RV-Archive.digest.vol-sy
August 23, 2007 - September 18, 2007
> happy with it!
>
> This means that I have a bunch of VM1000 parts that were installed but
> never flown:
>
> Oil pressure sender (with Hirschmann connector)
> Oil temp sender
> Injection fuel pressure sender (with Hirschmann connector)
> Fuel Flow sensor
> Tach sensor for Slick Mag
> EGT thermocouples
> CHT thermocouples
> Amp sensor
> Manifold pressure sensor (PC Board portion and filter fitting)
> Display
> Brain box
>
> I would prefer that these parts go to folks that are trying to keep a
> vintage VM1000 alive instead of pushing the lot to someone - and make them
> deal with JPI.
>
> Contact me direct.
> Ralph
>
>
> --
> 9:05 AM
>
>
________________________________________________________________________________
| From: | "Trevor" <davist(at)xsinet.co.za> |
| Subject: | Re: Rv-List: Senders |
Can anyone advise what senders to use for Oil Pressure, Oil Temp and
Fuel Pressure and reasonable supply source. Also, are senders matched
to specific instruments or are they readily interchangeable. I have an
EMS but senders are not included and I will have to source them myself.
Also any contacts or suggestions for potentiometers ( e.g. for measuring
flap position). Have looked in Spruce catalogue but prices seem to vary
considerably between manufacturers!
Many thanks
Trevor RV-7
________________________________________________________________________________
| From: | "glen matejcek" <aerobubba(at)earthlink.net> |
| Subject: | RE: Gear legs rusting in mounts |
HI JR-
>I know the gear legs and mounts are not aluminum but the cylinder heads
>you are screwing the spark plugs in are aluminum?
That was the first thing that occurred to me when the whole graphite
causing Al corrosion was pointed out to me. The fine print, though, is
that the spark plugs actually screw into steel inserts, like heli-coils.
Hence the admonitions to use the anti-seize sparingly. It prevents there
being excess compound which could migrate to contact with the aluminum head.
glen matejcek
aerobubba(at)earthlink.net
________________________________________________________________________________
| Subject: | Screaming Eagle tailwheel |
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
SNIP From: "Greg Williams" <>
Subject: Re: RV-List: tailwheel problem...solved
Vince, Any difference in the lubrication schedule for yours? Seems I'm
always taking my Van's tailwheel apart for cleaning. After it gets dirt
&
dust on it after a while, it doesn't hold in the straight ahead
position.
Is there a zirk fitting for lubing it? Where would I get a wheel pant
for
it? How many hours should I get out of a stock tailwheel tire with
"novice
style landing/bounces"? Greg SNIP
Greg,
If you use my retrofit fork, the lubrication schedule doesn't change.
You still need to clean and lube it periodically. Also check the pin
and control arm for burrs or wear.
Use your scotchbrite wheel to clean up the pin as needed. I suggest
that the end of the locking pin be slightly blunt with rounded corners
as opposed to perfectly round. This allows more of the flat sides of the
pin to remain in contact with the control arm notch. You can (and
should) observe (and understand) the operation of this while you've got
the thing apart for cleaning. The pin should engage the control arm as
deeply as possible. There is too much to this topic to write here, but
fortunately it's common sense stuff if you simply observe how the
locking pin works.
If you buy a complete tailwheel unit from me you will notice that I
don't use the bronze bushings that Van's uses. And there are no useless
grease zerks installed. My sockets use an engineered plastic bushing
that requires no lubrication. More $$$ than bronze, but worth it.
HOWEVER, the steel parts must still be greased or oiled to prevent rust!
AND the locking pin must still be lubed! So, it doesn't change the need
to service the tailwheel, but it does make manufacturing easier mostly
because it doesn't require and grease zerks. BTW, IMHO, the grease
zerks aren't for greasing, they are there to lock the bronze in position
and nothing else!
Based on my Rocket, using my tailwheel products, I have cleaned and
lubed my tailwheel exactly once in the last 150+ hours (2 years). I
found no wear, and did nothing except lube it and reinstall. I'm doing a
bit of a torture test on my stuff to see what happens with minimal
maintenance. All I really was doing when I lubed it was to take it apart
for inspection!
The tailwheel tire was slightly worn, but it should last for several
hundred more hours. FWIW, I fly off turf, but almost always go
somewhere with pavement. So, 1/2 the landings are on either surface.
I would like to make a tailwheel pant and sell it... but there simply
aren't enough hours in the day! Van's tailwheel pant will fit. refer
to the website below for a photo of a tailwheelpant installation.
BTW, I have units in stock and ready to ship.
Thanks,
Vince Frazier
Screaming Eagle Graphics and Accessories, LLC
3965 Caborn Road
Mount Vernon, IN 47620
812-464-1839
http://vincesrocket.com/products.htm
________________________________________________________________________________
| From: | "jbker(at)juno.com" <jbker(at)juno.com> |
| Subject: | drilling EGT probe vetterman exhaust |
Am currently replacing my 13B rotary in the 9A with O-320 and was about
to drill the 4 EGT probes and have not put my hands on the instruction f
or how far down from the port to locate them. Also seems like before the
y were to be mounted in a straight section, but my new ones start bendin
g after their flange almost immediately. Anyone with up to date info on
best location??
Bernie Kerr, getting 9A ready to sell since medical not renewable this y
ear , waiting on 12A
________________________________________________________________________________
| From: | "Chuck Weyant" <chuck(at)chuckdirect.com> |
| Subject: | Re: drilling EGT probe vetterman exhaust |
Doesn't make a whole lot of difference, just make sure they are all
drilled equal distance from the
exhaust flange. Mine are one inch from the flange.
----- Original Message -----
From: jbker(at)juno.com
To: rv-list(at)matronics.com
Sent: Thursday, August 23, 2007 12:39 PM
Subject: RV-List: drilling EGT probe vetterman exhaust
Am currently replacing my 13B rotary in the 9A with O-320 and was
about to drill the 4 EGT probes and have not put my hands on the
instruction for how far down from the port to locate them. Also seems
like before they were to be mounted in a straight section, but my new
ones start bending after their flange almost immediately. Anyone with up
to date info on best location??
Bernie Kerr, getting 9A ready to sell since medical not renewable this
year , waiting on 12A
-------------------------------------------------------------------------
-----
8/23/2007 4:04 PM
________________________________________________________________________________
| Subject: | drilling EGT probe vetterman exhaust |
| From: | "John W. Cox" <johnwcox(at)pacificnw.com> |
Your post beckons the question, Why abandon a rotary 13B for a
horizontal four stroke O-320?
John Cox
________________________________
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of jbker(at)juno.com
Sent: Thursday, August 23, 2007 12:39 PM
Subject: RV-List: drilling EGT probe vetterman exhaust
Am currently replacing my 13B rotary in the 9A with O-320 and was about
to drill the 4 EGT probes and have not put my hands on the instruction
for how far down from the port to locate them. Also seems like before
they were to be mounted in a straight section, but my new ones start
bending after their flange almost immediately. Anyone with up to date
info on best location??
