06, Kyle Boatright wrote:
>
>
> A guess is that something has come loose where the vent line attaches to
> an
> AN fitting inside the tank rib at the wing root. In an RV-6 tank, you can
> access that fitting by removing the fuel tank access/sender plate at the
> root end of the fuel tank.
>
> Once you have access to the fitting, you can tighten it and maybe apply a
> little proseal where it goes through the tank rib.
>
> KB
>
> ----- Original Message -----
> Sent: Sunday, August 06, 2006 12:40 PM
>
>
> >
> > Many thanks for the suggestions on the fuel breather problems on my RH
> > tank.
> > here are the latest observations :
> >
> > If I blow through the breather from the inlet under the fuselage, then
> air
> > reaches the far end of the breather in the upper corner of the tank.
> >
> > If I fill the tank (below the tank breather level ) in hot weather fuel
> > will
> > start to vent underneath the aircraft and come out in a constant stream
> > that
> > appears as though it is siphoning, this will continue until a lot of
> fuel
> > has been lost and the tank has lost a considerable amount of fuel.
> >
> > My concussion is that there maybe a leak in the breather on the inside
> of
> > the tank. Fuel leaks into the breather, and as the air in the tank
> expands
> > it forces the fuel out along the breather. Once pressurised the fuel
> > starts
> > to flow, and then siphons until equilibrium is reached.
> >
> > Problem - how do I fix the leak without removing the tank and messing up
> > an
> > expensive paint job ? or am I barking up the wrong tree ? At nearly
> > $10/gal I would really like to fix this problem. Any suggestions
> > appreciated.
> >
> > Rgds, Nic
> >
> > PS - THIS IS A QB READY-BUILT VANS TANK
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
________________________________________________________________________________
| From: | "Charles Rowbotham" <crowbotham(at)hotmail.com> |
| Subject: | N710RV First Flight |
Russ,
CONGRATULATIONS and WELL DONE !!
Chuck & Dave Rowbotham
RV-8A
>From: "Russell Daves" <dav1111(at)cox.net>
>Reply-To: rv-list(at)matronics.com
>To:
>Subject: RV-List: N710RV First Flight
>Date: Fri, 28 Jul 2006 18:42:25 -0500
>
>First flight went off without a hitch today. Felt great. Plans are to fly
>every day for the next two weeks, either before or after work on the real
>job.
>
>Russ Daves
________________________________________________________________________________
| From: | "glen matejcek" <aerobubba(at)earthlink.net> |
| Subject: | RE:Accident photos |
>...I'm with Jerry on this one. We have censored each other to the point
that we
>can't talk about and learn anything from the loss of those who share our
>interest in flying little airplanes....
Very well put, Terry. I couldn't agree more. To paraphrase George
Santayana, "Those who don't learn from the past are doomed to repeat it."
glen matejcek
aerobubba(at)earthlink.net
________________________________________________________________________________
| Subject: | Re: Accident photos |
| From: | "kitfoxmike" <kitfoxmike(at)yahoo.com> |
I see nothing offensive on these pics, I now understand how difficult it was for
the taxi of this big avenger, I personally have learned that if I get in a situation
and am told to taxi in front of such an aircraft I will use my pilot
in command option and stay put until the big worly plan passes me. My simpathy
to both the pilot in the avenger and those in the RV6 and families.
--------
kitfoxmike
kitfox4 1200 912ul speedster
http://www.frappr.com/kitfoxmike
rv7 wingkit
reserved 287RV
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=53045#53045
________________________________________________________________________________
| From: | Darrell Reiley <lifeofreiley2003(at)yahoo.com> |
Hi Danny,
Very odd size indeed... you may need to get longer
bolts and cut them off. Easy enough to do.
Darrell
--- Sportypilot wrote:
> I am looking for an 10-24 1/2 bolts with holes on
> the heads for the lycoming 0320 seal retainer so I
> can
> mount my prop and spacer.. anyone have a good
> location to get these, I have looked everywhere
> locally..
> #10 24threads per inch 1/2 long.. any ideas ? I need
> 4 of them..
>
>
> Danny..
__________________________________________________
________________________________________________________________________________
| From: | "Mark Sletten" <marknlisa(at)hometel.com> |
| Subject: | Re: Oshkosh accident - Caution, on my Soapboxt |
Beware, this is an op ed post,
There is no question that this was a tragedy almost beyond comprehension. I
feel badly for the victim, the victim's family, anyone who witnessed it
personally and, lastly, the TBM's PIC. That being said, I think it's
important that we, as pilots, don't let this tragedy lead us somewhere -
emotionally, intellectually or literally - someplace we don't want to go; we
must keep our eyes on the ball. There is no question that wing walkers
and/or ground spotters could have (most likely would have) prevented this
accident. The bottom line in this case is there were none.
I know I'm going to hear from those of you accusing me of armchair
quarterbacking. That's as may be, but I felt compelled to comment in light
of Linn's (maybe unintentional - see below) hints that someone other than
the PIC might be responsible for the safe movement of his or her aircraft on
the ground. Even *WITH* ground spotters, taxiing safely is still the
responsibility of the PIC. To even hint, however faintly, otherwise is to
open Pandora's Box.
Intimating that someone other than the PIC is responsible is the 1st step to
in the process wherein someone other then the PIC decides how to safely
operate our aircraft.
Taxiing an aircraft that dwarfs most others at the show, with limited
visibility outside the aircraft, and knowing he was going to mix with many
different kinds of aircraft on a crowded, busy taxiway *WITH NO SPOTTERS*
should have spurred the Avenger pilot to take appropriate precautions - he
was the PIC.
>From the victim's point of view, and in light of the number of pilots who've
made who-woulda-thunk-it comments, it's a safe bet that neither he, nor many
others of us have considered this kind of accident before now. I'd say the
majority of us will definitely think about it, and take appropriate
precautions (a mirror, stopping on a slant to allow aft visibility, etc.,
let's keep those comments coming), should we find ourselves in a similar
situation.
Additionally, I believe adamantly it is in no way the responsibility of the
EAA, or any other AirVenture organizer, to provide ground crews to prevent
taxi accidents. Volunteers help direct the flow of traffic and, as a side
benefit, might be in a position to *HELP* prevent ground accidents. Both of
these aircraft were on an established taxiway and knew where they were
going, therefore, no ground crews were provided. And that's as it should be
unless the PIC decides otherwise.
Further, *ANYONE* can volunteer to work at OSH during AirVenture - there is
no way to determine qualifications or expertise. If you *MUST* have a ground
crew to taxi safely, then the only way to be sure the crew is competent is
to bring your own.
IMHO, by providing safety observers specifically to "help" pilots safely
taxi their aircraft, the EAA and AirVenture would become just as responsible
as the PIC. That kind of liability coupled with a tragic event such as this
can effectively kill large events like AirVenture. I wouldn't accept it -
nor, do I think, will they. If we pilots demand that the EAA and AirVenture
organizers take steps to *HELP* us avoid future accidents of this type, we
shouldn't be surprised at what we get - like scheduled departure times by
type.
Mark Sletten
Legacy FG N828LM
http://www.legacyfgbuilder.com
Linn Walters said:
I read the NTSB report and understood exactly how it happened. The addition
of volunteers with paddles to regulate the flow on the taxiway could have
prevented this accident. It may be as simple as a golf cart on the grass to
aid those pilots with forward visibility problems .... and as I said, it
doesn't reside only with the warbirds ..... would go a long way to prevent a
reoccurrence. The only other solution would be to set up departure times by
type and I'm sure nobody wants that. What saddens me me about this accident
is that it truly was preventable ..... like most accidents are.
________________________________________________________________________________
| From: | Ron Lee <ronlee(at)pcisys.net> |
| Subject: | Re: Accident photos |
>I'm with Jerry on this one. We have censored each other to the point that we
>can't talk about and learn anything from the loss of those who share our
>interest in flying little airplanes. We can't talk about Scott Crossfield's
>accident because that might not show the respect he deserves. We shouldn't
>look at pictures of a beautiful RV-6 chopped up by a prop because it might
>offend someone's sensibilities?
I had never heard of Crossfield but my initial thought was that he screwed up
royally. That opinion has only been reinforced by obtaining additional info
about the pilot error leading to death event. I learned nothing from that
pilot
error event since I already know that flying into severe thunderstorms is
stupid.
The Oshkosh Avenger/RV6 incident is not one that I had ever considered so
I did learn from it. The pictures were not gruesome but were very
informative. I
have not been in a similar taxiing situation but if I ever am I will make
appropriate
actions to NOT be in front of such a plane.
I often hear after aviation fatalities that we can all learn from
it. Personally in recent
years I don't recall any that I learned from except for this taxiing
death. There may
have been others that I don't recall. Fact is that pilots have always done
stupid
things that result in fatalities. I suspect that they always will and I
see no way to
dramatically reduce those pilot error fatalities.
It would be great if the RV community could do something to reduce fatal
pilot errors.
Perhaps some sort of web-based training that discusses the major causes of
deaths
from pilot errors. If that training resulted in a reduction in insurance
rates I would do
it every year. Ideally it would mean fewer RV pilot deaths.
And it would include photos.
Ron Lee
________________________________________________________________________________
| Subject: | lower cowl heat shield picture? |
| From: | "Puckett, Gregory [DENTK]" <Greg.Puckett(at)united.com> |
g'day all,
I'm getting ready to install some of the Van's stick-on heat shield
material to my lower cowl and would love to see a picture of where other
have placed this stuff and found it successful at preventing
burning/blistering.
My install is an angle valve I0360-A3B6D with Van's smooth bottom s-type
cowl and Vetterman exhaust.
Thanks,
Greg Puckett
RV-8
N881GP
(first engine start and taxi yesterday)
________________________________________________________________________________
| From: | Richard Dudley <rhdudley1(at)bellsouth.net> |
| Subject: | Re: Accident photos |
Well said, Terry.
I would make the same request should I end up an aviation accident
statistic. The taxi accident situation applies to all of us and we
should learn from it.
Regards,
Richard Dudley
Terry Watson wrote:
>
>This is bit of a rant and you may have heard it from me before, so of course
>delete if you want. Strong disagreement would be appropriate if you think
>I'm off base.:
>
>...........
>
>I'm with Jerry on this one. We have censored each other to the point that we
>can't talk about and learn anything from the loss of those who share our
>interest in flying little airplanes. We can't talk about Scott Crossfield's
>accident because that might not show the respect he deserves. We shouldn't
>look at pictures of a beautiful RV-6 chopped up by a prop because it might
>offend someone's sensibilities?
>
>None of us get out of this life alive and it stands to reason and past
>experience that some of us are going to take our RV's with us. So again and
>again, we are going to face the choice of trying to learn from a tragic
>event, or to avert our eyes and avoid question or comment lest we offend the
>dead, injured, their survivors, family, friends, or those who would have
>been friends had they had a chance to know them. If you have been on this
>list for very long you have likely lost good friends and friends you hadn't
>actually met face to face yet.
>
>So here's MY request: If I screw up, or am the victim of someone else's
>screw-up, or if my tail falls off because I forgot to bolt it on properly or
>if I land long on a short runway or short of a long runway or if I scud run
>myself into a mountain, or run out of gas crossing Puget Sound, please feel
>free to postulate, speculate, blame, ridicule or whatever it takes to learn
>enough from my misfortune, bad judgment or stupidity to prevent some other
>soul from doing what lead to my demise. If I survive my misadventure I will
>most likely want to set the record straight or paint myself in a more heroic
>light, but if I don't, you will be on your own to sort it out.
>
>Make the best of it.
>
>What do you think the military's accident rate would be like if the S.O.P.
>after an accident was for everyone to stick their head in the sand and
>pretend it didn't happen?
>
>My apologies in advance if anyone feels flamed by this. I do not want to
>offend, just convince you that the more we know the safer we are. They put a
>sheet over dead bodies out of respect of the dead and the sensibilities of
>the living. That, in my mind, is the appropriate amount of censorship.
>
>Terry
>RV-8A finishing
>Seattle
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Hopperdhh(at)aol.com |
| Subject: | Re: lower cowl heat shield picture? |
In a message dated 8/7/2006 11:14:27 A.M. Eastern Daylight Time,
Greg.Puckett(at)united.com writes:
g'day all,
I'm getting ready to install some of the Van's stick-on heat shield material
to my lower cowl and would love to see a picture of where other have placed
this stuff and found it successful at preventing burning/blistering.
My install is an angle valve I0360-A3B6D with Van's smooth bottom s-type
cowl and Vetterman exhaust.
Thanks,
Greg Puckett
RV-8
N881GP
(first engine start and taxi yesterday)
Greg,
I don't have pictures, but here's what I did. First be sure you have
painted the inside of the cowl with thinned epoxy. Then just put the foil down
in
large areas if the area is pretty flat and in smaller areas where it has
curvature. In other words, it takes several separate pieces. I would say if
you
cover all areas that are within 6 inches of the exhaust system, you will
have no problem. It isn't very hard to do, actually.
Dan Hopper
RV-7A 200HP
________________________________________________________________________________
| Subject: | Re: Accident photos |
| From: | "Lloyd, Daniel R." <LloydDR(at)wernerco.com> |
I agree whole heartedly, There is a reason that the Military preaches
lessons learned, and any family that has lost someone, would certainly
want others to avoid the tragedy by learning the lesson from another's
mistake.
Keep reviewing the lessons learned from each and every incident and we
will break the chain, and prevent it from happening again.
Dan
40269 (N289DT)
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Terry Watson
Sent: Monday, August 07, 2006 2:19 AM
Subject: RE: RV-List: Re: Accident photos
This is bit of a rant and you may have heard it from me before, so of
course
delete if you want. Strong disagreement would be appropriate if you
think
I'm off base.:
...........
I'm with Jerry on this one. We have censored each other to the point
that we
can't talk about and learn anything from the loss of those who share our
interest in flying little airplanes. We can't talk about Scott
Crossfield's
accident because that might not show the respect he deserves. We
shouldn't
look at pictures of a beautiful RV-6 chopped up by a prop because it
might
offend someone's sensibilities?
None of us get out of this life alive and it stands to reason and past
experience that some of us are going to take our RV's with us. So again
and
again, we are going to face the choice of trying to learn from a tragic
event, or to avert our eyes and avoid question or comment lest we offend
the
dead, injured, their survivors, family, friends, or those who would have
been friends had they had a chance to know them. If you have been on
this
list for very long you have likely lost good friends and friends you
hadn't
actually met face to face yet.
So here's MY request: If I screw up, or am the victim of someone else's
screw-up, or if my tail falls off because I forgot to bolt it on
properly or
if I land long on a short runway or short of a long runway or if I scud
run
myself into a mountain, or run out of gas crossing Puget Sound, please
feel
free to postulate, speculate, blame, ridicule or whatever it takes to
learn
enough from my misfortune, bad judgment or stupidity to prevent some
other
soul from doing what lead to my demise. If I survive my misadventure I
will
most likely want to set the record straight or paint myself in a more
heroic
light, but if I don't, you will be on your own to sort it out.
Make the best of it.
What do you think the military's accident rate would be like if the
S.O.P.
after an accident was for everyone to stick their head in the sand and
pretend it didn't happen?
My apologies in advance if anyone feels flamed by this. I do not want to
offend, just convince you that the more we know the safer we are. They
put a
sheet over dead bodies out of respect of the dead and the sensibilities
of
the living. That, in my mind, is the appropriate amount of censorship.
Terry
RV-8A finishing
Seattle
________________________________________________________________________________
| From: | Kevin Horton <khorton01(at)rogers.com> |
| Subject: | Re: Accident photos |
>
> The Oshkosh Avenger/RV6 incident is not one that I had ever
> considered so
> I did learn from it. The pictures were not gruesome but were very
> informative. I
> have not been in a similar taxiing situation but if I ever am I
> will make appropriate
> actions to NOT be in front of such a plane.
I think there is another, more general, lesson that we should take
from this accident. It is quite likely that the Avenger pilot knew
that taxing on a narrow taxi way with many other aircraft was risky.
But he probably justified it with something like: "I've done this
before, and it went OK, so it'll be OK this time too", or "Other war
bird pilots do it, so it must be safe enough", or "If I stop and shut
down until I get a wing walker, it will really mess up the other
aircraft."
Just because you've done something risky before, and got away with
it, doesn't mean you'll get away with it again.
Just because other people do it, and get away with it, doesn't mean
you'll get away with it.
Just because stopping isn't convenient, doesn't mean that continuing
is a safe thing to do.
Don't cut corners on safety.
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://www.kilohotel.com/rv8
________________________________________________________________________________
| Subject: | Re: Oshkosh accident - Caution, on my Soapboxt |
| From: | "Dave Johnson" <rv(at)discursion.com> |
I agree, Mark. The reponsibility must be ours as pilots for the complete operation
of our aircraft, including taxiing at an aviation event. Neither the EAA nor
the FAA can or should take on that responsibility. Perhaps that should also
be made clear in the NOTAM for next year, so there is no question in anyone's
mind.
No doubt the TBM pilot is profoundly sorry right now as well. I can't imagine dealing
with that sort of thing on my conscience.
Dave
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=53096#53096
________________________________________________________________________________
| From: | "Randy Lervold" <randy(at)romeolima.com> |
| Subject: | Re: lower cowl heat shield picture? |
Here's how I did mine...
http://www.romeolima.com/RV8/Cowl.htm#Heat%20damage
Basically just look inside the lower cowl and put the heat shield
anywhere the exhaust is closer than about 6".
Randy Lervold
www.rv-8.com
www.rv-3.com
----- Original Message -----
From: Puckett, Gregory [DENTK]
To: rv-list(at)matronics.com
Sent: Monday, August 07, 2006 8:09 AM
Subject: RV-List: lower cowl heat shield picture?
g'day all,
I'm getting ready to install some of the Van's stick-on heat shield
material to my lower cowl and would love to see a picture of where other
have placed this stuff and found it successful at preventing
burning/blistering.
My install is an angle valve I0360-A3B6D with Van's smooth bottom
s-type cowl and Vetterman exhaust.
Thanks,
Greg Puckett
RV-8
N881GP
(first engine start and taxi yesterday)
________________________________________________________________________________
| From: | "Don/Marcia Piermattei" <dlpier(at)lamar.colostate.edu> |
| Subject: | Microfiber cloth and plexiglass |
These new microfiber towels are advertised as bing safe for plexiglass. Does
anyone have experience with them?
Don P
RV-9A 192DP
________________________________________________________________________________
| Subject: | Re: Accident photos |
| From: | "kitfoxmike" <kitfoxmike(at)yahoo.com> |
personally I think all these big aircraft should have their own runway and park
in their own parking area at OSH from now on, just my opinion.
--------
kitfoxmike
kitfox4 1200 912ul speedster
http://www.frappr.com/kitfoxmike
rv7 wingkit
reserved 287RV
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=53105#53105
________________________________________________________________________________
| From: | Cory Emberson <bootless(at)earthlink.net> |
| Subject: | Re: Microfiber cloth and plexiglass |
Yes, and they're terrific. No paper towels or tee-shirts, ever! (just
like wire hangars!) Be careful to launder them separately from your
other stuff, so the scratchy fibers from your jeans don't get stuck in
your m'fiber towels. They basically take the dirt and stuff from your
plex and pull it deeper into the towel, enabling you to clean the soft
plex with a clean cloth surface.
Every plexi cleaner professional or aircraft detailer I've spoken to has
been strongly emphatic on the need to use microfiber only on plex (water
and your non-ringed hand is a good initial cleaner, too).
best,
Cory Emberson
Contributing Editor
Kitplanes Magazine
Don/Marcia Piermattei wrote:
>
>These new microfiber towels are advertised as bing safe for plexiglass. Does
>anyone have experience with them?
>Don P
>RV-9A 192DP
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | cecilth(at)juno.com |
The person that wrote the piece about the adjustments on the RV8 landing
gear. The 'how to' article,
Could you contact me at:
cecilth(at)juno.com
Sure would appreciate it.
Thanks,
Cecil
________________________________________________________________________________
| From: | "Dale Ensing" <densing(at)carolina.rr.com> |
| Subject: | Re: Microfiber cloth and plexiglass |
Don,
Have used microfiber cloth on plexiglas with no problems but be careful for
the sewing on the bound edges. Sometimes the sewing is a rather hard thread
and can scratch. Probably a polyester. Also, I use them only once, then wash
a load to remove trapped dirt particles.
Dale Ensing
> These new microfiber towels are advertised as bing safe for plexiglass.
Does
> anyone have experience with them?
> Don P
> RV-9A 192DP
________________________________________________________________________________
| From: | "Sportypilot" <sportypilot(at)stx.rr.com> |
I found some allen head bolts today.. some washers and loctight & drilled
for safety wire maybe they will work
Thanks..
Danny..
----- Original Message -----
From: "Darrell Reiley" <lifeofreiley2003(at)yahoo.com>
Sent: Monday, August 07, 2006 9:21 AM
Subject: Re: RV-List: Misl bolts
>
> Hi Danny,
>
> Very odd size indeed... you may need to get longer
> bolts and cut them off. Easy enough to do.
>
> Darrell
>
> --- Sportypilot wrote:
>
>> I am looking for an 10-24 1/2 bolts with holes on
>> the heads for the lycoming 0320 seal retainer so I
>> can
>> mount my prop and spacer.. anyone have a good
>> location to get these, I have looked everywhere
>> locally..
>> #10 24threads per inch 1/2 long.. any ideas ? I need
>> 4 of them..
>>
>>
>> Danny..
>
>
> __________________________________________________
>
>
>
________________________________________________________________________________
| From: | Cory Emberson <bootless(at)earthlink.net> |
| Subject: | Re: Microfiber cloth and plexiglass |
Good point about the bound edges, Dale. I also clip the tags off the
cloths as well.
Dale Ensing wrote:
>
>Don,
>Have used microfiber cloth on plexiglas with no problems but be careful for
>the sewing on the bound edges. Sometimes the sewing is a rather hard thread
>and can scratch. Probably a polyester. Also, I use them only once, then wash
>a load to remove trapped dirt particles.
>
>Dale Ensing
>
>
>
>>These new microfiber towels are advertised as bing safe for plexiglass.
>>
>>
>Does
>
>
>>anyone have experience with them?
>>Don P
>>RV-9A 192DP
>>
>>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "RV6 Flyer" <rv6_flyer(at)hotmail.com> |
| Subject: | Microfiber cloth and plexiglass |
I been using them for the past 3 years with no problems. (I use them on
the whole airplane including the plexi.)
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell,
1,932 + Flying Hours So. CA, USA
http://SoCAL_WVAF.rvproject.com
----Original Message Follows----
From: "Don/Marcia Piermattei" <dlpier(at)lamar.colostate.edu>
Subject: RV-List: Microfiber cloth and plexiglass
Date: Mon, 7 Aug 2006 10:54:55 -0600
These new microfiber towels are advertised as bing safe for plexiglass.
Does
anyone have experience with them?
Don P
RV-9A 192DP
________________________________________________________________________________
| From: | Joseph Larson <jpl(at)showpage.org> |
| Subject: | Re: Oshkosh accident - Caution, on my Soapboxt |
I'm sorry, but I disagree with some of these sentiments. No, I don't
want a shift in overall responsibility. However, Oshkosh has deaths
every year, it seems. If there are steps that can be taken to reduce
those deaths that aren't terribly onerous, I think it makes sense to
take those steps.
Ground handling accidents are easy to avoid. Adding a requirement
for an extra ground crew to assist any aircraft with over-the-nose
visibility issues wouldn't be onerous. The ground control frequency
could also warn people to maintain a larger distance when following
smaller aircraft. They could erect signs to this effect or simply
include it in a briefing to all large tail draggers.
Or they could have a 10-minute window every hour for certain types of
aircraft to queue up. So all the big aircraft would be clustered
together.
There are dozens of different steps that could alleviate the
likelihood of repeated ground handling accidents. A failure to take
any of them is an acknowledgment of spinelessness on the part of the
folks shirking the opportunity to increase safety.
I don't blame the EAA guys for this accident. The fault rests solely
with the pilot of the TBM. If you can't taxi your aircraft without
running over some poor guy in front of you, you have no business at
the controls of the aircraft. But the EAA could take fairly simple
steps to prevent it happening again.
I don't know about anyone else, but I'd happily pay a $2 safety fee
to help provide for the types of ground crew that might prevent a
repeat. I sure as hell don't want to be run over by someone driving
his oversized toy up my back side.
-Joe
On Aug 7, 2006, at 11:50 AM, Dave Johnson wrote:
>
> I agree, Mark. The reponsibility must be ours as pilots for the
> complete operation of our aircraft, including taxiing at an
> aviation event. Neither the EAA nor the FAA can or should take on
> that responsibility. Perhaps that should also be made clear in the
> NOTAM for next year, so there is no question in anyone's mind.
>
> No doubt the TBM pilot is profoundly sorry right now as well. I
> can't imagine dealing with that sort of thing on my conscience.
>
> Dave
>
>
________________________________________________________________________________
| From: | "Konrad L. Werner" <klwerner(at)comcast.net> |
| Subject: | Re: Accident photos |
>>The Avenger pilot reported that the airplane in front of the Avenger
was a green and white, high wing airplane with TUNDRA written on top of
the wing.
>>The Avenger pilot reported that he observed the Tundra pilot taxi off
the right side of the taxiway for some unknown reason.
>>The Avenger pilot reported that he spotted the airplane that was in
front of the Tundra airplane, and he stated that he had "100 yards of
free pavement" in front of the Avenger.
>>The Avenger pilot reported that when he heard the impact and saw
debris flying, he shut down the engine. He reported that he never saw
the airplane that he hit while he was taxiing.
>>The RV6 pilot reported that he was taxiing behind a green and white,
high wing airplane that had TUNDRA painted on the top of the wing.
>>The RV6 pilot reported that a gray airplane was in front of the Tundra
aircraft.
>>The RV6 pilot reported that he "didn't know the TBM was behind" his
airplane.
>>The RV6 pilot reported that he was not sure if he was taxiing forward
or if he was stopped when the Avenger struck the RV-6 from behind.
Based on their respective statements, it looks like neither the
TBM-Avenger Pilot, -nor the RV-6 Pilot knew about the presence of each
other!
How could that be possible, as clearly at least one of the two pilots
should have known of the proximity of the other at one point in time
while on the same taxiway?
I have met the Pilot of the TBM & his wife (who was with him in the
backseat). He is well known for repairing-, restoring- & flying all
kinds of Warbirds, and has done so for all his adult life. He is a very
careful operator of the expensive machines entrusted into his care. He
is not a risktaker. Needless to say, he and his wife are just devastated
about this freak accident that cost someone his life.
My heartfelt condolences go out to the accident victim and his family.
This accident should not have happened.
I was not present in either one cockpit-, nor did I see the actual
accident happen.
Everything else is just speculation based on incomplete information
given ...
----- Original Message -----
From: Kevin Horton
I think there is another, more general, lesson that we should take
from this accident. It is quite likely that the Avenger pilot knew
that taxing on a narrow taxi way with many other aircraft was risky.
But he probably justified it with something like: "I've done this
before, and it went OK, so it'll be OK this time too", or "Other war
bird pilots do it, so it must be safe enough", or "If I stop and shut
down until I get a wing walker, it will really mess up the other
aircraft."
Just because you've done something risky before, and got away with
it, doesn't mean you'll get away with it again.
Just because other people do it, and get away with it, doesn't mean
you'll get away with it.
Just because stopping isn't convenient, doesn't mean that continuing
is a safe thing to do.
Don't cut corners on safety.
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://www.kilohotel.com/rv8
________________________________________________________________________________
| From: | "Jerry Grimmonpre" <jerry(at)mc.net> |
| Subject: | Re: Microfiber cloth and plexiglass |
----- Original Message -----
From: "Dale Ensing" <densing(at)carolina.rr.com>
Sent: Monday, August 07, 2006 12:20 PM
Subject: Re: RV-List: Microfiber cloth and plexiglass
>
> Don,
> Have used microfiber cloth on plexiglas with no problems but be careful
> for
> the sewing on the bound edges. Sometimes the sewing is a rather hard
> thread
> and can scratch. Probably a polyester. Also, I use them only once, then
> wash
> a load to remove trapped dirt particles.
>
> Dale Ensing
>
>> These new microfiber towels are advertised as bing safe for plexiglass.
> Does
>> anyone have experience with them?
>> Don P
>> RV-9A 192DP
>
>
>
________________________________________________________________________________
| From: | "Jerry Grimmonpre" <jerry(at)mc.net> |
| Subject: | Re: Microfiber cloth and plexiglass |
Hi Dale ...
What's a good source for microfiber cloth?
Thanks ...
Jerry Grimmonpre'
>
> Don,
> Have used microfiber cloth on plexiglas with no problems but be careful
> for
> the sewing on the bound edges. Sometimes the sewing is a rather hard
> thread
> and can scratch. Probably a polyester. Also, I use them only once, then
> wash
> a load to remove trapped dirt particles.
>
> Dale Ensing
________________________________________________________________________________
| Subject: | Re: Accident photos |
| From: | "Chuck Jensen" <cjensen(at)dts9000.com> |
Ron,
You say we don't ever learn or can't be taught to avoid stupid
accidents. That's not true. Just yesterday I almost read about 4
accidents that didn't happen because the pilots were awares from lessons
learned from others less fortunate. We can check the NTSB to see read
about the stupid-pilot-tricks that are still being pulled. What we
don't get to read about are the tens, hundreds or even thousands of
accidents that don't happen because of training, education,
lessons-learned and peer pressure to do better.
Chuck
> -----Original Message-----
> From: owner-rv-list-server(at)matronics.com
> [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Ron Lee
> Sent: Monday, August 07, 2006 11:04 AM
> To: rv-list(at)matronics.com
> Subject: RE: RV-List: Re: Accident photos
>
>
>
>
> >I'm with Jerry on this one. We have censored each other to the point
> >that we can't talk about and learn anything from the loss of
> those who
> >share our interest in flying little airplanes. We can't talk about
> >Scott Crossfield's accident because that might not show the
> respect he
> >deserves. We shouldn't look at pictures of a beautiful RV-6
> chopped up
> >by a prop because it might offend someone's sensibilities?
>
> I had never heard of Crossfield but my initial thought was
> that he screwed up royally. That opinion has only been
> reinforced by obtaining additional info about the pilot error
> leading to death event. I learned nothing from that
> pilot
> error event since I already know that flying into severe
> thunderstorms is stupid.
>
> The Oshkosh Avenger/RV6 incident is not one that I had ever
> considered so I did learn from it. The pictures were not
> gruesome but were very
> informative. I
> have not been in a similar taxiing situation but if I ever am
> I will make
> appropriate
> actions to NOT be in front of such a plane.
>
> I often hear after aviation fatalities that we can all learn from
> it. Personally in recent
> years I don't recall any that I learned from except for this taxiing
> death. There may
> have been others that I don't recall. Fact is that pilots
> have always done
> stupid
> things that result in fatalities. I suspect that they always
> will and I
> see no way to
> dramatically reduce those pilot error fatalities.
>
> It would be great if the RV community could do something to
> reduce fatal
> pilot errors.
> Perhaps some sort of web-based training that discusses the
> major causes of
> deaths
> from pilot errors. If that training resulted in a reduction
> in insurance
> rates I would do
> it every year. Ideally it would mean fewer RV pilot deaths.
>
> And it would include photos.
>
> Ron Lee
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Ron Lee <ronlee(at)pcisys.net> |
| Subject: | Re: Microfiber cloth and plexiglass |
>..
>What's a good source for microfiber cloth?
>Thanks ...
>Jerry Grimmonpre'
Walmart auto section.
Ron Lee
________________________________________________________________________________
| From: | FLYaDIVE(at)aol.com |
| Subject: | Re: Oshkosh accident - Caution, on my Soapboxt |
In a message dated 8/7/06 12:53:31 PM Eastern Daylight Time,
rv(at)discursion.com writes:
> Neither the EAA nor the FAA can or should take on that responsibility.
===========================
Dave:
Playing lawyer ... Check you local listings for the 2PM slot.
The EAA automatically takes on responsibility by sponsoring the event and
even more responsibility by providing Ground Crew. Either way they are
responsible and what is the definition of Class D Tower operations? Control of
aircraft departing and arriving while on the ground and advisories when in the
air
within the air space.
It is akin to parking your car via a Valet or checking your coat. If the
service is provided the risk is assumed. ASSUMED not as in making an ass out of
you and me ... But, as in taking on the responsibility!
YET, by FAA definition the accident would not have happened IF the pilot did
not get in the plane.
Barry
"Chop'd Liver"
"Show them the first time, correct them the second time, kick them the third
time."
Yamashiada
________________________________________________________________________________
| From: | Ron Lee <ronlee(at)pcisys.net> |
| Subject: | Re: Accident photos |
Chuck, you either misunderstood me or I was not clear in my message.
I said (I think) that I rarely learn from these accidents because they are
things that I already know (previously learned). The Avenger/RV6 death
was a new one for me and was a learning experience.
I don't have statistics on accidents but I would guess that running out
of fuel and flying into bad weather are major causal factors. If people
really learned then those should soon be minor causal factors. Yet
year after year they still cause problems. Why is that? My guess is
that there will always be pilots who are destined to die or have a
non-fatal accident for things that are preventable. It is human nature.