Bernie Kerr, getting 9A ready to sell since medical not renewable this
year , waiting on 12A
________________________________________________________________________________
| Subject: | drilling EGT probe vetterman exhaust |
| From: | "John W. Cox" <johnwcox(at)pacificnw.com> |
I would suggest that you contact Barrett, Aerosport, Performance or
Mattituck on the correct distance from the flange. It needs to be
consistent, the depth of insertion is also a factor, the probe's life is
affected and I beg to differ that the distance is unimportant. As you
increase the distance from 2 to 4 inches the combustion impulse is
reduced and the read becomes more consistent. The temperature will drop
as the distance increases (slightly), but what is important is the
consistency of Max Temp for ROP or LOP operations.
You can be assured that one inch will avoid the first tubing bend but
placing it closer than the pros advise will hasten a replacement probe.
You may find a recommendation of at least 2" and not more than 4".
Consult the professional engine builders.
John Cox
________________________________
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Chuck Weyant
Sent: Thursday, August 23, 2007 1:25 PM
Subject: Re: RV-List: drilling EGT probe vetterman exhaust
Doesn't make a whole lot of difference, just make sure they are all
drilled equal distance from the
exhaust flange. Mine are one inch from the flange.
----- Original Message -----
From: jbker(at)juno.com
To: rv-list(at)matronics.com
Sent: Thursday, August 23, 2007 12:39 PM
Subject: RV-List: drilling EGT probe vetterman exhaust
Am currently replacing my 13B rotary in the 9A with O-320 and
was about to drill the 4 EGT probes and have not put my hands on the
instruction for how far down from the port to locate them. Also seems
like before they were to be mounted in a straight section, but my new
ones start bending after their flange almost immediately. Anyone with up
to date info on best location??
Bernie Kerr, getting 9A ready to sell since medical not
renewable this year , waiting on 12A
href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.
c
om/Navigator?RV-List
href="http://forums.matronics.com">http://forums.matronics.com
________________________________
Date: 8/23/2007 4:04 PM
________________________________________________________________________________
| From: | "Ron Lee" <ronlee(at)pcisys.net> |
| Subject: | Re: drilling EGT probe vetterman exhaust |
The answer is in the post. He is selling and there is probably minimal
market for a rotary aircraft.
Ron Lee
Your post beckons the question, Why abandon a rotary 13B for a
horizontal four stroke O-320?
John Cox
-------------------------------------------------------------------------
-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of jbker(at)juno.com
Sent: Thursday, August 23, 2007 12:39 PM
To: rv-list(at)matronics.com
Subject: RV-List: drilling EGT probe vetterman exhaust
Bernie Kerr, getting 9A ready to sell since medical not renewable this
year , waiting on 12A
________________________________________________________________________________
| From: | "Reginald C. Smith, Sr." <smirdrv(at)hotmail.com> |
| Subject: | Looking for 6A Fuselage Jig |
Hey Folks,
I am a 6A builder with wings and tail completed, going to purchase a
Fuselage kit from another builder and am in need of a Fuselage Jig. I've
notice them posted here on the list several times before. Do you know where
I might find one? I'll be building @ the Corona Airport in So. Cal. Anybody
out there know of one available, give me a shout here or off list @
smirdrv(at)hotmail.com.
Thanks.
R.C.
_________________________________________________________________
Find a local pizza place, movie theater, and more.then map the best route!
http://maps.live.com/default.aspx?v=2&ss=yp.bars~yp.pizza~yp.movie%20theater&cp=42.358996~-71.056691&style=r&lvl=13&tilt=-90&dir=0&alt=-1000&scene-0607&encType=1&FORM=MGAC01
________________________________________________________________________________
| From: | <bobperk90658(at)bellsouth.net> |
| Subject: | Re: drilling EGT probe vetterman exhaust |
Burnie,
Are you going to get the first RV 12 kit? I haven't heard from my engine mount
and gear legs.
Bob
>
> From: "jbker(at)juno.com" <jbker(at)juno.com>
> Date: 2007/08/23 Thu PM 03:39:07 EDT
> To: rv-list(at)matronics.com
> Subject: RV-List: drilling EGT probe vetterman exhaust
>
> Am currently replacing my 13B rotary in the 9A with O-320 and was about to drill
the 4 EGT probes
and have not put my hands on the instruction for how far down from the port to
locate them. Also
seems
like before they were to be mounted in a straight section, but my new ones start
bending after their
flange almost immediately. Anyone with up to date info on best location??
> Bernie Kerr, getting 9A ready to sell since medical not renewable this year ,
waiting on 12A
>
>
________________________________________________________________________________
| From: | "glen matejcek" <aerobubba(at)earthlink.net> |
Hi Trevor-
>Also any contacts or suggestions for potentiometers ( e.g. for measuring
>flap position).
Trevor
I used a ray allen position sensor to drive a ray allen indicator, and a
micro switch at the up limit to kill the display entirely.
glen matejcek
aerobubba(at)earthlink.net
________________________________________________________________________________
| From: | "glen matejcek" <aerobubba(at)earthlink.net> |
| Subject: | RE: Gear legs rusting in mounts |
HI Linn-
>> The fine print, though, is
>>that the spark plugs actually screw into steel inserts, like heli-coils.
>>
>Only if they've been installed. No steel inserts AFAIK in new cylinder
>heads.
That certainly makes sense, but my info on this issue came from Champion.
I suppose it's not impossible that their reps pooched it...
>
>> Hence the admonitions to use the anti-seize sparingly. It prevents there
>>being excess compound which could migrate to contact with the aluminum
head.
>>
>The problem with excess antisieze is that a glob inside the cylinder
>will become red-hot without burning off and cause run-on during shutdown.
>Linn
I have a hard time imagining a scenario where one could properly apply any
type of dope on any male threads, and get it into the bore of the device.
Plus, a glowing deposit in the cylinder should cause pre-ignition and
perhaps lead to detonation, which could well preclude run-on ;-) Not
to mention, run on takes fuel, the absence of which is how we kill aircraft
engines anyway!
glen matejcek
aerobubba(at)earthlink.net
________________________________________________________________________________
| From: | "Patrick Kelley" <webmaster(at)flion.com> |
| Subject: | Looking for 6A Fuselage Jig |
I'd give you mine, but the shipping would cost more than the material: Home
Depot - approximately $100. Check the xx Years of the RV-ator to see what
Van has to say about jigs; I fully agree with him. One of those pretty,
expensive steel jigs is no guarantee of a straight fuselage. It took half a
day to build the jig Van recommends; my variation is at
http://www.flion.com/rv6a/chap31.htm. One thing you can't see well in the
photos is that I used drywall screws to assemble it so I could store it more
easily when done. I also used lag bolts and washers to hold the longerons
in place. If I were to do anything different, I'd add heavy duty casters to
the legs so I could move the jig around more easily.
Pat Kelley - RV-6A - COM and Transponder antenna installation proceeding
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Reginald C. Smith,
Sr.