I would hope that you do not need to hear every few months about a
person dying because he flew into a thunderstorm to know that you should
not. So my view is that saying that we can all learn from such an event
is as useful as saying that at least the pilot died doing something he loved.
Your assertion about 10s,100s or 1000s of people not having accidents
because of something they learned (NTSB report?) frankly is not verifiable.
I would believe that the pilot community as a whole DID LEARN if some
sort of educational process were implemented and within a year or so
you saw dramatic reduction in a given accident cause (such as flying
into weather).
My final comment about RV community training was aimed at that so if
you or anyone else has ideas on how RV pilots could truly learn and
drastically reduce current accident causal factors then we should try it.
I am more than eager to learn of ways to reduce my genetic disposition to
doing stupid things. Until then, I will just continue my normal conservative
flying.
Ron Lee
At 01:23 PM 8/7/2006, you wrote:
>
>Ron,
>
>You say we don't ever learn or can't be taught to avoid stupid
>accidents. That's not true. Just yesterday I almost read about 4
>accidents that didn't happen because the pilots were awares from lessons
>learned from others less fortunate. We can check the NTSB to see read
>about the stupid-pilot-tricks that are still being pulled. What we
>don't get to read about are the tens, hundreds or even thousands of
>accidents that don't happen because of training, education,
>lessons-learned and peer pressure to do better.
>
>Chuck
>
> > -----Original Message-----
> > From: owner-rv-list-server(at)matronics.com
> > [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Ron Lee
> > Sent: Monday, August 07, 2006 11:04 AM
> > To: rv-list(at)matronics.com
> > Subject: RE: RV-List: Re: Accident photos
> >
> >
> >
> >
> > >I'm with Jerry on this one. We have censored each other to the point
> > >that we can't talk about and learn anything from the loss of
> > those who
> > >share our interest in flying little airplanes. We can't talk about
> > >Scott Crossfield's accident because that might not show the
> > respect he
> > >deserves. We shouldn't look at pictures of a beautiful RV-6
> > chopped up
> > >by a prop because it might offend someone's sensibilities?
> >
> > I had never heard of Crossfield but my initial thought was
> > that he screwed up royally. That opinion has only been
> > reinforced by obtaining additional info about the pilot error
> > leading to death event. I learned nothing from that
> > pilot
> > error event since I already know that flying into severe
> > thunderstorms is stupid.
> >
> > The Oshkosh Avenger/RV6 incident is not one that I had ever
> > considered so I did learn from it. The pictures were not
> > gruesome but were very
> > informative. I
> > have not been in a similar taxiing situation but if I ever am
> > I will make
> > appropriate
> > actions to NOT be in front of such a plane.
> >
> > I often hear after aviation fatalities that we can all learn from
> > it. Personally in recent
> > years I don't recall any that I learned from except for this taxiing
> > death. There may
> > have been others that I don't recall. Fact is that pilots
> > have always done
> > stupid
> > things that result in fatalities. I suspect that they always
> > will and I
> > see no way to
> > dramatically reduce those pilot error fatalities.
> >
> > It would be great if the RV community could do something to
> > reduce fatal
> > pilot errors.
> > Perhaps some sort of web-based training that discusses the
> > major causes of
> > deaths
> > from pilot errors. If that training resulted in a reduction
> > in insurance
> > rates I would do
> > it every year. Ideally it would mean fewer RV pilot deaths.
> >
> > And it would include photos.
> >
> > Ron Lee
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
________________________________________________________________________________
| From: | "LarryRobertHelming" <lhelming(at)sigecom.net> |
| Subject: | Re: Microfiber cloth and plexiglass |
If you have the option to buy the microfiber that looks closer in texture to
chamois rather than a loosely woven cloth, chose the tighter knit chamois
weave. I got that tip from one of the Oshkosh seminars last week on
Plexiglas. Larry in Indiana
----- Original Message -----
From: "Ron Lee" <ronlee(at)pcisys.net>
Sent: Monday, August 07, 2006 2:35 PM
Subject: Re: RV-List: Microfiber cloth and plexiglass
>
>
>>..
>>What's a good source for microfiber cloth?
>>Thanks ...
>>Jerry Grimmonpre'
>
> Walmart auto section.
>
> Ron Lee
>
>
> http://www.matronics.com/Navigator?RV-List
> http://wiki.matronics.com
>
>
>
________________________________________________________________________________
| From: | "Dale Ensing" <densing(at)carolina.rr.com> |
| Subject: | Re: Microfiber cloth and plexiglass |
Hello Jerry,
Here is a website for microfiber cloths from Griots Garage. But, as someone
else indicated, you can also purchase at auto parts stores/departments. Not
all are created equal. As I indicated, check the bound edges for finish.
Microfiber dish cloths can also be puchased from kitchen deparments. They
are usually smaller but I like the size for a single time use of cleaning
the w/screen. Then wash them and use again.
http://www.griotsgarage.com/catalog.jsp?L1=L1_1000&L2=L2_1001&SKU=11096
Are you enjoying the RV-4? How is the 8 coming along?
Dale
> Hi Dale ...
> What's a good source for microfiber cloth?
> Thanks ...
> Jerry Grimmonpre'
>
> >
> > Don,
> > Have used microfiber cloth on plexiglas with no problems but be careful
> > for
> > the sewing on the bound edges. Sometimes the sewing is a rather hard
> > thread
> > and can scratch. Probably a polyester. Also, I use them only once, then
> > wash
> > a load to remove trapped dirt particles.
> >
> > Dale Ensing
>
>
________________________________________________________________________________
| From: | Sherman Butler <lsbrv7a(at)yahoo.com> |
| Subject: | Reno tickets for sale |
I have Reno air race tickets for sale for two people for the 15th 16th and 17th.
Reversed seat uppper seats in G and pit passes. Face value $348.
Unexpected prop overhaul blew my budget.
Sherman Butler
RV-7a Wings
Idaho Falls
---------------------------------
See the all-new, redesigned Yahoo.com. Check it out.
________________________________________________________________________________
| From: | FLYaDIVE(at)aol.com |
| Subject: | Re: Leaning on ground? |
In a message dated 8/6/06 9:19:38 AM Eastern Daylight Time,
marknlisa(at)hometel.com writes:
> A final note, do a 20 second run-up (at least 1800 RPM) prior to every
> engine shut down. This will activate the anti-leading agent in the fuel
> further reducing lead deposits. I run up to 1800 RPM, time for 20 seconds,
> quickly back to 1200 RPM, then immediately pull the mixture to kill the
> engine. If you don't touch the throttle, the next time you start the engine
> it will already be at 1200 RPM - ready for setting the mixture to ground
> lean.
>
> Mark Sletten
> Legacy FG N828LM
> http://www.legacyfgbuilder.com
===================================
Mark:
I have seen this lean at shut down procedure written up by Lycoming. I have
great reservations about this procedure.
1 - Consider you just did an hour flight or maybe even a half hour flight.
Weren't you leaning during that flight? So why should you have to do it again?
2 - You just did this this leaning procedure before you took off to remove
the lead deposits. I would then ask two questions here:
a> Why not just do this procedure BEFORE you take off. Why would you have to
do it AGAIN after you land? Or;
b> If you did it after you land why would you have to do it again BEFORE you
take off? Confusing ain't it?
3 - You just did your flight, at least durring the flight even with leaning
you had a large volume of air moving through your cowling, helping things to
cool off. So, why would you sit on the ground heat the engine, then shut down
just to saturate the engine and the area under the cowl with heat?
Sounds like Lycoming has an ulterior motive for doing this procedure.
4 - What does heat saturation do? Well, it dries out hoses, wires, ty-wraps,
anti-chafe material ... add to the list as you see fit.
But, here is one area I noticed heat failure ... The plastic coupling on the
Vacuum Pump. Mine failed after 1935 Hours. Close inspection under
magnification revealed heat cracks. I also opened up the pump only to find PERFECTLY
GOOD insides. Probably would have gone for an additional 1935 Hours. Guess
where I'm putting a small blast tube? First guess doesn't count.
So, personally, I do not see any advantage in this procedure.
YMMV, yet there just seems to be holes in the procedure.
Barry
"Chop'd Liver"
"Show them the first time, correct them the second time, kick them the third
time."
Yamashiada
________________________________________________________________________________
| From: | Kevin Horton <khorton01(at)rogers.com> |
| Subject: | Re: Oshkosh accident - Caution, on my Soapboxt |
On 7 Aug 2006, at 21:51, Jeff Point wrote:
>
> -----Original Message-----
>
>> From: Kevin Horton <khorton01(at)rogers.com>
>> I'm not familiar with the taxi way widths of the various taxi routes
>> at OSH. The crux of the problem appears to be that some taxi ways
>> are too narrow to allow large tail draggers to S turn. Given that
>> most of the large tail draggers are in one area, is there any hope of
>> giving them taxi routes during peak traffic periods that keep them on
>> wider taxi ways, maybe at the expense of funneling them all to 09/27?
>
> True, most warbirds park in one area, but they move back and forth
> around the airport, landing and departing from one of six different
> runways. And, how do you define peak traffic periods? This
> accident could have occured whether there were 10 airplanes in the
> que, or 100. Traffic levels ebb and flow throughout the day. If
> we are to have a policy of escorting warbirds back and forth, then
> it has to be an all or nothing idea. And, of course, do you stop
> at warbirds? How about Cessna 195s? Stearmans? Harmon Rockets?
> Where do you draw the line? These are the things we are trying to
> work out.
The way I see it, any tail dragger should be able to taxi safely, if
there is enough room to S-turn. The problem comes when you put large
tail draggers on narrow taxi ways. So the C195s, Stearmans, Rockets,
etc should be able to taxi safely, and it is the pilot's
responsibility to do just that.
Obviously, the large tail dragger pilot also has full responsibility
to taxi safely, but the "system" should make every effort to put him
in a situation where that is possible. If the taxi way is too narrow
to allow S-turns, then the only way a large tail dragger can taxi
safely is with some outside assistance. The Avenger pilot was put in
a very difficult situation. Once he was marshalled onto a narrow
taxi way with no wing walkers, he had two choices: press on and hope
for the best, or shut down and become a road block. He gambled with
option 1, and he lost.
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://www.kilohotel.com/rv8
________________________________________________________________________________
| From: | "Bob Perkinson" <bobperk(at)bellsouth.net> |
I do know that if you open both doors at the same time on a 150 with the
flaps down you go down a whole lot faster than normal. You can fall out of
the sky almost straight down, no forward air speed flat as a pancake. I
know.
Bob Perkinson
Hendersonville, TN.
RV9 N658RP Reserved
If nothing changes
Nothing changes
Thanks for the advise guys, I knew I could count on you for the facts. I am
just looking to get the windy ultralight experience without spending a bunch
of cash on a new toy. I figured I could try doors off a couple of times and
get it out of my system....then get back to the real challenge of building
an RV 10.
Cheers..
Evan Johnson
________________________________________________________________________________
| From: | sarg314 <sarg314(at)comcast.net> |
| Subject: | Re: SL-30 and GTX-327 mounting trays |
Charlie:
You are correct. I'm surprised, but that looks like it will work. I
also checked the SL-30 tray and found that it has about 1/16" of space
for the screw head, not 1/32". Stark Avionics informs me that they use
6-32 countersunk screws on the SL-30 mounting tray. The heads stick up,
since the you can't countersink the tray, but once again, they don't
stick up enough to interfere with the radio sliding in and out. Not
pretty, but they say it works well. (Why doesn't Garmin supply the
right screws?) I called Garmin and they couldn't tell me what screw to use.
Thanks,
chaztuna(at)adelphia.net wrote:
>
>
>Tom,
> I can't address the problem with the SL-30. However, my GTX 320A uses the exact
same tray as your GTX 327. I used AN509-10 flush screws to mount my GTX 320A,
Icom A200 and RMI uMonitor. You are correct that the dimple in the tray of
the Garmin transponder does not allow the head of the screw to fit flush. However,
there is room to install the radio with the screw head protruding. The protruding
screw head actually acts as an internal shim, to steady the radio in
the tray.
> The Garmin tray was wider (thicker material) than my other 2 trays. I simply
made shims to compensate on the Icom and the uMonitor. I am very pleased with
the fit and cosmetics of my installation.
> I suspect that you will find your SL-30 fits between the installed screw heads.
If it doesn't, you could always dimple the tray mounting holes.
>Charlie Kuss
>
>
>
>
________________________________________________________________________________
| From: | FLYaDIVE(at)aol.com |
| Subject: | Re: Leaning on ground? |
In a message dated 8/7/06 11:11:12 PM Eastern Daylight Time,
pitts_pilot(at)bellsouth.net writes:
> Hi Barry! The Lycoming 'leaning/lead removing process' is done just
> before takeoff and just before shutdown because it supposes that you
> were taxiing around with the engine just above idle power. Low power
> operations do not get the cylinder temps up so the natural lead
> scavenging process can occur. Of course, if you leaned on the ground
> that violates Lycomings "8500' 75% power" rule so they can't support
> that. Mark could lessen the low power lead fouling problem by
> aggressive leaning on the ground or switch to an unleaded fuel.
> Linn
====================================
Hi Linn:
As you said, Lycoming can't support that. And I'd bet dollars to doughnuts
that there is no data on how long at low RPM it takes to develop lead.
Morristown AP (KMMU) here in NJ has a LONG taxi to and from the runway, over a
mile
each way and many times you are waiting for a Jet to get its IFR clearance.
Now, during the taxi it would be recommended to lean aggressively. After all
you are only about 1000 to 1300 RPM not really at the 75% power point :-)
Better to do the lead scavenging procedure prior to takeoff than at shutdown
(see previous post for reasoning). There are just too many holes in Lycoming's
procedure, it does not make sense. But, then again, what does Lie-Comming do
that ever does make mechanical sense? Ya gots to ask the lawyers!
YES! By all means, use unleaded fuel.
Barry
"Chop'd Liver"
"Show them the first time, correct them the second time, kick them the third
time."
Yamashiada
________________________________________________________________________________
| From: | Roger Embree <rembree(at)sympatico.ca> |
| Subject: | Re: oshkosh accident |
This list certainly tosses enough ideas around for the lawyers seize. I
like Gordon Comforts ideas.
In addition to looking over my shoulder etc I wouldn't mind taxiing
along with a flag on the top of a long pole. My kids already think I am
goofy so I don't mind being uncool. Surely there is enough collective
creativity here to design something telescopic that would mount to the
back side of the seat or neatly fits into the baggage compartment. It
could be named after our fallen brother.
Just one idea.
RE
JT Helms wrote:
>
>Although I generally agree that the PIC of the Avenger was at fault, I'd bet
>my last dollar that EAA gets sued as part of that loss, though. It's their
>party after all, but the main reason is that they likely have more $ and
>insurance coverage available than the Avenger pilot (who will certainly also
>be named in any lawsuit).
>
>JT
>
>
>
________________________________________________________________________________
| Subject: | Flap actuator to rod end - locking |
| From: | Doug Gray <dgra1233(at)bigpond.net.au> |
I have converted my manual flap kit to electric.
What are the best options to lock the rod end bearing to prevent it
spinning out of the actuator when the jam nut works loose.
Doug Gray
RV-6 finishing kit
________________________________________________________________________________
| From: | "glen matejcek" <aerobubba(at)earthlink.net> |
| Subject: | RE: Oshkosh accident - Caution, on my Soapbox |
Hi Jeff-
Thanks for your thoughtful and measured input. Personally, I like the
suggestion that warbird operations be responsible for warbird operations.
It seems to me that would be appropriate from both an experiential and
resource basis.
My other observation regards the comment "However, it was a freak
accident..." Perhaps this was a first for OSH, but it's not really an
isolated event. I can't recall the exact date, but within the last couple
of years here locally we had a couple of RV's taxiing to the fuel pumps
when one stopped and the other didn't. Fortunately, their relative sizes
precluded the kind of tragedy that occurred at the convention.
If you and your crew can come up with a plan to facilitate our success as
aviators, as well as help preserve our convention, then thank you very
much. However, it still falls to us as PIC's to protect ourselves and each
other. Please, people, be aware of your surroundings.
glen matejcek
aerobubba(at)earthlink.net
________________________________________________________________________________
| From: | =?iso-8859-1?Q?Mich=E8le_Delsol?= <michele.delsol(at)microsigma.fr> |
| Subject: | Re: Accident photos |
Here is another tragedy which I relate to emphasize the need to be very
attentive as to what we do when flying. I personally know all the
protagonists, including the dead pilot, but not the controller at the
control tower.
This happened this spring at my airport in France.