Sent: Thursday, August 23, 2007 9:54 PM
Subject: RV-List: Looking for 6A Fuselage Jig
Hey Folks,
I am a 6A builder with wings and tail completed, going to purchase a
Fuselage kit from another builder and am in need of a Fuselage Jig. I've
notice them posted here on the list several times before. Do you know where
I might find one? I'll be building @ the Corona Airport in So. Cal. Anybody
out there know of one available, give me a shout here or off list @
smirdrv(at)hotmail.com.
Thanks.
R.C.
________________________________________________________________________________
| From: | "Reginald C. Smith, Sr." <smirdrv(at)hotmail.com> |
| Subject: | Looking for 6A Fuselage Jig |
Pat,
Thanks for the reply. I received a reply from a builder here locally
who has one available. Again, Thanks.
R.C.
>From: "Patrick Kelley" <webmaster(at)flion.com>
>Reply-To: rv-list(at)matronics.com
>To:
>Subject: RE: RV-List: Looking for 6A Fuselage Jig
>Date: Fri, 24 Aug 2007 06:13:47 -0700
>
>
>I'd give you mine, but the shipping would cost more than the material: Home
>Depot - approximately $100. Check the xx Years of the RV-ator to see what
>Van has to say about jigs; I fully agree with him. One of those pretty,
>expensive steel jigs is no guarantee of a straight fuselage. It took half
>a
>day to build the jig Van recommends; my variation is at
>http://www.flion.com/rv6a/chap31.htm. One thing you can't see well in the
>photos is that I used drywall screws to assemble it so I could store it
>more
>easily when done. I also used lag bolts and washers to hold the longerons
>in place. If I were to do anything different, I'd add heavy duty casters
>to
>the legs so I could move the jig around more easily.
>
>Pat Kelley - RV-6A - COM and Transponder antenna installation proceeding
>
>-----Original Message-----
>From: owner-rv-list-server(at)matronics.com
>[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Reginald C. Smith,
>Sr.
>Sent: Thursday, August 23, 2007 9:54 PM
>To: rv-list(at)matronics.com
>Subject: RV-List: Looking for 6A Fuselage Jig
>
>
>
>Hey Folks,
>
> I am a 6A builder with wings and tail completed, going to purchase a
>Fuselage kit from another builder and am in need of a Fuselage Jig. I've
>notice them posted here on the list several times before. Do you know where
>I might find one? I'll be building @ the Corona Airport in So. Cal.
>Anybody
>
>out there know of one available, give me a shout here or off list @
>smirdrv(at)hotmail.com.
>
> Thanks.
> R.C.
>
>
_________________________________________________________________
Booking a flight? Know when to buy with airfare predictions on MSN Travel.
http://travel.msn.com/Articles/aboutfarecast.aspx&ocid=T001MSN25A07001
________________________________________________________________________________
| Subject: | Re: Gear legs rusting in mounts |
| From: | "az_gila" <gilalex(at)earthlink.net> |
This is similar to the nose gear mount in my Grumman Tiger.
The Maintenance Manual calls for the nose gear to be installed with a wet application
of zinc chromate primer and then torqued. Silicon sealer (RTV) is to be
applied at the ends of the mounting socket to prevent entry of moisture.
It also calls for a yearly removal and inspection - a procedure most owners do
not perform.
gil in Tucson
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=130954#130954
________________________________________________________________________________
| From: | "Ted D. Hultzapple" <thultzap(at)rochester.rr.com> |
| Subject: | Leather supplier |
Does anyone know of a source for leather to upholster my seats? I
plan on using a local shop that does very nice work.
Thanks,
Ted D. Hultzapple
6188 Deerfield Dr.
Farmington, NY 14425
Home 585-924-2442
Cell 585-704-8252
________________________________________________________________________________
| Subject: | Re: Leather supplier |
| From: | "N777TY" <microsmurfer(at)yahoo.com> |
Here's another place:
http://www.ledfordfabrics.com/
you may have to call 'em etc..
approx $50 a hide.
--------
RV-7A
N777TY (res)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=130983#130983
________________________________________________________________________________
| From: | kirt klevin <rv6aokcity(at)yahoo.com> |
| Subject: | RV Flight Bags..Now in Leather... |
A few folks were interested in ordering bags made of leather (grey/black/brown).
The link to the VAF post should have some pictures and info attached.
http://www.vansairforce.com/community/showthread.php?t 743
Regards,
Kurt
Bison Mountain
www.bisonmountainbags.com
bisonmountain(at)yahoo.com
---------------------------------
Moody friends. Drama queens. Your life? Nope! - their life, your story.
________________________________________________________________________________
| From: | "glen matejcek" <aerobubba(at)earthlink.net> |
| Subject: | RE: Leather supplier |
Hi Ted-
>Does anyone know of a source for leather to upholster my seats?
B&B Aircraft used to bring quite a selection to OSH. I don't know anything
about the leather market, but their prices for aircraft hardware and
electrical bits were certainly among the best on the field.
glen matejcek
aerobubba(at)earthlink.net
________________________________________________________________________________
| From: | jim-bean(at)att.net |
| Subject: | Re: AeroElectric-List Digest: 11 Msgs - 08/25/07 |
hi all,
I have had a non-responding compass since building the plane (RV-8) and finally
decided to do something about it. Removing the compass and walking around with
it shows it to be working OK. Get it within a foot of the roll-over hoop and
it goes nuts. So the hoop is magnetized. I have tried to degauss it with a TV
type degausser without success. I think that the degausser has to surround the
metal to work, thus the hoop would have to be removed or deguassed before installing
it. I am not about to remove it.
Anyway my solution was to install a remote compass. Good solid WW2 technology.
The transmitter sets in a hole cut in the aft part of the baggage compartment
floor. The front indicator is just a needle operated by a servo, connected to
the transmitter by 4 wires. There is a small inverter to supply 25 volts at 400
Hz. Works very well, just kind of pricey. This compass has aggravated me for
so long I am glad to pay it.
Jim Bean
-------------- Original message ----------------------
From: AeroElectric-List Digest Server <aeroelectric-list(at)matronics.com>
>
> *
>
> =================================================
> Online Versions of Today's List Digest Archive
> =================================================
>
> Today's complete AeroElectric-List Digest can also be found in either of the
> two Web Links listed below. The .html file includes the Digest formatted
> in HTML for viewing with a web browser and features Hyperlinked Indexes
> and Message Navigation. The .txt file includes the plain ASCII version
> of the AeroElectric-List Digest and can be viewed with a generic text editor
> such as Notepad or with a web browser.