Cri-Cri (for those who are unfamiliar with this airplane - Cri-Cri is the
worlds smallest twin - empty weigh 190 lbs. - two one cylinder engines) was
on runway threshold - Cessna 150 was on short final. Airport is controlled -
this is all within two hundred yards of the control tower - grass runway
which passes 50 yards in front of the control tower. For some reason which
has not been determined, Cri-cri takes off, Cessna aborts landing,
presumably (nothing certain here as accident is still under investigation)
Cri-Cri got clearance to take off and Cessna was instructed to go around. To
make a long story short, Cri-Cri flew up into the Cessna's propeller -
Cessna chewed up the T-tail rudder and horizontal stabilizer of the Cri-Cri.
The collision occurred at approximately 150 ft above the ground. Without an
empennage, the Cri-cri tumbled forward head over heels and hit the ground
flat on its back on the runway from which it was taking off - the pilot was
killed instantly on impact. The crew of two in the Cessna safely managed to
make it back the other runway.
I relate this to emphasize that the PIC should not take anything for
granted. This concerns both the Cessna's and the Cri-Cri's PICs. At the
airport, no one is debating as to who is at fault - it is a tragic loss for
us and sobering as to the inherent risk of flying. One should be on guard at
all times and not take anything for granted. This accident, as the one at
Oshkosh, should never have happened.
Please do not ask questions on this accident - I just wanted to relate it so
that it should help us be more careful as we fly.
Michele
RV8 - Fuselage
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Ron Lee
Sent: lundi 7 aot 2006 17:04
Subject: RE: RV-List: Re: Accident photos
>I'm with Jerry on this one. We have censored each other to the point that
we
>can't talk about and learn anything from the loss of those who share our
>interest in flying little airplanes. We can't talk about Scott Crossfield's
>accident because that might not show the respect he deserves. We shouldn't
>look at pictures of a beautiful RV-6 chopped up by a prop because it might
>offend someone's sensibilities?
I had never heard of Crossfield but my initial thought was that he screwed
up
royally. That opinion has only been reinforced by obtaining additional info
about the pilot error leading to death event. I learned nothing from that
pilot
error event since I already know that flying into severe thunderstorms is
stupid.
The Oshkosh Avenger/RV6 incident is not one that I had ever considered so
I did learn from it. The pictures were not gruesome but were very
informative. I
have not been in a similar taxiing situation but if I ever am I will make
appropriate
actions to NOT be in front of such a plane.
I often hear after aviation fatalities that we can all learn from
it. Personally in recent
years I don't recall any that I learned from except for this taxiing
death. There may
have been others that I don't recall. Fact is that pilots have always done
stupid
things that result in fatalities. I suspect that they always will and I
see no way to
dramatically reduce those pilot error fatalities.
It would be great if the RV community could do something to reduce fatal
pilot errors.
Perhaps some sort of web-based training that discusses the major causes of
deaths
from pilot errors. If that training resulted in a reduction in insurance
rates I would do
it every year. Ideally it would mean fewer RV pilot deaths.
And it would include photos.
Ron Lee
________________________________________________________________________________
| From: | "Albert Gardner" <ibspud(at)adelphia.net> |
| Subject: | GPS & Autopilot Setup |
I am using a ControlVision GPS (HP ipaq 4700) connected to my Trio EZ Pilot
Autopilot and it is not working properly. Is anyone else using this same
setup? I'm trying to resolve the problem and I'm wondering if it's working
for someone else.
Albert Gardner
Yuma, AZ
________________________________________________________________________________
| From: | "Dale Ensing" <densing(at)carolina.rr.com> |
| Subject: | Re: microfiber cloth? |
Bert,
Go here for explanation of microfiber cloth
and the type you should use.
http://www.autogeek.net/leabmi.html
Dale Ensing
> I have been reading, the postings about micro fiber cloth, to clean
> windshield..
> Can some one explain what is a micro fiber cloth, and where can I buy
them?
> I have use a regular small wash cloth, from Walt-mart...also the red type
> you buy at auto store...
> Am I using wrong kind...?
>
> Bert
________________________________________________________________________________
| From: | "Albert Gardner" <ibspud(at)adelphia.net> |
| Subject: | Flap actuator to rod end - locking |
Van's suggest you drill a small hole at the lip of the actuator tube and
safety wire the tube so that it can't spin relative to the rod end bearing.
It's a little hard to get a hole there but a small drill started
perpendicular to the tube and then angled seems to work.
Albert Gardner
Yuma, AZ
-----Original Message-----
Sent: Tuesday, August 08, 2006 4:30 AM
Subject: RV-List: Flap actuator to rod end - locking
I have converted my manual flap kit to electric.
What are the best options to lock the rod end bearing to prevent it
spinning out of the actuator when the jam nut works loose.
Doug Gray
RV-6 finishing kit
________________________________________________________________________________
| From: | Joseph Larson <jpl(at)showpage.org> |
| Subject: | Re: oshkosh accident |
>
> In addition to looking over my shoulder etc I wouldn't mind taxiing
> along
> with a flag on the top of a long pole. My kids already think I am
> goofy so I
> don't mind being uncool. Surely there is enough collective
> creativity here
> to design something telescopic that would mount to the back side of
> the seat
> or neatly fits into the baggage compartment. It could be named
> after our
> fallen brother.
I don't think we need to carry around flagpoles for our airplanes.
But I wonder if a very very small change would make us more visible.
What if the policy was for small aircraft to sort of hug the left
side of the taxiway instead of doing what we all do -- plant the
front wheel on the centerline and be proud of our ability to taxi
precisely.
If the small aircraft hugged the left side, and the big aircraft did
what they could do S-turn or hug right, everyone should be able to
see everyone.
But I've never been in an aircraft where the pilot couldn't see an RV
parked in front of it, so I'm not sure if this would be sufficient
for the situation.
-Joe
________________________________________________________________________________
| From: | "Rob Prior (rv7)" <rv7(at)b4.ca> |
| Subject: | Re: oshkosh accident |
On 4:07:20 2006-08-08 Roger Embree wrote:
> Surely there is enough
> collective creativity here to design something telescopic that would
> mount to the back side of the seat or neatly fits into the baggage
> compartment. It could be named after our fallen brother.
> Just one idea.
That's a great idea, but i'll add one feature to the device you describe...
It shouldn't stick straight up. In order to be seen over the nose of a
TBM, it would need to be nearly 20' high. I suggest that it be angled to
one side, so the "flag" appears about ten feet above the left wing. That
puts it on the pilot's side of most aircraft, and possibly far enough
"off-axis" that the rear plane would be able to see it. Of course,
S-turning would help too.
-Rob
________________________________________________________________________________
| From: | Sam Buchanan <sbuc(at)hiwaay.net> |
| Subject: | Re: GPS & Autopilot Setup |
Albert Gardner wrote:
> I am using a ControlVision GPS (HP ipaq 4700) connected to my Trio EZ
> Pilot Autopilot and it is not working properly. Is anyone else using
> this same setup? Im trying to resolve the problem and Im wondering if
> its working for someone else.
>
> Albert Gardner
>
Albert, the versions of AWM that I tried with the Trio did not provide
the standard NMEA protocol that the EZ-Pilot requires. I understand
there was considerable effort on the part of Trio to convince Control
Vision to standardize the NMEA output of AWM but it seems that may not
have happened.
Sam Buchanan
http://thervjournal.com
________________________________________________________________________________
| From: | "Bruce Bell" <brucebell74(at)sbcglobal.net> |
| Subject: | First Flight of N23BB |
Hi All,
After eleven years of fun N23BB flew for the first time this morning, 4 days
after my 76th birthday. Using N9X flight test program. Thanks to my wife of
49 years Anita Bell for her help and understanding. Stan Blanton was always
ready to drop everything and come over to help. Stan also planned a very
smooth move to the airport. Rick Liles EAA Chapter 19 Tech thanks for all
the tech help and move to the airport. Engine ran fine and no leaks on
postflight inspection. Able to walk away after the landing and 23BB can fly
again without any major repair! Thanks to Ann and Russ Daves for their
friendly first flight support.
Regards ,
Bruce Bell
Lubbock, Texas
________________________________________________________________________________
| Subject: | Flap actuator to rod end - locking |
They show how to drill and safety wire the lock nut in the
drawings. I did not do it and mine came loose so I would sure recommend
doing it. I did not pay attention to how it worked but when the motor
runs it puts a small amount of torque on the shaft that can eventually
cause the nut to loosen up. It took mine 225 hours to come loose.
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Doug Gray
Sent: Tuesday, August 08, 2006 6:30 AM
Subject: RV-List: Flap actuator to rod end - locking
I have converted my manual flap kit to electric.
What are the best options to lock the rod end bearing to prevent it
spinning out of the actuator when the jam nut works loose.
Doug Gray
RV-6 finishing kit
________________________________________________________________________________
| From: | Ron Lee <ronlee(at)pcisys.net> |
| Subject: | Re: oshkosh accident |
>I don't think we need to carry around flagpoles for our airplanes.
I sure will not. I understand how people may want to relive the Rat Patrol
concept but it makes more sense for the big warbirds to install a forward
facing video system.
Ron Lee
________________________________________________________________________________
| From: | Charlie Kuss <chaztuna(at)adelphia.net> |
| Subject: | Re: SL-30 and GTX-327 mounting trays |
Tom,
This is something to consider. You want to keep the radio's side to
side "slop" movement in the tray to a minimum. Excessive movement can
damage the radio internals and does nothing good for the connector
pins. Use of screws below size #8 is problematic, as they tend to
break off easily if installed in nutplates. Best to use the largest
diameter screws which space will allow for your SL-30. The larger
diameter screw heads will act to reduce excess slop space.
Is the SL-30 tray made of aluminum or steel? If steel, is it heavy
gauge steel, like the GTX 327 tray? My 8A radio rack is a variation
of Mark Richardson's excellent design. I can email photos off list if you like.
Charlie
>
>Charlie:
> You are correct. I'm surprised, but that looks like it will
> work. I also checked the SL-30 tray and found that it has about
> 1/16" of space for the screw head, not 1/32". Stark Avionics
> informs me that they use 6-32 countersunk screws on the SL-30
> mounting tray. The heads stick up, since the you can't countersink
> the tray, but once again, they don't stick up enough to interfere
> with the radio sliding in and out. Not pretty, but they say it
> works well. (Why doesn't Garmin supply the right screws?) I called
> Garmin and they couldn't tell me what screw to use.
>Thanks,
>
>chaztuna(at)adelphia.net wrote:
>
>>
>>
>>Tom,
>>I can't address the problem with the SL-30. However, my GTX 320A
>>uses the exact same tray as your GTX 327. I used AN509-10 flush
>>screws to mount my GTX 320A, Icom A200 and RMI uMonitor. You are
>>correct that the dimple in the tray of the Garmin transponder does
>>not allow the head of the screw to fit flush. However, there is
>>room to install the radio with the screw head protruding. The
>>protruding screw head actually acts as an internal shim, to steady
>>the radio in the tray.
>>The Garmin tray was wider (thicker material) than my other 2 trays.
>>I simply made shims to compensate on the Icom and the uMonitor. I
>>am very pleased with the fit and cosmetics of my installation.
>>I suspect that you will find your SL-30 fits between the installed
>>screw heads. If it doesn't, you could always dimple the tray mounting holes.
>>Charlie Kuss
>>
>>
>>
>>
>
>
________________________________________________________________________________
| From: | Charlie Kuss <chaztuna(at)adelphia.net> |
| Subject: | Re: Oshkosh accident - Caution, on my Soapboxt |
>snipped
>Obviously, the large tail dragger pilot also has full responsibility
>to taxi safely, but the "system" should make every effort to put him
>in a situation where that is possible. If the taxi way is too narrow
>to allow S-turns, then the only way a large tail dragger can taxi
>safely is with some outside assistance. The Avenger pilot was put in
>a very difficult situation. Once he was marshalled onto a narrow
>taxi way with no wing walkers, he had two choices: press on and hope
>for the best, or shut down and become a road block. He gambled with
>option 1, and he lost.
>
>Kevin Horton RV-8 (finishing kit)
>Ottawa, Canada
>http://www.kilohotel.com/rv8
Kevin,
He could have asked his wife to get out and act as a spotter. He
had a choice.
Just playing devils advocate
Charlie Kuss
________________________________________________________________________________
| From: | "John Jessen" <jjessen(at)rcn.com> |
| Subject: | First Flight of N23BB |
Wow! 76 and flying and a loving wife ta boot! How lucky can you be!
Congratulations on the flight and your persistence and your family. Hope to
see some pictures one day. Enjoy!
John Jessen
RV-10 Tailcone
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Bruce Bell
Sent: Tuesday, August 08, 2006 8:50 AM
Subject: RV-List: First Flight of N23BB
Hi All,
After eleven years of fun N23BB flew for the first time this morning, 4 days
after my 76th birthday. Using N9X flight test program. Thanks to my wife of
49 years Anita Bell for her help and understanding. Stan Blanton was always
ready to drop everything and come over to help. Stan also planned a very
smooth move to the airport. Rick Liles EAA Chapter 19 Tech thanks for all
the tech help and move to the airport. Engine ran fine and no leaks on
postflight inspection. Able to walk away after the landing and 23BB can fly
again without any major repair! Thanks to Ann and Russ Daves for their
friendly first flight support.
Regards ,
Bruce Bell
Lubbock, Texas
________________________________________________________________________________
| From: | Joseph Larson <jpl(at)showpage.org> |
| Subject: | Re: Oshkosh accident - Caution, on my Soapboxt |
Just because the controllers at the airfield tell you to do something
doesn't mean you have to do it. In my one trip to Oshkosh, I was
told that I'd be directed to a run up area. Instead, the ground
controllers basically "pushed" me onto the runway with no run up. I
didn't know what else to do, so I just ran off the other side of the
runway and told the tower I'd like a run up before takeoff.
Optimal? Certainly not. And to this day, I don't know what I was
supposed to do. I don't think doing a run up in the parking area is
the right choice. Maybe I was supposed to do it during the taxi.
But I really expected a chance to pull over and do a proper run up.
It wasn't until they gestured me onto the runway that I realized I
was about to take off on an IFR flight plan without finishing my pre-
takeoff checklist.
But my point -- you CAN interrupt procedures if you don't think
they're safe, regardless of how annoying doing so might be to the
controllers. And difficulty in seeing the guy in front of you
definitely counts.
-J
On Aug 8, 2006, at 11:08 AM, Charlie Kuss wrote:
>> snipped
>> Obviously, the large tail dragger pilot also has full responsibility
>> to taxi safely, but the "system" should make every effort to put him
>> in a situation where that is possible. If the taxi way is too narrow
>> to allow S-turns, then the only way a large tail dragger can taxi
>> safely is with some outside assistance. The Avenger pilot was put in
>> a very difficult situation. Once he was marshalled onto a narrow
>> taxi way with no wing walkers, he had two choices: press on and hope
>> for the best, or shut down and become a road block. He gambled with
>> option 1, and he lost.
>>
>> Kevin Horton RV-8 (finishing kit)
>> Ottawa, Canada
>> http://www.kilohotel.com/rv8
>
> Kevin,
> He could have asked his wife to get out and act as a spotter. He
> had a choice.
> Just playing devils advocate
> Charlie Kuss
________________________________________________________________________________
| From: | Jeff Point <jpoint(at)mindspring.com> |
| Subject: | Re: Flap actuator to rod end - locking |
I spun a nylock nut on backwards, and torqued it against the rod end as
a stop nut. Hasn't budged a bit, but I check it every annual.
Jeff Point
RV-6
Milwaukee
>
>
________________________________________________________________________________
| From: | Sam Buchanan <sbuc(at)hiwaay.net> |
| Subject: | Re: GPS & Autopilot Setup |
Sam Buchanan wrote:
>
> Albert Gardner wrote:
>> I am using a ControlVision GPS (HP ipaq 4700) connected to my Trio EZ
>> Pilot Autopilot and it is not working properly. Is anyone else using
>> this same setup? Im trying to resolve the problem and Im wondering
>> if its working for someone else.
>>
>> Albert Gardner
>>
>
>
> Albert, the versions of AWM that I tried with the Trio did not provide
> the standard NMEA protocol that the EZ-Pilot requires. I understand
> there was considerable effort on the part of Trio to convince Control
> Vision to standardize the NMEA output of AWM but it seems that may not
> have happened.
>
> Sam Buchanan
> http://thervjournal.com
I just received word from Trio (they monitor this list!) that apparently
the latest version of Anywhere Map does indeed send out a standardized
NMEA data stream.