>
> HTML Version:
>
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter 0
> 7-08-25&Archive=AeroElectric
>
> Text Version:
>
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter 07
> -08-25&Archive=AeroElectric
>
>
> ===============================================
> EMail Version of Today's List Digest Archive
> ===============================================
>
>
> ----------------------------------------------------------
> AeroElectric-List Digest Archive
> ---
> Total Messages Posted Sat 08/25/07: 11
> ----------------------------------------------------------
>
>
> Today's Message Index:
> ----------------------
>
> 1. 04:21 AM - Re: KX125 Wiring / Nav Com Question (David & Elaine
> Lamphere)
> 2. 06:26 AM - Re: Shakeup at EAA Sport Aviation ()
> 3. 07:10 AM - Re: KX125 Wiring / Nav Com Question (Deene Ogden)
> 4. 07:36 AM - Re: Re: Shakeup at EAA Sport Aviation (Walter Fellows)
> 5. 09:06 AM - Re: KX125 Wiring / Nav Com Question (David & Elaine
> Lamphere)
> 6. 09:06 AM - Re: KX125 Wiring / Nav Com Question (David & Elaine
> Lamphere)
> 7. 01:13 PM - Blind Encoder Power Connection to Garmin GTX-327 Transponder
> (David & Elaine Lamphere)
> 8. 01:41 PM - Re: Blind Encoder Power Connection to Garmin GTX-327
> Transponder (Mike)
> 9. 02:41 PM - Re: Radio problem! (Travis)
> 10. 03:55 PM - Re: Blind Encoder Power Connection (David & Elaine Lamphere)
> 11. 05:22 PM - Re: Blind Encoder Power Connection to Garmin GTX-327
> Transponder (Ron Quillin)
>
>
>
> ________________________________ Message 1
> _____________________________________
>
>
> From: "David & Elaine Lamphere" <lamphere(at)vabb.com>
> Subject: Re: AeroElectric-List: KX125 Wiring / Nav Com Question
>
>
> Thanks to all that responded. Due to another persons kindness, I obtained an
> installation manual for the KX125. You guys are correct in that the vor/loc
> composite signal pins are used for driving an indicator. What isn't clear or
> mentioned in the manual, is whether these two pins need to be jumpered (even
> if you are not using an external indicator).. if there is an output AND
> input involved, then does the unit need this jumper for it to function
> properly?
>
> I would guess that it won't hurt to put this jumper in anyway.. :-)
>
> Dave
>
> ----- Original Message -----
> From: "Mike" <mlas(at)cox.net>
> Sent: Friday, August 24, 2007 10:51 PM
> Subject: RE: AeroElectric-List: KX125 Wiring / Nav Com Question
>
>
> >
> > Those pins are used to drive certin CDIs, RMIs or HSIs that accept a
> > single composite line. Older unites require the older style of direct
> > analog signaling. With the composite signal you can send the
> > information over one wire instead of the 6-10 from the analog style.
> > Both sides have to be able to interpret a composite signal. Hope this
> > helps!
> >
> > Mike
> >
> > -----Original Message-----
> > From: owner-aeroelectric-list-server(at)matronics.com
> > [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of David
> > & Elaine Lamphere
> > Sent: Friday, August 24, 2007 2:55 PM
> > To: aeroelectric-list(at)matronics.com
> > Subject: AeroElectric-List: KX125 Wiring / Nav Com Question
> >
> >
> >
> > I'm in the process of rewiring the connectors on a used King KX125
> > nav/com
> > and am puzzled by a couple of pins that were previously wired.
> >
> > Connector P501 pins H and J are labeled (according to pinout I got from
> > the
> > aeroelectric website):
> >
> > (H) VOR/LOC COMPOSITE IN and (J) VOR/LOC COMPOSITE OUT
> >
> > These were previously jumpered together with a wire leading off from the
> >
> > pair..
> >
> > Would someone who is familiar with NAV/COMS please explain what these
> > pins
> > are used for and a guess as to where they could have been connected to
> > (in
> > it's previous life)??
> >
> > Thanks,
> >
> > Dave
>
>
> ________________________________ Message 2
> _____________________________________
>
>
> From: <gmcjetpilot(at)yahoo.com>
> Subject: AeroElectric-List: Re: Shakeup at EAA Sport Aviation
>
> >From: "Mike" <mlas(at)cox.net>
> >Subject: Re: Shakeup at EAA Sport Aviation
> >
> >But today's EAA is just a wanabe competitor to AOPA.
> >
> >Mike
>
> Not sure where you are going, but I did a
> little study of AOPA and EAA and what they
> actually do for experimental amateur built
> and flown planes.
>
> Just for clarity AOPA is a lobby group and
> represents manufactures and small non-
> scheduled commercial operators, as well as
> individual private operators (allegedly).
>
> EAA is non profit and therefore can't lobby
> but they do a lot of legal work clarifying
> the FAR's. If you ever had a DAR tell you
> that your RV-7 needs an A&P sign off because
> the engine is from a certified aircraft, you
> will appreciate what they do.
>
> Since the AOPA is aligned heavily with
> manufactures of certified aircraft and the
> aviation business, the needs of experimental
> aircraft is not a priority for them. The EAA
> is all we have and they are best suited to
> protect our niche of the aviation world.
>
> There are common goals and interest between
> AOPA and EAA, who do work together some
> times, but not always.
>
> In California, LA area an airport banned
> experimental aircraft (tried to) and the Las
> Vegas FSDO tried to restrict experimental's
> from a huge block of air space. Behind the
> scene the EAA solved the issue. Unlike the
> AOPA the EAA did not blow their own horn.
> They like to take a quite approach and not
> embarrass the FAA. They where successful
> in both cases.
>
> EAA is not immune of criticism. This topic
> went around the RV-list. The main complaint
> I had in the past was the magazine was
> dummied down and they dropped the Caf
> Foundation org reports. I was told they
> where too technical for most. They have done
> better in the last year or so, but if you
> want technical info, go to the internet,
> which has replaced most topical print media.
> "Contact" magazine is more technical for the
> real experimenter and tinkerer.
>
> EAA's SA magazine does need contributors. If
> you have an idea for an article write it, they need
> content. Many past articles where "fluff" and seemed
> more like advertisement propaganda than fact.
>
>
> EAA does many things to protect experimental
> plane rights, building and use of airspace, fighting
> made up interpretations of the FAR's by DAR's and
> FAA inspectors.
>
> If you have a question about AD compliance,
> required equip or TSO'ed requirements for
> experimental aircraft, they have brief on it
> for members.
>
> The EAA tax records are public record. Not
> surprising on about $30 mil revenue,
> expenses where almost exactly $30 mil, thus
> non-profit. Not a surprise.
>
> Tom Poberezny makes $418,000, about
> 1/2 million in total compensation a year as
> CEO of the EAA. That seems in-line with CEO
> salaries I suppose, for a $30 organization..
>
> Airventure does bring in lots of money but
> also cost a lot of money to put on.
> The magazine is a huge expense on the budget.
> I guess all the color pictures?
> Dues are the big revenue stream.
>
> The P-51 thing is very old news. It was about his
> dad, Paul, EAA founder and former CEO. There
> was some blow-up I recall about his P-51
> time being paid for by the EAA. That was
> resolved and I recall Paul retired soon
> thereafter. Paul's still on the payroll and
> makes about $80k or $160k a year?
>
> EAA's tax return looks normal to me; the board
> of directors are all volunteers. They spend a
> lot on office space and professional services.
>
> My EAA membership is based on more than the
> magazine and Airventure. They do have good
> programs like young eagles, and the local
> chapters are also a nice thing. If you are active
> in building and flying experimental aircraft the
> EAA is valuable. I have talked to EAA legal
> a few times and they know their stuff, surprisingly
> better than the FAA. There are some old bones
> in the FAA closet that they try to pass as facts.
>
>
> Of all organizations, EAA does the most to protect
> our incredible freedom to build and fly planes we
> make with our own hands. Forces constantly are
> trying to re-write and restrict those freedoms. EAA
> is doing the most of us specifically, IMHO.
>
>
> To be fair AOPA is the only real lobby group on
> capital hill that is representing our "special interest".
> Of course we can always write our DC politicians
> directly. May be we should start a quasi political
> group of all experimental aircraft builders/ owners.
> That would be a good sized voter block. The
> economy of the kit plane business and all the support
> and part companies is substantial.
>
>
> Cheers George EAA member since 1985
>
>
> ---------------------------------
>
> ________________________________ Message 3
> _____________________________________
>
>
> From: "Deene Ogden " <deene(at)austin.rr.com>
> Subject: Re: AeroElectric-List: KX125 Wiring / Nav Com Question
>
> The jumper is required (and I know as I just spend several weeks debugging a
> KX125 installation in which the internal VOR indicator would not work). I
> had to talk to the factory tech guy to get this info as the installation
> schematic shows the jumper as part of a connection to an external indicator
> but DOES NOT have a note indicating that the jumper is required for the
> operation of the internal VOR indicator.
>
>
> Deene Ogden
>
> EAA Tech Counselor/Flight Advisor
>
>
> ________________________________ Message 4
> _____________________________________
>
>
> From: "Walter Fellows" <walter.fellows(at)gmail.com>
> Subject: Re: AeroElectric-List: Re: Shakeup at EAA Sport Aviation
>
> Thanks very much for the clarification.
>
> On 8/25/07, gmcjetpilot(at)yahoo.com wrote:
> >
> > >From: "Mike" <mlas(at)cox.net>
> > >Subject: Re: Shakeup at EAA Sport Aviation
> > >
> > >But today's EAA is just a wanabe competitor to AOPA.
> > >
> > >Mike
> >
> > Not sure where you are going, but I did a
> > little study of AOPA and EAA and what they
> > actually do for experimental amateur built
> > and flown planes.
> >
> > Just for clarity AOPA is a lobby group and
> > represents manufactures and small non-
> > scheduled commercial operators, as well as
> > individual private operators (allegedly).
> >
> > EAA is non profit and therefore can't lobby
> > but they do a lot of legal work clarifying
> > the FAR's. If you ever had a DAR tell you
> > that your RV-7 needs an A&P sign off because
> > the engine is from a certified aircraft, you
> > will appreciate what they do.
> >
> > Since the AOPA is aligned heavily with
> > manufactures of certified aircraft and the
> > aviation business, the needs of experimental
> > aircraft is not a priority for them. The EAA
> > is all we have and they are best suited to
> > protect our niche of the aviation world.
> >
> > There are common goals and interest between
> > AOPA and EAA, who do work together some
> > times, but not always.
> > In California, LA area an airport banned
> > experimental aircraft (tried to) and the Las
> > Vegas FSDO tried to restrict experimental's
> > from a huge block of air space. Behind the
> > scene the EAA solved the issue. Unlike the
> > AOPA the EAA did not blow their own horn.
> > They like to take a quite approach and not
> > embarrass the FAA. They where successful
> > in both cases.
> >
> > EAA is not immune of criticism. This topic
> > went around the RV-list. The main complaint
> > I had in the past was the magazine was
> > dummied down and they dropped the Caf=E9
> > Foundation org reports. I was told they
> > where too technical for most. They have done
> > better in the last year or so, but if you
> > want technical info, go to the internet,
> > which has replaced most topical print media.
> > "Contact" magazine is more technical for the
> > real experimenter and tinkerer.
> >
> > EAA's SA magazine does need contributors. If
> > you have an idea for an article write it, they need
> > content. Many past articles where "fluff" and seemed
> > more like advertisement propaganda than fact.
> >
> >
> > EAA does many things to protect experimental
> > plane rights, building and use of airspace, fighting
> > made up interpretations of the FAR's by DAR's and
> > FAA inspectors.
> >
> > If you have a question about AD compliance,
> > required equip or TSO'ed requirements for
> > experimental aircraft, they have brief on it
> > for members.
> > The EAA tax records are public record. Not
> > surprising on about $30 mil revenue,
> > expenses where almost exactly $30 mil, thus
> > non-profit. Not a surprise.
> >
> > Tom Poberezny makes $418,000, about
> > 1/2 million in total compensation a year as
> > CEO of the EAA. That seems in-line with CEO
> > salaries I suppose, for a $30 organization..
> >
> > Airventure does bring in lots of money but
> > also cost a lot of money to put on.
> > The magazine is a huge expense on the budget.
> > I guess all the color pictures?
> > Dues are the big revenue stream.
> > The P-51 thing is very old news. It was about his
> > dad, Paul, EAA founder and former CEO. There
> > was some blow-up I recall about his P-51
> > time being paid for by the EAA. That was
> > resolved and I recall Paul retired soon
> > thereafter. Paul's still on the payroll and
> > makes about $80k or $160k a year?
> >
> > EAA's tax return looks normal to me; the board
> > of directors are all volunteers. They spend a
> > lot on office space and professional services.
> >
> > My EAA membership is based on more than the
> > magazine and Airventure. They do have good
> > programs like young eagles, and the local
> > chapters are also a nice thing. If you are active
> > in building and flying experimental aircraft the
> > EAA is valuable. I have talked to EAA legal
> > a few times and they know their stuff, surprisingly
> > better than the FAA. There are some old bones
> > in the FAA closet that they try to pass as facts.
> >
> >
> > Of all organizations, EAA does the most to protect
> > our incredible freedom to build and fly planes we
> > make with our own hands. Forces constantly are
> > trying to re-write and restrict those freedoms. EAA
> > is doing the most of us specifically, IMHO.
> >
> >
> > To be fair AOPA is the only real lobby group on
> > capital hill that is representing our "special interest".
> > Of course we can always write our DC politicians
> > directly. May be we should start a quasi political
> > group of all experimental aircraft builders/ owners.
> > That would be a good sized voter block. The
> > economy of the kit plane business and all the support
> > and part companies is substantial.
> >
> >
> > Cheers George EAA member since 1985
> >
> > *
> >
> ==========
> ==========
> ==========
> >
> > *
> >
> >
>
> ________________________________ Message 5
> _____________________________________
>
>
> From: "David & Elaine Lamphere" <lamphere(at)vabb.com>
> Subject: Re: AeroElectric-List: KX125 Wiring / Nav Com Question
>
> Whoops! Make that thank you Deene
>
> ... eyes must be going!
>
> Dave
>
> ________________________________ Message 6
> _____________________________________
>
>
> From: "David & Elaine Lamphere" <lamphere(at)vabb.com>
> Subject: Re: AeroElectric-List: KX125 Wiring / Nav Com Question
>
> AHAH!!! Thanks Duane!