Sam Buchanan
________________________________________________________________________________
| From: | Wheeler North <wnorth(at)sdccd.edu> |
Well,
I would personally like to thank Jeff for his comments. As one who works
under Mike, aka Susie Q, this accident was one of those rare things that was
just that, an accident.
Go ahead write a boat load of rules and changes and policies and you will
still have a few accidents. Which by the way this year was the first time in
a few that we've had fatalities on field, which I think is a good record
given what we do.
I hate to be callous but get over it, the war birds are here to stay and we
want them. They cause the public gate to at least triple from what it would
be were they not here. That income is needed for this event to happen.
Make bigger taxi ways, it won't do squat. In a 1000' it's entirely possible
(as in I've seen it many times) for both planes to be in wiggle phase and
not be able to see each other if they are close. And who is going to make
bigger taxiways at every airport the TBM lands at?
Go ahead put wing walkers out there, that way the TBM will have more targets
to run over and kill.
RE control towers, guess what the only legal obligation of a control tower
for vfr traffic is to provide sequencing. Get over it, that's been tested in
court many times. They are not obligated nor able to provide separation
services in any vfr environment, particualrly on the gorund at Oshkosh.
And the TBM is taking a risk when it taxi's but that risk is no different
then the same risk you take when you taxi. I've seen little kids run out in
front of various aircraft, fortunately none I've seen were hurt. But by some
of this logic put forth we should outlaw kids and any airplane that might
run them over. Yes we have rules to help reduce those risks, but that said
all they do is reduce the risk, they never prevent entirely.
The two airplanes did not, and apparently could not see each other, that is
the cause of most aircraft collisions and to date no rule has ever fixed
that. I'm pretty certain no new rules will help things any.
If you are little and worried get a rearview mirror.
Or better yet give up flying, stop driving, avoid earthquake and volcano
country and don't eat at McDonald's any more.
The bottom line is that our emotional response to tragic events in aviation
is to cast a cause out there in the hopes of future prevention. This is one
of those cases where the accident chain wasn't broken and so it occured. But
any of the proposed fixes just make room for alternative chains without
really reducing the overall risk much.
You want to talk about safety, let's talk about the fact that an hour before
this happended the controllers were launching aircraft into 35 kt tailwind
takeoffs with rain in an effort to oblige the many who wanted to depart
pre-hurricane. They finally got it and closed the airport. But that closure
put even more pressure on the limited time slot for departures pre-airshow
after the WX system passed. So guess what, it's partly God's fault,
therefore I would suggest we write a rule forbidding God from having short
term hurricanes at Oshkosh.
And while we're at it the simplest fix would be to not allow RV's to come to
Oshkosh as that will eliminate about 2/3 of the overall traffic which will
greatly reduce the number of accidents.
In fact there's some good data to support this fix as RV's (and Bonanzas)
tend to be involved in many of the incidents that happen at Oshkosh.
So, yes I feel horrible about this, as I do about the Europa, and the Cub,
and the few others who perished coming to or from Oshkosh. And I feel bad
about those who perished just flying that week as I do about the estimated
98000 people who die each year from boo boos that happen in US hospitals.
That's almost twice the number of people who die in auto accidents and I'll
bet most of you didn't even know that statistic.
Get a life, be happy that you are alive, go fly your airplane and celebrate
those who can longer join us for that ride.
W
________________________________________________________________________________
| From: | "Charles Rowbotham" <crowbotham(at)hotmail.com> |
| Subject: | First Flight of N23BB |
Bruce,
CONGRATULATIONS and WELL DONE !!
Chuck & Dave Rowbotham
RV-8A
>From: "Bruce Bell" <brucebell74(at)sbcglobal.net>
>Reply-To: rv-list(at)matronics.com
>To: "RV List"
>Subject: RV-List: First Flight of N23BB
>Date: Tue, 8 Aug 2006 10:50:22 -0500
>
>
>Hi All,
>After eleven years of fun N23BB flew for the first time this morning, 4
>days after my 76th birthday. Using N9X flight test program. Thanks to my
>wife of 49 years Anita Bell for her help and understanding. >Regards ,
>Bruce Bell
>Lubbock, Texas
________________________________________________________________________________
| From: | "Bill VonDane" <bill(at)vondane.com> |
Hey all...
In the next couple weeks I will be making a trip from Colorado Springs to
Oxnard Airport (OXR), by way of either Page, AZ or Sedona, AZ, and am
looking for a place to stay for a few days while I am in CA... I don't need
much, just a bed will do me just fine.....if anyone has any spare room in
the area please drop me a line...
Thanks in advance!!
-Bill VonDane
RV-8A ~ www.rv8a.com
bill(at)vondane.com
________________________________________________________________________________
| From: | Ron Lee <ronlee(at)pcisys.net> |
| Subject: | Re: TBM Accident |
>The bottom line is that our emotional response to tragic events in aviation
>is to cast a cause out there in the hopes of future prevention. This is one
>of those cases where the accident chain wasn't broken and so it occured. But
>any of the proposed fixes just make room for alternative chains without
>really reducing the overall risk much.
The fact that a warbird ran over an RV and killed someone sounds like
a broken accident chain to me. As far as "getting over it" I can think of
two families who probably won't be able to easily.
Ron Lee
>
________________________________________________________________________________
| Subject: | Re: Oshkosh accident - Caution, on my Soapboxt |
| From: | marknlisa(at)hometel.com |
>From another lister:
> Obviously, the large tail dragger pilot also has full responsibility
> to taxi safely, but the "system" should make every effort to put him
> in a situation where that is possible. If the taxi way is too narrow
> to allow S-turns, then the only way a large tail dragger can taxi
> safely is with some outside assistance.
This argument, on its face, makes perfect sense - especially in light of
the possibility of "saving lives." Again I urge caution, I believe this to
be the first step down a slippery slope, at the bottom of which you'll
find Pandora's Box. I, for one, do not wish the system to do my job for
me, because the system rarely makes an effort to do anything, other
than to tell me what I cant do. Do you see the "system' making the
taxiways wider in response to this accident?
Making a mandatory rule (for that can be the system's only response) to
deal specifically with this situation may very well prevent its
reoccurrence, but at what cost? We are all (those certificated at least)
qualified pilots, qualified to operate an aircraft from chocks out to
chocks in. We already have a plethora of rules whose boundaries we are
obliged to remain within - do we really want more?
The counter-argument is, "It's only one rule, and it just might save
someone's life." Those making this counter-argument seek to trump all
future arguments by making potential opponents seem callous and uncaring
about human life.
One of flyings biggest draws is a marvelous sense of freedom. Part of
that sense of freedom comes from feeling the pride of accomplishment. It's
knowing we are engaging in a risky endeavor, risks we overcome through the
effective application of skills learned in training. Our training allows
us to bend an unruly aero-machine to our will. How long until "...just one
rule..." becomes too many rules? In Mexico one can't fly his or her
aircraft VFR at night. The Government thinks it's too risky...
We could save a tremendous number of lives in this country by making a
national 55 mph speed limit, and enforcing it with a speed governor on
every automobile. I don't know the specific ratios (I'm sure the hobby
physicists among us will correct me), but reducing the speed of an impact
by a factor of 1 reduces the force of that impact by a factor of 4 (Energy
= Mass times Velocity squared, I hate math...) The point is we don't have
a national speed limit; a deadly impact is a risk we are all willing to
accept - along with the freedom to drive faster.
As has been pointed out by another poster, this is the one and only time
an accident such as this has occurred at OSH in its long and storied
history. After this one, assuming *NO RULES* are added, how long do you
think it will be before another? How many of us will blithely sit on a
busy taxiway without knowing who or what is taxiing behind us? How about a
simple radio call, "Avenger taxiing south on Bravo, do you see the RV in
front of you?"
> You seem to be saying that one fatality in 36 years is an acceptable
> loss rate, so no changes are needed. What loss rate would it take
> before you would conclude that changes were warranted?
Another question designed to intimidate the opponent by making him or her
appear to be unconcerned about the loss of life - and is also very close
to a personal attack. Let me be clear, NO FATALITIES ARE ACCEPTABLE! The
question isnt whether fatalities are acceptable; the question is what
reaction to this accident is appropriate. Its not unusual to feel the
need to do something in the face of a tragic accident, but we must
approach the situation carefully so that whatever we do (or dont do) is
appropriate!
> The Avenger pilot was put in a very difficult situation. Once he
> was marshalled onto a narrow taxi way with no wing walkers, he had
> two choices: press on and hope for the best, or shut down and
> become a road block.
This argument is a little specious. Assuming the Avenger pilot even
considered the dangers of taxiing on a narrow taxiway in a row of mixed
traffic, he had an infinite number of options. If he was feeling
uncomfortable with the situation he may very well have chosen to continue
due to percieved pressure to do so - this, of course, is mere speculation.
We could also speculate that the perceived pressure to taxi and avoid
becoming a "road block" would surely have paled in comparison to the
eventual outcome, if only he had the gift of clairvoyance.
So what is the final outcome? What if there are no wing walkers available,
do we prohibit taxiing without them? Can we make enough rules so as to
rule out the possibility of one of making mistakes? I submit that the
umbrella of rules under which we currently operate is quite broad, but not
so broad as to prevent any number of tragic accidents from happening on a
daily basis. How many more would do the trick?
No, the reality is the Avenger's pilot operated within the rules, and
still made mistakes - mistakes that proved fatal for the victim in this
case. We can argue what he, the RV pilot, the EAA and/or the FAA should or
shouldn't have done until the cows come home, and it won't change the fact
that this accident was a freakish tragedy exactly *BECAUSE* it was so
unexpected, unlikely, unusual and uncommon.
Everyone involved in our avocation knows (or should know) the risks. Every
time we "slip the surly bonds" we are risking our life, the lives of our
passengers and assorted potential victims on the ground. We've all heard
the clich, "The only way to conduct a flight in complete safety is to not
conduct it at all," or something close to it.
It may be clich, but there is a small seed of truth there if one cares to
look for it. You have to look beyond the irony, beyond the sarcasm and
think! You'll find one of the immutable truths upon which our system of
liberty and freedom is founded - the very system that allows us the
freedom of personal flight. That truth, simply stated, tells us that we
are responsible and accountable for our actions. To abdicate that
responsibility is to abdicate our freedom. My fear is that the little seed
of truth found in the clich, a truth which can grow to understanding and
enlightenment, will wither and die if shielded from the sunlight of
freedom by the umbrella of rules.
IMHO, the *BEST* way to prevent this tragedy's reenactment is through
education, not legislation. In that regard, lets keep the ideas coming
for what we as pilots, not as regulators, can do.
Mark Sletten
Legacy FG N828LM
www.legacyfgbuilder.com
________________________________________________________________________________
| From: | SCOTT SPENCER <aerokinetic(at)sbcglobal.net> |
I would think you can't take the doors doors off your 172 without an STC to do
so.... at least that's the way it is for the Cessna 140. There is an STC (a friend
of mine has it) that allows ONE door to be off of a 140. It's a paperwork-only
sort of STC -but the fact that only one door is allowed off at a time kinda'
leads one to believe that the plane won't fly very well with both off. My
buddy says that his 140 is very windy and doggy on the performance with a door
off -and the interior trim tries very hard to leave the plane...
Scott
N4ZW
CFII A&P ATP
________________________________________________________________________________
| From: | Richard Seiders <seiders(at)bellsouth.net> |
| Subject: | Flap actuator to rod end - locking |
The safety wire is new since my 6A.. Rod end loosened one time about 300
hrs ago. I put some loctite on it and no problem since.
DICK
At 11:53 AM 8/8/2006, you wrote:
>
>
> They show how to drill and safety wire the lock nut in the
>drawings. I did not do it and mine came loose so I would sure recommend
>doing it. I did not pay attention to how it worked but when the motor
>runs it puts a small amount of torque on the shaft that can eventually
>cause the nut to loosen up. It took mine 225 hours to come loose.
>
>
>-----Original Message-----
>From: owner-rv-list-server(at)matronics.com
>[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Doug Gray
>Sent: Tuesday, August 08, 2006 6:30 AM
>To: rv-list
>Subject: RV-List: Flap actuator to rod end - locking
>
>
>I have converted my manual flap kit to electric.
>What are the best options to lock the rod end bearing to prevent it
>spinning out of the actuator when the jam nut works loose.
>Doug Gray
>RV-6 finishing kit
>
>
________________________________________________________________________________
| From: | "Ed Holyoke" <bicyclop(at)pacbell.net> |
Wheeler,
I'm with you about new rules and policies in general. However, if a
procedural change can be made to address the cause, it might not be an
entirely bad thing.
The real problem was that the TBM pilot didn't know what airplane he was
following. He thought he was following the Tundra and hung back far
enough to see it, but was not even aware that there was an RV behind the
Tundra. When the Tundra pulled off, he thought he was clear ahead and
tried to move up and take station on whatever airplane was ahead of the
Tundra. He stated that he had 100 yards of clear pavement ahead. He
never once saw the RV.
The RV pilot said he didn't know the guy was behind him. He said that he
was directed to enter the taxiway by aircraft marshallers. That means
that either he pulled into the gap in front of the TBM while he was
already following the Tundra or the TBM pulled out behind him after he
taxied past. Either way, the Avenger driver never saw the RV. The
Lancair pilot behind the TBM (who chose not to pull out in front of the
big airplane even though aircraft marshallers were gesturing to him to
do so) said that he didn't see the TBM S-turning before he hit the RV.
I'm supposing here that he didn't feel that S-turns were necessary
because he could see the airplane he thought he was following - the
Tundra.
Maybe the accident chain would have been broken if the marshaller who
(possibly) directed the RV onto the taxiway ahead of the TBM had made a
point to inform the larger plane of who was in front of him as he
passed. Yeah, I know, he would have to run in behind the guy's wing and
it wouldn't be easy to make himself heard. Or maybe a handheld radio
could have been used to inform the taildragger pilot. If the TBM was
sequenced onto the taxi way after the RV, maybe that marshaller should
have informed him of who he was going to be following. It may be that
marshallers shouldn't be directing small airplanes into the queue ahead
of aircraft with bad forward visibility. If you can't see ahead and you
leave space so you can see who you're following, having that space fill
up like the freeway at rush hour makes it more likely that something
like this will happen again.
When we approach these large airshows for landing, we are identified by
type and color and told to follow an aircraft by type and color. Maybe
something like this should be done on the taxiway at least for aircraft
with limited visibility. We are already told to monitor a ground
frequency so theoretically everybody should be listening. It could go
something like this: "Avenger on taxiway P1 wiggle your ailerons, Roger
you are following a white RV who is behind a green and white Tundra".
Once he was thus sequenced, care would have to be taken not to run in
anybody else in front of him and it would still be incumbent on him to
occasionally verify that no new airplanes had snuck in on him. A radio
call might need to be made at several points along the taxiway.
Pax,
Ed Holyoke
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Wheeler North
Sent: Tuesday, August 08, 2006 11:14 AM
Subject: RV-List: TBM Accident
Well,
I would personally like to thank Jeff for his comments. As one who works
under Mike, aka Susie Q, this accident was one of those rare things that
was
just that, an accident.
Go ahead write a boat load of rules and changes and policies and you
will
still have a few accidents. Which by the way this year was the first
time in
a few that we've had fatalities on field, which I think is a good record
given what we do.
I hate to be callous but get over it, the war birds are here to stay and
we
want them. They cause the public gate to at least triple from what it
would
be were they not here. That income is needed for this event to happen.
Make bigger taxi ways, it won't do squat. In a 1000' it's entirely
possible
(as in I've seen it many times) for both planes to be in wiggle phase
and
not be able to see each other if they are close. And who is going to
make
bigger taxiways at every airport the TBM lands at?
Go ahead put wing walkers out there, that way the TBM will have more
targets
to run over and kill.
RE control towers, guess what the only legal obligation of a control
tower
for vfr traffic is to provide sequencing. Get over it, that's been
tested in
court many times. They are not obligated nor able to provide separation
services in any vfr environment, particualrly on the gorund at Oshkosh.
And the TBM is taking a risk when it taxi's but that risk is no
different
then the same risk you take when you taxi. I've seen little kids run out
in
front of various aircraft, fortunately none I've seen were hurt. But by
some
of this logic put forth we should outlaw kids and any airplane that
might
run them over. Yes we have rules to help reduce those risks, but that
said
all they do is reduce the risk, they never prevent entirely.
The two airplanes did not, and apparently could not see each other, that
is
the cause of most aircraft collisions and to date no rule has ever fixed
that. I'm pretty certain no new rules will help things any.
If you are little and worried get a rearview mirror.
Or better yet give up flying, stop driving, avoid earthquake and volcano
country and don't eat at McDonald's any more.
The bottom line is that our emotional response to tragic events in
aviation
is to cast a cause out there in the hopes of future prevention. This is
one
of those cases where the accident chain wasn't broken and so it occured.