>
> without an external indicator, there aren't too many connections
> required.
>
> Dave
> ----- Original Message -----
> From: Deene Ogden
> To: aeroelectric-list(at)matronics.com
> Sent: Saturday, August 25, 2007 10:07 AM
> Subject: Re: AeroElectric-List: KX125 Wiring / Nav Com Question
>
>
> The jumper is required (and I know as I just spend several weeks
> debugging a KX125 installation in which the internal VOR indicator would
> not work). I had to talk to the factory tech guy to get this info as
> the installation schematic shows the jumper as part of a connection to
> an external indicator but DOES NOT have a note indicating that the
> jumper is required for the operation of the internal VOR indicator.
>
>
>
> Deene Ogden
>
> EAA Tech Counselor/Flight Advisor
>
>
>
>
> ________________________________ Message 7
> _____________________________________
>
>
> From: "David & Elaine Lamphere" <lamphere(at)vabb.com>
> Subject: AeroElectric-List: Blind Encoder Power Connection to Garmin GTX-327
> Transponder
>
>
> Anyone have a blind altitude encoder (like an AK-350) that is getting it's
> power from pin 14 (switched power output) on a Garmin GTX327 transponder?
>
> I notice that the schematic for the Garmin says that pin is good for 1.5A
> max. The encoder document says it draws .60 amp for 1 min during warm-up.
>
> This seems to me to be OK, but what puzzles me is that the page in the
> encoder that lists connections for the 320/327 has pin 15 (main power for
> the 327) listed for power.
>
> What have you guys used for powering up the blind encoder??
>
> Thanks,
>
> Dave
>
>
> ________________________________ Message 8
> _____________________________________
>
>
> From: "Mike" <mlas(at)cox.net>
> Subject: RE: AeroElectric-List: Blind Encoder Power Connection to Garmin GTX-327
> Transponder
>
>
> Dave,
>
> You can do it either way! Pin 14 is switched out limited to 1.5 amps
> which is well below the use of the encoder. If you use an avionics
> master you can go to pin 15 which is power into the transponder or you
> could go directly to a circuit breaker.
>
> Mike
>
> -----Original Message-----
> From: owner-aeroelectric-list-server(at)matronics.com
> [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of David
> & Elaine Lamphere
> Sent: Saturday, August 25, 2007 1:12 PM
> Subject: AeroElectric-List: Blind Encoder Power Connection to Garmin
> GTX-327 Transponder
>
>
>
> Anyone have a blind altitude encoder (like an AK-350) that is getting
> it's
> power from pin 14 (switched power output) on a Garmin GTX327
> transponder?
>
> I notice that the schematic for the Garmin says that pin is good for
> 1.5A
> max. The encoder document says it draws .60 amp for 1 min during
> warm-up.
>
> This seems to me to be OK, but what puzzles me is that the page in the
> encoder that lists connections for the 320/327 has pin 15 (main power
> for
> the 327) listed for power.
>
> What have you guys used for powering up the blind encoder??
>
> Thanks,
>
> Dave
>
>
> 7/29/2007 11:14 PM
>
>
> 7/29/2007 11:14 PM
>
>
> ________________________________ Message 9
> _____________________________________
>
>
> Subject: AeroElectric-List: Re: Radio problem!
> From: "Travis" <travishamblen(at)gmail.com>
>
>
> PROBLEM SOLVED!!! The BNC connector at the antenna was gounding out. I made
a
> whole new cable for good measure, and all the problems are long gone!!! Thanks
> for all the advice....
>
> Travis
>
>
> mprather(at)spro.net wrote:
> > If you speak into the mic while transmitting, do you hear your voice (from
> > the sidetone) through the headphones? Are other stations able to hear
> > your transmission? With good quality? In addition to adjusting the gain,
> > you might be able to adjust the sidetone volume if everything else appears
> > to be working properly.
> >
> >
> > Regards,
> >
> > Matt-
> >
> >
> > >
> > >
> > >
> > > I have an XCom radio in my RV-7A and I am having some problems
> > > transmitting. I seem to receive just fine. When I push the PTT button
on
> > > the pilot control stick I get a static in my headset. If I push the PTT
> > > button on the passenger control stick I get the same static (in the pilot
> > > headset) with the same intensity. When I switch headsets to my backup
> > > headset I don't hear the static when I push the PTT. HOWEVER, the problem
> > > is much worse in flight (possibly due to a louder environment); on the
> > > ground with the engine shut down the static is minimal. I have not tried
> > > the backup headset in flight. I will fly tonight with the other headset
> > > to see if this eliminates the problem, but I don't think it will. Since
> > > it only happens when transmitting I am starting to think there is a
> > > problem with the PTT wiring?? Any ideas to start me out? I will report
> > > back with the results of using a different headset. Could this be a gain
> > > adjustment needed (I can adjust the gain)?
> > >
> > > Travis
> > >
> > >
> > >
> > >
> > > Read this topic online here:
> > >
> > > http://forums.matronics.com/viewtopic.php?p=130771#130771
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> >
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=131000#131000
>
>
> ________________________________ Message 10
> ____________________________________
>
>
> From: "David & Elaine Lamphere" <lamphere(at)vabb.com>
> Subject: Re: AeroElectric-List: Blind Encoder Power Connection
>
>
> Thanks Mike.
>
> I'll go with pin 14 as it will be easier just to put that wire (from
> encoder-xpndr cable) on a pin and insert it into the transponder socket.
> Otherwize, it would be harder to do (either putting more than one wire in a
> transponder pin or running a wire back from the connector bundle).
>
> Just wanted to be sure I was interpreting the information correctly..
>
> Dave
>
>
> ----- Original Message -----
> From: "Mike" <mlas(at)cox.net>
> Sent: Saturday, August 25, 2007 4:41 PM
> Subject: RE: AeroElectric-List: Blind Encoder Power Connection to Garmin
> GTX-327 Transponder
>
>
> >
> > Dave,
> >
> > You can do it either way! Pin 14 is switched out limited to 1.5 amps
> > which is well below the use of the encoder. If you use an avionics
> > master you can go to pin 15 which is power into the transponder or you
> > could go directly to a circuit breaker.
> >
> > Mike
> >
> > -----Original Message-----
> > From: owner-aeroelectric-list-server(at)matronics.com
> > [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of David
> > & Elaine Lamphere
> > Sent: Saturday, August 25, 2007 1:12 PM
> > To: aeroelectric-list(at)matronics.com
> > Subject: AeroElectric-List: Blind Encoder Power Connection to Garmin
> > GTX-327 Transponder
> >
> >
> >
> > Anyone have a blind altitude encoder (like an AK-350) that is getting
> > it's
> > power from pin 14 (switched power output) on a Garmin GTX327
> > transponder?
> >
> > I notice that the schematic for the Garmin says that pin is good for
> > 1.5A
> > max. The encoder document says it draws .60 amp for 1 min during
> > warm-up.
> >
> > This seems to me to be OK, but what puzzles me is that the page in the
> > encoder that lists connections for the 320/327 has pin 15 (main power
> > for
> > the 327) listed for power.