But
any of the proposed fixes just make room for alternative chains without
really reducing the overall risk much.
You want to talk about safety, let's talk about the fact that an hour
before
this happended the controllers were launching aircraft into 35 kt
tailwind
takeoffs with rain in an effort to oblige the many who wanted to depart
pre-hurricane. They finally got it and closed the airport. But that
closure
put even more pressure on the limited time slot for departures
pre-airshow
after the WX system passed. So guess what, it's partly God's fault,
therefore I would suggest we write a rule forbidding God from having
short
term hurricanes at Oshkosh.
And while we're at it the simplest fix would be to not allow RV's to
come to
Oshkosh as that will eliminate about 2/3 of the overall traffic which
will
greatly reduce the number of accidents.
In fact there's some good data to support this fix as RV's (and
Bonanzas)
tend to be involved in many of the incidents that happen at Oshkosh.
So, yes I feel horrible about this, as I do about the Europa, and the
Cub,
and the few others who perished coming to or from Oshkosh. And I feel
bad
about those who perished just flying that week as I do about the
estimated
98000 people who die each year from boo boos that happen in US
hospitals.
That's almost twice the number of people who die in auto accidents and
I'll
bet most of you didn't even know that statistic.
Get a life, be happy that you are alive, go fly your airplane and
celebrate
those who can longer join us for that ride.
W
________________________________________________________________________________
| From: | "RV6 Flyer" <rv6_flyer(at)hotmail.com> |
| Subject: | Re: Oshkosh accident - Caution, on my Soapboxt |
The taxiway is wide enough for a flight of 15 RVs to taxi staggard (side by
side). How wide are we to make it?
Everything we do in VFR flying is SEE and AVOID. Take all the space you
need behind other aircraft so that you can taxi without hitting someone. DO
NOT let others tell you to get closer than you want.
I purchased my REAR VIEW Mirror from Pep Boys over 4 years ago.
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell,
1,932 + Flying Hours So. CA, USA
http://SoCAL_WVAF.rvproject.com
----Original Message Follows----
>From another lister:
> Obviously, the large tail dragger pilot also has full responsibility
> to taxi safely, but the "system" should make every effort to put him
> in a situation where that is possible. If the taxi way is too narrow
> to allow S-turns, then the only way a large tail dragger can taxi
> safely is with some outside assistance.
This argument, on its face, makes perfect sense - especially in light of
the possibility of "saving lives." Again I urge caution, I believe this to
be the first step down a slippery slope, at the bottom of which you'll
find Pandora's Box. I, for one, do not wish the system to do my job for
me, because the system rarely makes an effort to do anything, other
than to tell me what I cant do. Do you see the "system' making the
taxiways wider in response to this accident?
________________________________________________________________________________
| From: | "Albert Gardner" <ibspud(at)adelphia.net> |
| Subject: | Flap actuator to rod end - locking |
The safety wire solution is not the only way to solve this problem but it is
fairly simple to do. When my rod end came loose, I was on final. Going from
half to full flaps, there was a bang, and all at once I had no flaps. Bit of
a surprise.
Albert Gardner
RV-9A N872RV
Yuma, AZ
________________________________________________________________________________
| From: | FLYaDIVE(at)aol.com |
| Subject: | Re: GPS & Autopilot Setup |
In a message dated 8/8/06 11:49:31 AM Eastern Daylight Time, sbuc(at)hiwaay.net
writes:
> the versions of AWM that I tried with the Trio did not provide
> the standard NMEA protocol that the EZ-Pilot requires. I understand
> there was considerable effort on the part of Trio to convince Control
> Vision to standardize the NMEA output of AWM but it seems that may not
> have happened.
>
> Sam Buchanan
> http://thervjournal.com
=========================
Sam:
What type of output does AWM use? The three I a familiar with are:
RS-232
IEEE
and the
NEMA versions. There are a few versions of NEMA.
The next question is what input does the Trio require?
Barry
"Chop'd Liver"
"Show them the first time, correct them the second time, kick them the third
time."
Yamashiada
________________________________________________________________________________
| From: | "Albert Gardner" <ibspud(at)adelphia.net> |
| Subject: | GPS & Autopilot Setup |
Well, the plot thickens. Talking to AWM leads me to believe that they think
they are putting out the "right stuff." Trio thinks they will work if the
"right stuff" comes in. I'm taking the whole shebang over to El Cajon (Trio
Avionics) tomorrow to see if they can find a problem. Trio is great to work
with so I am very optimistic.
Albert Gardner
Yuma, AZ
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of FLYaDIVE(at)aol.com
Sent: Tuesday, August 08, 2006 5:57 PM
Subject: Re: RV-List: GPS & Autopilot Setup
In a message dated 8/8/06 11:49:31 AM Eastern Daylight Time, sbuc(at)hiwaay.net
writes:
> the versions of AWM that I tried with the Trio did not provide
> the standard NMEA protocol that the EZ-Pilot requires. I understand
> there was considerable effort on the part of Trio to convince Control
> Vision to standardize the NMEA output of AWM but it seems that may not
> have happened.
> Sam Buchanan
> http://thervjournal.com
________________________________________________________________________________
| From: | Sam Buchanan <sbuc(at)hiwaay.net> |
| Subject: | Re: GPS & Autopilot Setup |
FLYaDIVE(at)aol.com wrote:
>
> In a message dated 8/8/06 11:49:31 AM Eastern Daylight Time, sbuc(at)hiwaay.net
> writes:
>
>> the versions of AWM that I tried with the Trio did not provide
>> the standard NMEA protocol that the EZ-Pilot requires. I understand
>> there was considerable effort on the part of Trio to convince Control
>> Vision to standardize the NMEA output of AWM but it seems that may not
>> have happened.
>>
>> Sam Buchanan
>> http://thervjournal.com
> =========================
> Sam:
>
> What type of output does AWM use? The three I a familiar with are:
> RS-232
> IEEE
> and the
> NEMA versions. There are a few versions of NEMA.
> The next question is what input does the Trio require?
>
> Barry
> "Chop'd Liver"
Barry, you must have missed the update I sent out shortly after posting
the above message. Trio informed me that they have had success getting
the latest version of AWM to drive the EZ-Pilot. I suggest you contact
Trio if you need more specific info on their system.
Both AWM and the EZ-Pilot use NMEA data. I have had success driving the
EZ-Pilot with a Lowrance Airmap 100 and Airmap 1000. Fellow RVers in the
area also get excellent results with Garmin units. Apparently earlier
versions of AWM did not send all the sentences of the NMEA data or the
sentences were in non-standard form. Since the guys at Trio are very
particular about assuring their unit is flying only on good data, the
EZ-Pilot filters would reject non-standard data protocol.
Sam Buchanan
________________________________________________________________________________
| From: | gert <gert.v(at)sbcglobal.net> |
| Subject: | Re: Oshkosh accident - Caution, on my Soapboxt |
But let's not forget we (the volunteers) WERE there. anytime the avenger
pilot felt unsafe, he could have stopped and waved any of the volunteers
along Papa and stated his problem and his request.
it would not be the first pilot and will not be the last pilot asking
for help. I myself have helped warbird pilots, as well as others, along
Papa who needed space, direction, urge to do a run-up then and there,
etc. All u have to do is ask and we will do our best to secure the area
for u.
And papa seems to get smaller and smaller as this thread moves along,
the main gear of a super conny fits on it, so did the B24 and the B17 as
well as the lancaster gear without running off in the grass on either
side, just to put width in perspective. The avenger is not that wide
compared to the above planes. Yes i know, they don't have to S-turn,
just pointing out other warbird tail draggers can and do on papa taxiway.
RV6 Flyer wrote:
>
>
> The taxiway is wide enough for a flight of 15 RVs to taxi staggard
> (side by side). How wide are we to make it?
>
> Everything we do in VFR flying is SEE and AVOID. Take all the space
> you need behind other aircraft so that you can taxi without hitting
> someone. DO NOT let others tell you to get closer than you want.
>
> I purchased my REAR VIEW Mirror from Pep Boys over 4 years ago.
>
>
> Gary A. Sobek
> "My Sanity" RV-6 N157GS O-320 Hartzell,
> 1,932 + Flying Hours So. CA, USA
> http://SoCAL_WVAF.rvproject.com
>
>
> ----Original Message Follows----
>
> >From another lister:
>
> > Obviously, the large tail dragger pilot also has full responsibility
> > to taxi safely, but the "system" should make every effort to put him
> > in a situation where that is possible. If the taxi way is too narrow
> > to allow S-turns, then the only way a large tail dragger can taxi
> > safely is with some outside assistance.
>
> This argument, on its face, makes perfect sense - especially in light of
> the possibility of "saving lives." Again I urge caution, I believe
> this to
> be the first step down a slippery slope, at the bottom of which you'll
> find Pandora's Box. I, for one, do not wish the system to do my job for
> me, because the system rarely makes an effort to do anything, other
> than to tell me what I cant do. Do you see the "system' making the
> taxiways wider in response to this accident?
>
>
--
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________________________________________________________________________________
| Subject: | WTB: RV7A Wing kit & Fuse or QB |
| From: | "Dave Johnson" <rv(at)discursion.com> |
I'm ready to get rolling on the wings for my 7A. If anyone is thinking about shifting
gears and getting out, let's talk. I will consider a QB kit too, but am
trying to keep costs low for the airframe and I love the build process anyway.
E-mail me if you want to give your kit a good home. Looking for tip-up, if possible.
rv(at)discursion.com
Dave
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=53579#53579
________________________________________________________________________________
| Subject: | Re: Oshkosh accident - Caution, on my Soapboxt |
| From: | "Chuck Jensen" <cjensen(at)dts9000.com> |
I suggest the responsibility lies with the Avenger's PIC, the fault is
shared by many parties.
Chuck Jensen
________________________________________________________________________________
| Subject: | Re: Oshkosh accident - Caution, on my Soapboxt |
| From: | "low pass" <rv_8pilot(at)hotmail.com> |
cjensen(at)dts9000.com wrote:
> I suggest the responsibility lies with the Avenger's PIC, the fault is
> shared by many parties.
>
> Chuck Jensen
Respectfully, IMO, you're half right. The responsibility lies with the PIC (of
the TBM) - period. The fault is not a consideration. All PIC's operating aircraft
chose to come to Oshkosh and accepted the finite amount of risk. True,
no death is acceptable, but there is in fact a certain number of accidents/incidents/collisions,
etc. that are either acceptable or unacceptable. Apparently,
one or two each year are acceptable. The show continues - for now. Doesn't
make the losses good or something we should not try very hard to prevent (e.g.,
this discussion). But to say no accidents will occur or none should be expected
in the plan is just not realistic. The goal should be to *minimize* risks.
Last comment with my turn, PLEASE don't advocate any more rules. After 20 yrs
of flying, I actually gain more respect for those rules (OSH and system wide)
the more I use them. If pilots would just do their #1 job of SEE AND AVOID, these
human error risks would be pushed to near zero.
I'll step away from the horse. Flame away.
Bryan
--------
Bryan -8
Houston
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=53619#53619
________________________________________________________________________________
| From: | "glen matejcek" <aerobubba(at)earthlink.net> |
| Subject: | RE: Oshkosh accident - Caution, on my Soapbox |
Hi Rob-
>On 5:44:47 2006-08-08 "glen matejcek" wrote:
>> My other observation regards the comment "However, it was a freak
>> accident..." Perhaps this was a first for OSH, but it's not really an
>> isolated event.
>
>Not at all. The event I related from Reno a few years back is another (Sea
>Fury meeting Lancair), but didn't a warbird overrun another warbird on
>takeoff a few years back at Oshkosh? I seem to recall one radial-engined
>warbird overrunning another after a miscommunication of takeoff procedure
>during a formation flight.
>
>But that being said, why are we discussing this on the RV-List?
>
>-Rob
Well, for a couple of reasons. We lost a brother. That is of concern and
interest to us. We don't want this to happen again.
As to my post in particular, I was trying to not put too fine a point on it
and was perhaps a bit too successful. A lot of the previous commentary on
this list seemed to imply that, just as in the case you cited, the problem
is one of a large aircraft following a smaller one, and as such is perhaps
not a problem we need to concern ourselves with too much in our daily ops.
That is not the case. Size differential exacerbates the situation, but it
is not the cause. A lack of situational awareness (SA) is the cause. Had
the TBM known the RV was there, he would have stopped short. Had the RV
known the TBM was about to run him over, he'd have goosed it and run off
into the grass or some such. The biggest killer of GA pilots is continued
VFR into IMC. Same problem, lack of SA.
This leads directly to the next issue: rules. You can't regulate SA. All
you can do is pre-assess blame. Case in point: Barring other input from
ATC, after landing at a tower controlled airport, you are to clear the
runway ASAP but remain clear of the parallel taxiway. Unfortunately, the
taxiway is generally too close to the runway for an air carrier aircraft to
turn off and be clear of both the taxiway and the runway. The end result
is that if there is a conflict, the bureaucracy is protected and the PIC is
to blame. Do we really need more of that?
The better we are at policing ourselves, the less the feds will be inclined
to do so. And that is precisely what comes of these exchanges on our list.
glen matejcek
aerobubba(at)earthlink.net
________________________________________________________________________________
| From: | FLYaDIVE(at)aol.com |
| Subject: | Re: Leaning on ground? |
In a message dated 8/5/06 1:31:57 PM Eastern Daylight Time,
shempdowling2(at)earthlink.net writes:
> So whats a good technique for leaning on the ground.
>
> Shemp/Jeff Dowling
> RV-6A, N915JD
> 295 hours
> Chicago/Louisville
==============================
Shemp:
That depends on what instrumentation is in the plane. Simple answer, lean to
stumble and then RICH'N three clicks, or three turns or three-sixteenths of
an inch. All you are looking for is a leaner mixture to prevent the lead from
forming. Hell, we're EAA ... EXPERIMENT!
Barry
"Chop'd Liver"
"Show them the first time, correct them the second time, kick them the third
time."
Yamashiada
________________________________________________________________________________
| From: | "Matthew Brandes" <matthew(at)n523rv.com> |
| Subject: | Vertical Card Compass in RV Panel |
I'm curious to hear from anyone who has installed a vertical card compass in
an RV panel. My understanding is that they need to be mounted in a vertical
panel +/- 4 degress of tilt. I got a response from a vendor who said
"people are doing it" but that doesn't meet it works or works right. Anyone
out there have a VC Compass mounted in the panel and noticed any issues??
Matthew
N523RV :: RV-9A :: 109.3 hours
http://www.n523rv.com
________________________________________________________________________________
| From: | HCRV6(at)comcast.net |
| Subject: | Re: Vertical Card Compass in RV Panel |
Mine is mounted on the windshield brace tube (slider) and works fine. If you have
a tip up this won't be applicable to your situation.
--
Harry Crosby
RV-6 N16CX, 250hours
-------------- Original message ----------------------
From: "Matthew Brandes" <matthew(at)n523rv.com>
> I'm curious to hear from anyone who has installed a vertical card compass in
> an RV panel. My understanding is that they need to be mounted in a vertical
> panel +/- 4 degress of tilt. I got a response from a vendor who said
> "people are doing it" but that doesn't meet it works or works right. Anyone
> out there have a VC Compass mounted in the panel and noticed any issues??
>
> Matthew
> N523RV :: RV-9A :: 109.3 hours
> http://www.n523rv.com
>
>
>
From: "Matthew Brandes" <matthew(at)n523rv.com>
Subject: RV-List: Vertical Card Compass in RV Panel
Date: Wed, 9 Aug 2006 17:39:44 +0000
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I'm
curious to hear
from anyone who has installed a vertical card compass in an RV
panel. My
understanding is that they need to be mounted in a vertical panel +/- 4
degress
of tilt. I got a response from a vendor who said "people are doing
it" but
that doesn't meet it works or works right. Anyone out there have a
VC
Compass mounted in the panel and noticed any
issues??
Matthew
N523RV
::
RV-9A :: 109.3 hours
http://www.n523rv.com
--NextPart_Webmail_9m3u9jl4l_10402_1155146709_1--
________________________________________________________________________________
| From: | HCRV6(at)comcast.net |
| Subject: | Re: Leaning on ground? |
I've been leaning on the ground to where if I advance the throttle past about 1200
RPM the engine quits. Seems to work since I have no problem with lead fouling.
It's also pretty hard to take off if I forget to richen for T.O. (only
once, I swear).
--
Harry Crosby
RV-6 N16CX, 250hours
-------------- Original message ----------------------
From: FLYaDIVE(at)aol.com
>
> In a message dated 8/5/06 1:31:57 PM Eastern Daylight Time,
> shempdowling2(at)earthlink.net writes:
>
> > So whats a good technique for leaning on the ground.
> >
> > Shemp/Jeff Dowling
> > RV-6A, N915JD
> > 295 hours
> > Chicago/Louisville
> ==============================
> Shemp:
>
> That depends on what instrumentation is in the plane. Simple answer, lean to
> stumble and then RICH'N three clicks, or three turns or three-sixteenths of
> an inch. All you are looking for is a leaner mixture to prevent the lead from
> forming. Hell, we're EAA ... EXPERIMENT!
>
> Barry
> "Chop'd Liver"
>
> "Show them the first time, correct them the second time, kick them the third
> time."
> Yamashiada
>
>
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Dale Ensing" <densing(at)carolina.rr.com> |
| Subject: | Re: Vertical Card Compass in RV Panel |
I tried mounting one in the panel in the lower center of a "6 pack" where a
DG is typically placed. In this location it was badly affected by the other
instruments or maybe it was the avionics. I now have a electronic compass
there with a remote sensor and that works great.
Dale Ensing
----- > -------------- Original message ----------------------
> From: "Matthew Brandes" <matthew(at)n523rv.com>
> > I'm curious to hear from anyone who has installed a vertical card
compass in
> > an RV panel. My understanding is that they need to be mounted in a
vertical
> > panel +/- 4 degress of tilt. I got a response from a vendor who said
> > "people are doing it" but that doesn't meet it works or works right.
Anyone
> > out there have a VC Compass mounted in the panel and noticed any
issues??
> >
> > Matthew
> > N523RV :: RV-9A :: 109.3 hours
> >
http://www.n523rv.com
> >
> >
> >
>
>
________________________________________________________________________________
| From: | "William Bergner" <bill(at)bergner.com> |
| Subject: | Re: Vertical Card Compass in RV Panel |
I mounted a vertical card compass on a bracket on the bottom edge of the panel
and it works adequately there. When I had it in the panel it was very poor.
Bill
RV6
> ----- Original Message -----
> From: "Dale Ensing" <densing(at)carolina.rr.com>
> To: rv-list(at)matronics.com
> Subject: Re: RV-List: Vertical Card Compass in RV Panel
> Date: Wed, 9 Aug 2006 15:11:01 -0400
>
>
>
> I tried mounting one in the panel in the lower center of a "6 pack" where a
> DG is typically placed. In this location it was badly affected by the other
> instruments or maybe it was the avionics. I now have a electronic compass
> there with a remote sensor and that works great.
> Dale Ensing
>
> ----- > -------------- Original message ----------------------
> > From: "Matthew Brandes" <matthew(at)n523rv.com>
> > > I'm curious to hear from anyone who has installed a vertical card
> compass in
> > > an RV panel. My understanding is that they need to be mounted in a
> vertical
> > > panel +/- 4 degress of tilt. I got a response from a vendor who said
> > > "people are doing it" but that doesn't meet it works or works right.
> Anyone
> > > out there have a VC Compass mounted in the panel and noticed any
> issues??
> > >
> > > Matthew
> > > N523RV :: RV-9A :: 109.3 hours
> > >
http://www.n523rv.com
> > >
> > >
> > >
> >
> >
> >
> >
>
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "gordon or marge" <gcomfo(at)tc3net.com> |
| Subject: | RE: Oshkosh accident - Caution, on my Soapbox |
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Larry Mac Donald
Sent: Wednesday, August 09, 2006 7:54 AM
Subject: Re: RV-List: RE: Oshkosh accident - Caution, on my Soapbox
Rob,
That accident was Frank Pardue either not hearing or not
listening to the controllers and starting his take off roll with two
warbirds on the runway in front of him. He hit one of them with
enough energy to do a flaming cartwheel over the one he hit.
As to your second question. We are trying to protect our RV's,
and our butts, by looking at the small system, our RV's taxiing,
and the big system, heavy taxi traffic at OSH, and trying to make
some sense of it all.
Larry Mac Donald
Larry: I believe it was Howard Pardue who was in the Bearcat that was hit.
He was one of a pair of F-8's that had taxied down the runway, pulled to the
sides (one on each side), turned toward the runway centerline and stopped,
awaiting further directions from the warbird airboss. Due to some mixup in
the signals, the two Corsairs started takeoff runs from the runway threshold
and did not see the motionless Bearcats until their tails were up. The
Corsair on the right(West side) was able to deviate the the right into the
grass and managed to avoid the Bearcat on the right albeit with considerable
crow hopping and grass flying. The Corsair on the left was unable to avoid
a collision with Pardue and was grievously injured in the horrific, firey
crash that followed. This was likely a communication error with all parties
doing as they believed they had been directed to do. The results were
devastating.
Gordon Comfort
N363GC
________________________________________________________________________________
| From: | "Ed Holyoke" <bicyclop(at)pacbell.net> |
| Subject: | Vertical Card Compass in RV Panel |
I put one on the glare shield in a tip-up and it's very good.
Pax,
Ed Holyoke
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of
HCRV6(at)comcast.net
Sent: Wednesday, August 09, 2006 11:05 AM
Subject: Re: RV-List: Vertical Card Compass in RV Panel
Mine is mounted on the windshield brace tube (slider) and works fine.
If you have a tip up this won't be applicable to your situation.
--
Harry Crosby
RV-6 N16CX, 250hours
-------------- Original message ----------------------
From: "Matthew Brandes" <matthew(at)n523rv.com>
> I'm curious to hear from anyone who has installed a vertical card
compass in
> an RV panel. My understanding is that they need to be mounted in a
vertical
> panel +/- 4 degress of tilt. I got a response from a vendor who said
> "people are doing it" but that doesn't meet it works or works right.
Anyone
> out there have a VC Compass mounted in the panel and noticed any
issues??
>
> Matthew
> N523RV :: RV-9A :: 109.3 hours
>
http://www.n523rv.com
>
>
>
________________________________________________________________________________
| From: | "Bill VonDane" <bill(at)vondane.com> |
What are you all using for plug with your LSE systems? They came with Denso
W24EMR-C plugs, but was wondering if anyone is using anything different...
Thanks...
-Bill VonDane
RV-8A ~ www.rv8a.com
________________________________________________________________________________
| From: | Wheeler North <wnorth(at)sdccd.edu> |
Ed,
not a bad idea, ie. using what is called a "ramp" frequency. This is done at
some airshows like NWEAA in Arlington. We have used this for many years up
there, but then we only digest about 2000-2500 airplanes.
But Papa taxiway, as well as a few others is not completely visable from the
tower at the south end, and there is so much going on that it would be next
to impossible to radio control on one frequency with one controller. So then
you would have the pilots changing frequencies as they move to each area?
Me thinks that would be a riskier distraction.
Given where the two planes were and where they most likely came from, the RV
probably taxied out in front of the TBM while it was already well
established on Papa. This could have happened while the TBM pilot was
looking out his left side and he never saw the RV come out.
The fact that the RV pilot didn't see the TBM when he pulled out is the only
mistake I can see that was made in this event. What I have not yet been
clearly led to understand is did the RV pilot pull onto Papa on his own or
was he really marshalled.
If he was marshalled then, at least when I run intersections, the aircraft
on the taxiway gets stopped or slowed by hand and eye contact and the new
aircraft is entered into the flow. It's very obvious to all, "if I have the
time to make it so," that a new plane has been put on the taxiway.
One problem arises because our parking rows come out close to the taxiway,
where someone on the end could just start up and pull out (AKA it happens a
lot). If that happens than the accident is ripe to happen.(They are not
supposed to do this without an escort)
The other problem is when an intesection gets over congested. If any
landings are happening you have to keep part of it clear so the runway
remains free of stopped aircraft. As well you may be putting airplanes into
line from several different taxiways, of which most won't be going to the
same locations once they pass you.
So, were I to investigate this I would be asking how the RV got onto Papa
without the TBM being aware of it.
Jeff, did anyone ever find out where the RV came from, or if he just pulled
onto the taxiway without a marshaller either at an intesection or from the
grass? This isn't to single out a marshaller but rather to identify if there
even was one and if so what led to them escorting the RV on in a way that
didn't leave the TBM aware of it. In those details there might be some
tweeks that would promote more safety.
But even then, there's a manpower issue in that when I am working Papa 3
intersection I have airplanes coming at me from any one of 6 different
directions all at the same time. Plus, the runway must stay clear because
not only are planes landing and not pulling into the grass but rather
lagging down to the taxiway and they are being shot across from the east
runway 36/18 by the FAA pink shirts.
So if I push three of those landers/crossers then spin in one coming north
in the ditch taxiway and then a few from either direction of Papa I'm
generally not going to be able to ensure who is aware of what. And I'm not
sure a radio would help that any, particularly given the fact that the
landing or crossing aircraft would not be on "ramp" frequency yet. And I'm
already on a non-acft band radio talking to the other intersections letting
them know if something odd coming their way needs their attention.
As well both Papa two and Papa one are even more confusing to work. As I
remember the accident occured between the two just north of Papa two.
I stand my ground that this accident was just that, an accident, freaky and
somewhat unavoidable when placed upon the scales against Lady Luck's evil
sister.
Finally I would like to comment about one comment made in regards to a
collsion between an airliner and a cherokee. Not sure if that was
referencing the PSA accident in San Diego which is why the TCAs(now class B)
were formed. It was actually a 727 that took a hard right turn to a short
approrach while being handed off from NAS Miramar Approach to San Diego
Lindbergh approach/tower. It ran into a Cessna(182 if I remember right) on
an IFR missed approach that, in the 727's turn had gone completely across
the 27's windows and none of the four pilots in that cockpit ever saw it.
(Two were hopping a ride home and were standing in the back gangway when it
impacted) In the end they never knew what really went wrong.
The rapid hand off from one agency to another is why the two airplanes were
being controlled by differing controllers while in the same airspace until
the last second which is what led to joining all complex airspaces into
common units called TCAs.
In this case the only real change was a big one, but that change probably
did significantly reduce risks for those airports, so it was a good thing.
The bottom line is we come to Oshkosh because of all the airplanes but
because of all the airplanes the potential for a trajedy increases. These
are juxtopposed forces that in this case won't be fixed by anything other
than more awareness and diligence.
And if you think that's bizarre, try explaining to me why during one airshow
we had a yellow cub going down our Papa ditch taxiway being chased by a guy
in a green toga carrying a bucket full of gravel.
Weird stuff happens at Oshkosh... fortunately most of it isn't quite so
tragic.
W
PS, I doubt EAA will be sued, they carry very good insurance for this event
and in most cases establishing fault is avoided because it just raises an
overall cost dramatically that will be borne by the insurance industry one
way or another anyways. JT may correct me if I'm wrong but lawsuits don't do
much for anybody's bottom line these days.
________________________________________________________________________________
| From: | "Dan Checkoway" <dan(at)rvproject.com> |
| Subject: | Re: LSE Plugs... |
NGK BR8ES (#5422). As far as I can tell, they're identical to the Denso
W24EMR-C. The NGKs are cheap and readily available just about anywhere.
They're about $1.70 each from Rock Auto
(
http://www.rvproject.com/pricewatch.html). There may be a cheaper source
on ebay if you buy in quantity.
Note that EMagAir recommends the same BR8ES plugs for use with P-Mags.
Fwiw, my IO-360-A1B6 / Lightspeed Plasma II has over 1000 hours on it with
this setup. These NGKs are workin' great, and I ain't changin' a thing...
I think they're actually snowmobile or personal watercraft plugs, but they
run great on an RV. ;-)
)_( Dan
RV-7 N714D (1028 hours)
http://www.rvproject.com
----- Original Message -----
From: "Bill VonDane" <bill(at)vondane.com>
Sent: Wednesday, August 09, 2006 6:44 PM
Subject: RV-List: LSE Plugs...
>
> What are you all using for plug with your LSE systems? They came with
> Denso
> W24EMR-C plugs, but was wondering if anyone is using anything different...
>
> Thanks...
> -Bill VonDane
> RV-8A ~ www.rv8a.com
>
>
>
________________________________________________________________________________
| From: | gert <gert.v(at)sbcglobal.net> |
The RV came out of RV land down Papa-1, taxiing east, then took a right
turn at the Northpoint intersection, (north end of 18-36 at the
warbird-trimotor crossroads), onto Papa, taxiing south to a center point
departure to the south, center point is the Tower road intersection with
Papa, the displaced 18 threshold.
When the RV took the right turn at Northpoint, the TBM was still in
warbird land. not a factor. That's why the rv pilot never knew the TBM
was behind him, The TBM simply was not there when he taxied by. So no
error on anybody's side here. The RV was escorted down Papa-1 as Papa-1
is narrow, fenced and partially open to public. At Northpoint, turning
onto Papa, the RV was flagged south. Papa is considerable wider and not
open to public, so the escort was terminated at Northpoint as is
customary. For those who were in RV land and/or homebuild camping and
seen Papa-1, we employ quite a few folks just to escort planes in and
out on just that short stretch of Papa-1.
likewise, when the TBM taxied past northpoint, the RV was far enough
ahead not to be an immediate taxi issue for the TBM. This was NOT a case
were the RV was on the side of Papa and was flagged or pulled right in
front of the TBM.
So now u know how the RV and the TBM came on Papa, without seeing each
other.
Wheeler North wrote:
>
> Ed,
>
> not a bad idea, ie. using what is called a "ramp" frequency. This is done at
> some airshows like NWEAA in Arlington. We have used this for many years up
> there, but then we only digest about 2000-2500 airplanes.
>
> But Papa taxiway, as well as a few others is not completely visable from the
> tower at the south end, and there is so much going on that it would be next
> to impossible to radio control on one frequency with one controller. So then
> you would have the pilots changing frequencies as they move to each area?
>
> Me thinks that would be a riskier distraction.
>
> Given where the two planes were and where they most likely came from, the RV
> probably taxied out in front of the TBM while it was already well
> established on Papa. This could have happened while the TBM pilot was
> looking out his left side and he never saw the RV come out.
>
> The fact that the RV pilot didn't see the TBM when he pulled out is the only
> mistake I can see that was made in this event. What I have not yet been
> clearly led to understand is did the RV pilot pull onto Papa on his own or
> was he really marshalled.
>
> If he was marshalled then, at least when I run intersections, the aircraft
> on the taxiway gets stopped or slowed by hand and eye contact and the new
> aircraft is entered into the flow. It's very obvious to all, "if I have the
> time to make it so," that a new plane has been put on the taxiway.
>
> One problem arises because our parking rows come out close to the taxiway,
> where someone on the end could just start up and pull out (AKA it happens a
> lot). If that happens than the accident is ripe to happen.(They are not
> supposed to do this without an escort)
>
> The other problem is when an intesection gets over congested. If any
> landings are happening you have to keep part of it clear so the runway
> remains free of stopped aircraft. As well you may be putting airplanes into
> line from several different taxiways, of which most won't be going to the
> same locations once they pass you.
>
> So, were I to investigate this I would be asking how the RV got onto Papa
> without the TBM being aware of it.
>
> Jeff, did anyone ever find out where the RV came from, or if he just pulled
> onto the taxiway without a marshaller either at an intesection or from the
> grass? This isn't to single out a marshaller but rather to identify if there
> even was one and if so what led to them escorting the RV on in a way that
> didn't leave the TBM aware of it. In those details there might be some
> tweeks that would promote more safety.
>
> But even then, there's a manpower issue in that when I am working Papa 3
> intersection I have airplanes coming at me from any one of 6 different
> directions all at the same time. Plus, the runway must stay clear because
> not only are planes landing and not pulling into the grass but rather
> lagging down to the taxiway and they are being shot across from the east
> runway 36/18 by the FAA pink shirts.
>
> So if I push three of those landers/crossers then spin in one coming north
> in the ditch taxiway and then a few from either direction of Papa I'm
> generally not going to be able to ensure who is aware of what. And I'm not
> sure a radio would help that any, particularly given the fact that the
> landing or crossing aircraft would not be on "ramp" frequency yet. And I'm
> already on a non-acft band radio talking to the other intersections letting
> them know if something odd coming their way needs their attention.
>
> As well both Papa two and Papa one are even more confusing to work. As I
> remember the accident occured between the two just north of Papa two.
>
> I stand my ground that this accident was just that, an accident, freaky and
> somewhat unavoidable when placed upon the scales against Lady Luck's evil
> sister.
>
> Finally I would like to comment about one comment made in regards to a
> collsion between an airliner and a cherokee. Not sure if that was
> referencing the PSA accident in San Diego which is why the TCAs(now class B)
> were formed. It was actually a 727 that took a hard right turn to a short
> approrach while being handed off from NAS Miramar Approach to San Diego
> Lindbergh approach/tower. It ran into a Cessna(182 if I remember right) on
> an IFR missed approach that, in the 727's turn had gone completely across
> the 27's windows and none of the four pilots in that cockpit ever saw it.