> >
> > What have you guys used for powering up the blind encoder??
> >
> > Thanks,
> >
> > Dave
> >
> >
> > 7/29/2007 11:14 PM
> >
> >
> > 7/29/2007 11:14 PM
> >
> >
> >
>
>
> ________________________________ Message 11
> ____________________________________
>
>
> Subject: Re: AeroElectric-List: Blind Encoder Power Connection to Garmin
> GTX-327
> Transponder
> From: Ron Quillin <rjquillin(at)gmail.com>
>
>
> At 13:12 8/25/2007, you wrote:
> >Anyone have a blind altitude encoder (like an AK-350) that is
> >getting it's power from pin 14 (switched power output) on a Garmin
> >GTX327 transponder?
>
> Yes
>
> >I notice that the schematic for the Garmin says that pin is good for
> >1.5A max. The encoder document says it draws .60 amp for 1 min during warm-up.
>
> OK, no problem there. 0.6A is far less than 1.5A
>
> >This seems to me to be OK, but what puzzles me is that the page in
> >the encoder that lists connections for the 320/327 has pin 15 (main
> >power for the 327) listed for power.
>
> Yes, that is the supply to the 327, and anything else powered from
> pin 14 as well.
> Your encoder document shows connections to/from the 327?
> Either pin could be used, but should you need/want encoder output
> (perhaps for a GPS/LORAN) while the transponder was off, pin 14 would
> not be a good choice for encoder power.
>
> >What have you guys used for powering up the blind encoder??
> >
> >Thanks,
> >
> >Dave
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | jim-bean(at)att.net |
hi all,
I have had a non-responding compass since building the plane (RV-8) and finally
decided to do something about it. Removing the compass and walking around with
it shows it to be working OK. Get it within a foot of the roll-over hoop and it
goes nuts. So the hoop is magnetized. I have tried to degauss it with a TV type
degausser without success. I think that the degausser has to surround the metal
to work, thus the hoop would have to be removed or deguassed before installing
it. I am not about to remove it.
Anyway my solution was to install a remote compass. Good solid WW2 technology.
The transmitter sets in a hole cut in the aft part of the baggage compartment
floor. The front indicator is just a needle operated by a servo, connected to
the transmitter by 4 wires. There is a small inverter to supply 25 volts at 400
Hz. Works very well, just kind of pricey. This compass has aggravated me for so
long I am glad to pay it.
Jim Bean
________________________________________________________________________________
| From: | "James Clark" <jclarkmail(at)gmail.com> |
| Subject: | Another remote compass solution .. |
This may a bit late to help you but the Ritchie M2 compass has worked great
for us over the last 5 years. Costs about $150.
See: http://www.shipstore.com/SS/HTML/RIT/RITM2WDSP.html
The remote sensor is behind the baggage bulkhead in the RV6.
It does NOT work that well in turns but once the wings are back to level it
quickly swings to the correct heading.
James
On 8/26/07, jim-bean(at)att.net wrote:
>
>
> hi all,
> I have had a non-responding compass since building the plane (RV-8) and
> finally
> decided to do something about it. Removing the compass and walking around
> with
> it shows it to be working OK. Get it within a foot of the roll-over hoop
> and it
> goes nuts. So the hoop is magnetized. I have tried to degauss it with a TV
> type
> degausser without success. I think that the degausser has to surround the
> metal
> to work, thus the hoop would have to be removed or deguassed before
> installing
> it. I am not about to remove it.
>
> Anyway my solution was to install a remote compass. Good solid WW2
> technology.
> The transmitter sets in a hole cut in the aft part of the baggage
> compartment
> floor. The front indicator is just a needle operated by a servo, connected
> to
> the transmitter by 4 wires. There is a small inverter to supply 25 volts
> at 400
> Hz. Works very well, just kind of pricey. This compass has aggravated me
> for so
> long I am glad to pay it.
>
> Jim Bean
>
>
--
This is an alternate email. Please continue to email me at
james(at)nextupventures.com .
________________________________________________________________________________
| From: | Oldsfolks(at)aol.com |
| Subject: | Another remote compass solution |
I found the best solution to the compass problem was my GPS ?? Imagine that
!!!
Bob Olds
http://discover.aol.com/memed/aolcom30tour
________________________________________________________________________________
| From: | Larry Pardue <n5lp(at)warpdriveonline.com> |
| Subject: | Re: Another remote compass solution |
Some GPSs have an internal compass, but no aircraft unit I know of.
Otherwise, the problem is that the GPS does not give heading, which
is what is used in aviation with ATC.
Larry Pardue
Carlsbad, NM
On Aug 26, 2007, at 8:10 PM, Oldsfolks(at)aol.com wrote:
> I found the best solution to the compass problem was my GPS ??
> Imagine that !!!
>
> Bob Olds
>
>
> www.matronics.com/Navigator?RV-List _-
> ===========================================================
________________________________________________________________________________
| From: | <gmcjetpilot(at)yahoo.com> |
| Subject: | Re: Another remote compass solution |
All of you right. A few notes
The electric Ritchie boat compass is not made any more, so
if you get one its old new stock. You may find them hard to
get now. I was going to use one and bought it. I decided to
get a Dynon EFIS, which as a mag compass, so I did not
use it.
GPS has made the compass obsolete?
True ATC wants us to fly heading, usually, but if VFR with a
GPS "Track" is way better any day. If you have TRACK why
in the world would you care or need mag heading? (smile
laugh). Seriously you are not dead reckoning with a GPS on
board. I look at the compass rarely, may be to double check
the EFIS. On the Boeing B737 there is a wet compass,
folded up and out of view most of the time.
For Day VFR experimental, a "whisky" or "jelly jar"
compass of ANY KIND is needed for day VFR!
Reference the link below. (periheliondesign.com has all kind
of cool electrical stuff for RV builders.)
http://www.periheliondesign.com/downloads/MINIMUM%20INSTRUMENT%20AND%20EQUIPMENT%20REQUIREMENTS.pdf
No compass is needed at all in an experimental for day
VFR (see above). Think about how much you really ever
used a wet compass in the past. In the past we used it to set
the vacuum powered DG. I fly a no electric J-3
sometimes and dead reckon. Yes it has a use but with GPS,
not much. However the advice below is probably good advice:
"GPS should be used in conjunction with dead reckoning,
not to replace it. Electronics are man-made and subject to
failure without warning." (no argument)
As a CFI and instrument instructor in the past I taught all
kinds of compass trivia and lead/lag-dip, but really it's not
practical for much. If the GPS goes out a heading would be
nice of course, but I hate instruments that lie. I almost rather
no compass than one that's useless, assuming you are VFR
and have GPS of some kind.
Cheers George
---------------------------------
________________________________________________________________________________
| Subject: | Leather supplier |
I bought leather from B&B to do both my RV and Navion. They have a lot more
than what they bring to Oshkosh & Sun N Fun. I got a sample at SnF and
called them a few weeks later. I got 6 hides and they made sure they were
all from the same dye lot. Excellent quality at $135/hide. It was a good
deal for me particularly since I got to see and touch it before I bought.