> (Two were hopping a ride home and were standing in the back gangway when it
> impacted) In the end they never knew what really went wrong.
>
> The rapid hand off from one agency to another is why the two airplanes were
> being controlled by differing controllers while in the same airspace until
> the last second which is what led to joining all complex airspaces into
> common units called TCAs.
>
> In this case the only real change was a big one, but that change probably
> did significantly reduce risks for those airports, so it was a good thing.
>
> The bottom line is we come to Oshkosh because of all the airplanes but
> because of all the airplanes the potential for a trajedy increases. These
> are juxtopposed forces that in this case won't be fixed by anything other
> than more awareness and diligence.
>
> And if you think that's bizarre, try explaining to me why during one airshow
> we had a yellow cub going down our Papa ditch taxiway being chased by a guy
> in a green toga carrying a bucket full of gravel.
>
> Weird stuff happens at Oshkosh... fortunately most of it isn't quite so
> tragic.
>
> W
>
> PS, I doubt EAA will be sued, they carry very good insurance for this event
> and in most cases establishing fault is avoided because it just raises an
> overall cost dramatically that will be borne by the insurance industry one
> way or another anyways. JT may correct me if I'm wrong but lawsuits don't do
> much for anybody's bottom line these days.
>
>
>
>
>
>
>
>
--
-------------------------------------------------------------------
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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.
--------------------------------------------------------------------
________________________________________________________________________________
| Subject: | Re: LSE Plugs... |
| From: | Gerry Filby <gerf(at)gerf.com> |
:-))) BR8ES plugs were the plugs of choice for the Yamaha TY50
.. all 49 CCs of it ...
http://www.gerf.com/images/ty50.jpg
Can't believe you're suggesting put them in a 360 cubic inch
Lycoming, whatever next ... ;-)
(Yes 1973 ... a slightly younger design than a Lycoming ...)
g
>
>
> NGK BR8ES (#5422). As far as I can tell, they're identical to
> the Denso
> W24EMR-C. The NGKs are cheap and readily available just about
> anywhere.
> They're about $1.70 each from Rock Auto
> (
http://www.rvproject.com/pricewatch.html). There may be a
> cheaper source
> on ebay if you buy in quantity.
>
> Note that EMagAir recommends the same BR8ES plugs for use with P-Mags.
>
> Fwiw, my IO-360-A1B6 / Lightspeed Plasma II has over 1000 hours
> on it with
> this setup. These NGKs are workin' great, and I ain't changin'
> a thing...
> I think they're actually snowmobile or personal watercraft
> plugs, but they
> run great on an RV. ;-)
>
> )_( Dan
> RV-7 N714D (1028 hours)
>
http://www.rvproject.com
>
> ----- Original Message -----
> From: "Bill VonDane" <bill(at)vondane.com>
> To:
> Sent: Wednesday, August 09, 2006 6:44 PM
> Subject: RV-List: LSE Plugs...
>
>
> >
> > What are you all using for plug with your LSE systems? They came with
> > Denso
> > W24EMR-C plugs, but was wondering if anyone is using anything different...
> >
> > Thanks...
> > -Bill VonDane
> > RV-8A ~ www.rv8a.com
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
>
>
>
>
>
>
>
>
>
>
>
>
--
__g__
==========================================================
Gerry Filby gerf(at)gerf.com
Tel: 415 203 9177
----------------------------------------------------------
________________________________________________________________________________
| From: | Ron Lee <ronlee(at)pcisys.net> |
| Subject: | Re: LSE Plugs... |
>:-))) BR8ES plugs were the plugs of choice for the Yamaha TY50
>.. all 49 CCs of it ...
>
>http://www.gerf.com/images/ty50.jpg
>
>Can't believe you're suggesting put them in a 360 cubic inch
>Lycoming, whatever next ... ;-)
>
I believe that is what I have been using for hundreds of hours in my O-360
with LSE.
Ron Lee
________________________________________________________________________________
| From: | Fiveonepw(at)aol.com |
| Subject: | Re: Vertical Card Compass in RV Panel |
In a message dated 08/09/2006 12:36:36 PM Central Daylight Time,
matthew(at)n523rv.com writes:
I'm curious to hear from anyone who has installed a vertical card compass in
an RV panel.
>>>>
Mine is TDC between A/S & Alt- PAI-700 and works great except I never look at
the stupid thing- GPS pretty much obsoletes it, but I DO do a cross-check
occasionally. Here's my location:
http://websites.expercraft.com/n51pw/index.php?q=log_entry&log_id=5256
>From The PossumWorks in TN,
Mark Phillips
http://websites.expercraft.com/n51pw/
________________________________________________________________________________
| From: | "L Klingmuller" <l_klingmuller6(at)earthlink.net> |
| Subject: | Vertical Card Compass in RV Panel Vertical Card Compass |
in RV Panel
In my tip up 6A I had it in the panel next the six pack. Did not work at all.
So I moved it to the glareschield. Still debating if I should replace it with
a regular whisky compass as it still not what it should be. Oh yes, GPS have
made compass obsolete but then again it is required and you may find out the
GPS does not work.
Lothar
________________________________________________________________________________
| From: | "John Furey" <john(at)fureychrysler.com> |
I have a friend that needs to go to LSA. He has come across a Capella with a
Rotax912 that fits his price, anyone have information or opinions about this
plane?
Thanks
John
2 RV6A completed
RV7 in process
________________________________________________________________________________
| From: | SCOTT SPENCER <aerokinetic(at)sbcglobal.net> |
| Subject: | Re: Vertical Card Compass in RV Panel |
The issue with vertical card compasses when mounted in a panel is two-fold. First,
they are more sensitive to local magnetic fields. Second, and much worse is
that they use a BIG magnet on a needle bearing and no damping fluid. They will
just spin around in circles under certain resonant vibrations. They are horribly
affected by vibration. It also wears out the pivot bearings very fast. This
is why the manufacturers of these devices provide very soft and cushioned
mounts for them -for out of the panel applications only.
I tried on in a panel myself a few years back -even talked to the manufacturer
about it... It just plain didn't work for the above reasons.
Scott
N4ZW
________________________________________________________________________________
| From: | "Bob J." <rocketbob(at)gmail.com> |
| Subject: | Re: LSE Plugs... |
Useful link for deciphering NGK spark plug numbers...
http://www.kaila.net/tl125/tl125ngkcode.html
Regards,
Bob Japundza
RV-6 flying F1 under const.
________________________________________________________________________________
| From: | Wheeler North <wnorth(at)sdccd.edu> |
Thanks Gert,
It sounds like the TBM just missed seeing the smaller plane in the horizon
of stuff.
I might be painting my rudder day glo orange just because...
It also sounds like there was initially a large gap between the TBM and the
rest of the traffic when it first approached the north end of Papa which may
have also led to him not identifying which was the next in line.
The bottom line there is that if he was following the wrong plane and didn't
know about the RV than nothing outside like walkers or radios could have
fixed that as they would not know that he didn't know until he ran into it.
Which is pretty much what happens in most mid air collisions ie neither
pilot has identified the other's presence and relative location until it's
too late.
As has already been said, a lot of S/A and a little prayer... AKA head on a
swivel at all times on any airport.
________________________________________________________________________________
| From: | "Jeff Dowling" <shempdowling2(at)earthlink.net> |
| Subject: | Flying to Canada from US (and back) |
Im planning on making my first international leg with my rv this wknd. I
checked out aopa's site and was surprised to find I needed a stinkin' radio
operators permit for me and the plane. 155 bucks down the drain. Then
another 25 for a customs decal. Add the fee for air traffic control, which
I dont know how it will be charged, and its costing a lot more than I
thought. Oh well, Ive heard the fishing is ok.
Any suggestions from anyone familiar with this type of flying? Im planning
on landing in Ontario at Dryden and plan to call customs 24 hours in
advance. No idea where to clear in MN yet.
Shemp/Jeff Dowling
RV-6A, N915JD
295 hours
Chicago/Louisville
----- Original Message -----
From: "Wheeler North" <wnorth(at)sdccd.edu>
Sent: Thursday, August 10, 2006 12:46 PM
Subject: RV-List: TBM
>
> Thanks Gert,
>
> It sounds like the TBM just missed seeing the smaller plane in the horizon
> of stuff.
>
> I might be painting my rudder day glo orange just because...
>
> It also sounds like there was initially a large gap between the TBM and
> the
> rest of the traffic when it first approached the north end of Papa which
> may
> have also led to him not identifying which was the next in line.
>
> The bottom line there is that if he was following the wrong plane and
> didn't
> know about the RV than nothing outside like walkers or radios could have
> fixed that as they would not know that he didn't know until he ran into
> it.
>
> Which is pretty much what happens in most mid air collisions ie neither
> pilot has identified the other's presence and relative location until it's
> too late.
>
> As has already been said, a lot of S/A and a little prayer... AKA head on
> a
> swivel at all times on any airport.
>
>
>
________________________________________________________________________________
| Subject: | Flying to Canada from US (and back) |
| From: | "Lloyd, Daniel R." <LloydDR(at)wernerco.com> |
Since you are near us in Chicago, you should join the Ohio Valley
Rvators. We have more than 50 RV's flying, weekend get togethers, have a
great formation team, and yearly clinic. We now have over 400 members
and growing. Rick Gray runs the group and a bunch of them have made this
trip several times and should be able to help you with what exactly you
do and do not need. Takes just a few minutes to join, great group of
guys and great resources for international travel.
Hope this helps.
Dan
40269 (N289DT)
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Jeff Dowling
Sent: Thursday, August 10, 2006 2:34 PM
Subject: RV-List: Flying to Canada from US (and back)
Im planning on making my first international leg with my rv this wknd.
I
checked out aopa's site and was surprised to find I needed a stinkin'
radio
operators permit for me and the plane. 155 bucks down the drain. Then
another 25 for a customs decal. Add the fee for air traffic control,
which
I dont know how it will be charged, and its costing a lot more than I
thought. Oh well, Ive heard the fishing is ok.
Any suggestions from anyone familiar with this type of flying? Im
planning
on landing in Ontario at Dryden and plan to call customs 24 hours in
advance. No idea where to clear in MN yet.
Shemp/Jeff Dowling
RV-6A, N915JD
295 hours
Chicago/Louisville
----- Original Message -----
From: "Wheeler North" <wnorth(at)sdccd.edu>
Sent: Thursday, August 10, 2006 12:46 PM
Subject: RV-List: TBM
>
> Thanks Gert,
>
> It sounds like the TBM just missed seeing the smaller plane in the
horizon
> of stuff.
>
> I might be painting my rudder day glo orange just because...
>
> It also sounds like there was initially a large gap between the TBM
and
> the
> rest of the traffic when it first approached the north end of Papa
which
> may
> have also led to him not identifying which was the next in line.
>
> The bottom line there is that if he was following the wrong plane and
> didn't
> know about the RV than nothing outside like walkers or radios could
have
> fixed that as they would not know that he didn't know until he ran
into
> it.
>
> Which is pretty much what happens in most mid air collisions ie
neither
> pilot has identified the other's presence and relative location until
it's
> too late.
>
> As has already been said, a lot of S/A and a little prayer... AKA head
on
> a
> swivel at all times on any airport.
>
>
>
________________________________________________________________________________
| From: | Kevin Horton <khorton01(at)rogers.com> |
| Subject: | Re: Flying to Canada from US (and back) |
I have flown across the border hundreds of times, and no one has ever
asked to see my radio operators permit, nor the one for the
aircraft. They are much more worried about what type of food you
might have along, drugs, alcohol, guns, etc. Don't waste your time
or money on the radio permits.
Kevin Horton
Ottawa, Canada
On 10 Aug 2006, at 14:34, Jeff Dowling wrote:
>
>
> Im planning on making my first international leg with my rv this
> wknd. I checked out aopa's site and was surprised to find I needed
> a stinkin' radio operators permit for me and the plane. 155 bucks
> down the drain. Then another 25 for a customs decal. Add the fee
> for air traffic control, which I dont know how it will be charged,
> and its costing a lot more than I thought. Oh well, Ive heard the
> fishing is ok.
>
> Any suggestions from anyone familiar with this type of flying? Im
> planning on landing in Ontario at Dryden and plan to call customs
> 24 hours in advance. No idea where to clear in MN yet.
>
> Shemp/Jeff Dowling
> RV-6A, N915JD
> 295 hours
> Chicago/Louisville
>
> ----- Original Message ----- From: "Wheeler North" <wnorth(at)sdccd.edu>
> To:
> Sent: Thursday, August 10, 2006 12:46 PM
> Subject: RV-List: TBM
>
>
>>
>> Thanks Gert,
>>
>> It sounds like the TBM just missed seeing the smaller plane in the
>> horizon
>> of stuff.
>>
>> I might be painting my rudder day glo orange just because...
>>
>> It also sounds like there was initially a large gap between the
>> TBM and the
>> rest of the traffic when it first approached the north end of Papa
>> which may
>> have also led to him not identifying which was the next in line.
>>
>> The bottom line there is that if he was following the wrong plane
>> and didn't
>> know about the RV than nothing outside like walkers or radios
>> could have
>> fixed that as they would not know that he didn't know until he ran
>> into it.
>>
>> Which is pretty much what happens in most mid air collisions ie
>> neither
>> pilot has identified the other's presence and relative location
>> until it's
>> too late.
>>
>> As has already been said, a lot of S/A and a little prayer... AKA
>> head on a
>> swivel at all times on any airport.
>>
>>
>>
________________________________________________________________________________
| From: | "George Tyler" <gptyler(at)metrocast.net> |
I built and flew one, It was a fun plane, great in the summer with the
doors off. Flew about 90-105 mph. I got rid of it when I got my RV-6,
but lots of times I wish I still had it for those low and slow days.
Although I had no trouble with the manufacturer or the kit, I think he
did have problems with timely deliveries that caused more than a few
customer complaints. I am not even sure if they are still in business.
George
----- Original Message -----
From: John Furey
To: rv-list(at)matronics.com
Sent: Thursday, August 10, 2006 9:07 AM
Subject: RV-List: Capella
I have a friend that needs to go to LSA. He has come across a Capella
with a Rotax912 that fits his price, anyone have information or opinions
about this plane?
Thanks
John
2 RV6A completed
RV7 in process
________________________________________________________________________________
| From: | "Randy Lervold" <randy(at)romeolima.com> |
| Subject: | Re: Flying to Canada from US (and back) |
I've been across the border a few times and like Kevin, was never asked for
it. Our chapter has a good guide to flying to Canada although some of the
data applies to us out west...
http://www.edt.com/homewing/international/index.html
Randy Lervold
www.rv-3.com
----- Original Message -----
From: "Kevin Horton" <khorton01(at)rogers.com>
Sent: Thursday, August 10, 2006 12:33 PM
Subject: Re: RV-List: Flying to Canada from US (and back)
>
> I have flown across the border hundreds of times, and no one has ever
> asked to see my radio operators permit, nor the one for the aircraft.
> They are much more worried about what type of food you might have along,
> drugs, alcohol, guns, etc. Don't waste your time or money on the radio
> permits.
>
> Kevin Horton
> Ottawa, Canada
>
>
> On 10 Aug 2006, at 14:34, Jeff Dowling wrote:
>
>>
>>
>> Im planning on making my first international leg with my rv this wknd.
>> I checked out aopa's site and was surprised to find I needed a stinkin'
>> radio operators permit for me and the plane. 155 bucks down the drain.
>> Then another 25 for a customs decal. Add the fee for air traffic
>> control, which I dont know how it will be charged, and its costing a lot
>> more than I thought. Oh well, Ive heard the fishing is ok.
>>
>> Any suggestions from anyone familiar with this type of flying? Im
>> planning on landing in Ontario at Dryden and plan to call customs 24
>> hours in advance. No idea where to clear in MN yet.
>>
>> Shemp/Jeff Dowling
>> RV-6A, N915JD
>> 295 hours
>> Chicago/Louisville
>>
>> ----- Original Message ----- From: "Wheeler North" <wnorth(at)sdccd.edu>
>> To:
>> Sent: Thursday, August 10, 2006 12:46 PM
>> Subject: RV-List: TBM
>>
>>
>>>
>>> Thanks Gert,
>>>
>>> It sounds like the TBM just missed seeing the smaller plane in the
>>> horizon
>>> of stuff.
>>>
>>> I might be painting my rudder day glo orange just because...
>>>
>>> It also sounds like there was initially a large gap between the TBM and
>>> the
>>> rest of the traffic when it first approached the north end of Papa
July 29, 2006 - August 10, 2006
RV-Archive.digest.vol-sd