Apparently they are Cessna surplus since my color was tagged as Caravan
Charcoal. Nice folks to deal with. Plan on a check or COD since they don't
do credit cards. They are in the Yeller Pages:
B&B AIRCRAFT SUPPLIES 913-884-5930 AN HARDWARE, AIRCRAFT SURPLUS AND LEATHER
SEAT SKINS
Regards,
Greg Young - Houston (DWH)
RV-6 N6GY - project Phoenix
Navion N5221K - just an XXL RV-6A
>
>
> Hi Ted-
>
> >Does anyone know of a source for leather to upholster my seats?
>
> B&B Aircraft used to bring quite a selection to OSH. I don't
> know anything about the leather market, but their prices for
> aircraft hardware and electrical bits were certainly among
> the best on the field.
>
> glen matejcek
> aerobubba(at)earthlink.net
>
>
4:55 PM
________________________________________________________________________________
| From: | Dave Cudney <yenduc(at)sbcglobal.net> |
| Subject: | Re: Another remote compass solution |
I was going through the same ruminations a week or so ago as to
wether or not a Dynon D 100 would classify as a "magnetic compass".
It does have a magnetrometer , but requires power for it to work ---
and I do have a back up battery in the D 100 which is supposed to
work for about 1 1/2 hours after power failure. As opinions were
split as to wether this would suffice, I decided to use a Pegasus
whiskey compass from S.I.R.S. which I got from AC Spruce for $200.
The compass is TSOD as a backup AC compass. So far I am impressed
with how compact, light, and durable it seems to be. Luckily I found
a spot for it in the panel where it is unaffected by any stray
magnetic fields. I now have five devices in the aircraft which will
give me heading information not including VOR --- seems like overkill
particularly when I'll probably use the 396 in the gismo mount most
of the time.
The gist of the opinions I got from folks who have gone through the
process was that it all depends on the DAR that you get as to wether
or not you need a non powered, whiskey type compass. I decided not
to tempt fate and got the Pegasus. It doesn't weigh much more than
the metal in hole I cut out of the panel for it.
good luck
dave
On Aug 27, 2007, at 4:39 AM, wrote:
> All of you right. A few notes
>
> The electric Ritchie boat compass is not made any more, so
> if you get one its old new stock. You may find them hard to
> get now. I was going to use one and bought it. I decided to
> get a Dynon EFIS, which as a mag compass, so I did not
> use it.
>
> GPS has made the compass obsolete?
>
> True ATC wants us to fly heading, usually, but if VFR with a
> GPS "Track" is way better any day. If you have TRACK why
> in the world would you care or need mag heading? (smile
> laugh). Seriously you are not dead reckoning with a GPS on
> board. I look at the compass rarely, may be to double check
> the EFIS. On the Boeing B737 there is a wet compass,
> folded up and out of view most of the time.
>
> For Day VFR experimental, a "whisky" or "jelly jar"
> compass of ANY KIND is needed for day VFR!
> Reference the link below. (periheliondesign.com has all kind
> of cool electrical stuff for RV builders.)
>
> http://www.periheliondesign.com/downloads/MINIMUM%20INSTRUMENT%20AND
> %20EQUIPMENT%20REQUIREMENTS.pdf
>
> No compass is needed at all in an experimental for day
> VFR (see above). Think about how much you really ever
> used a wet compass in the past. In the past we used it to set
> the vacuum powered DG. I fly a no electric J-3
> sometimes and dead reckon. Yes it has a use but with GPS,
> not much. However the advice below is probably good advice:
>
> "GPS should be used in conjunction with dead reckoning,
> not to replace it. Electronics are man-made and subject to
> failure without warning." (no argument)
>
> As a CFI and instrument instructor in the past I taught all
> kinds of compass trivia and lead/lag-dip, but really it's not
> practical for much. If the GPS goes out a heading would be
> nice of course, but I hate instruments that lie. I almost rather
> no compass than one that's useless, assuming you are VFR
> and have GPS of some kind.
>
> Cheers George
>
>
________________________________________________________________________________
| From: | Sam Buchanan <sbuc(at)hiwaay.net> |
| Subject: | Re: Another remote compass solution |
Just for the sake of the DAR I splurged on a suction cup compass from
Walmart, less than $5 as I recall. The compass was tossed into the
flight bag once he left the airport. He did say I would need a
correction card...... ;-)
Sam Buchanan
RV-6 Classic, 812 hrs
===================================
Dave Cudney wrote:
> I was going through the same ruminations a week or so ago as to wether
> or not a Dynon D 100 would classify as a "magnetic compass". It does
> have a magnetrometer , but requires power for it to work --- and I do
> have a back up battery in the D 100 which is supposed to work for about
> 1 1/2 hours after power failure. As opinions were split as to wether
> this would suffice, I decided to use a Pegasus whiskey compass from
> S.I.R.S. which I got from AC Spruce for $200. The compass is TSOD as a
> backup AC compass. So far I am impressed with how compact, light, and
> durable it seems to be. Luckily I found a spot for it in the panel
> where it is unaffected by any stray magnetic fields. I now have five
> devices in the aircraft which will give me heading information not
> including VOR --- seems like overkill particularly when I'll probably
> use the 396 in the gismo mount most of the time.
>
> The gist of the opinions I got from folks who have gone through the
> process was that it all depends on the DAR that you get as to wether or
> not you need a non powered, whiskey type compass. I decided not to
> tempt fate and got the Pegasus. It doesn't weigh much more than the
> metal in hole I cut out of the panel for it.
>
> good luck
> dave
________________________________________________________________________________
| From: | "Jerry Hansen" <jerry-hansen(at)cox.net> |
| Subject: | You've gotta read this |
http://www.avweb.com/news/ceocockpit/ceo_of_the_cockpit_73_those_devilish_li
ttle_airplanes_195936-1.html
Jerry Hansen
Gillespie Field, CA
________________________________________________________________________________
| From: | "Carl Bell" <carlbell(at)gforcecable.com> |
| Subject: | Wing wiring conduit |
Has anyone used any sort of wing wiring duct for the menagerie of wires
coming from the wing tip lights, antenna, auto pilot, etc. If so could you
tell me what and where to find it? Thx CJ
________________________________________________________________________________
| From: | "Bruce Gray" <Bruce(at)glasair.org> |
| Subject: | Wing wiring conduit |
Local hardware store, flexible PVC tubing.
Bruce
www.Glasair.org
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Carl Bell
Sent: Tuesday, August 28, 2007 10:03 AM
Subject: RV-List: Wing wiring conduit
Has anyone used any sort of wing wiring duct for the menagerie of wires
coming from the wing tip lights, antenna, auto pilot, etc. If so could you
tell me what and where to find it? Thx CJ
________________________________________________________________________________
| From: | Sam Buchanan <sbuc(at)hiwaay.net> |
| Subject: | Re: Wing wiring conduit |
Carl Bell wrote:
> Has anyone used any sort of wing wiring duct for the menagerie of wires
> coming from the wing tip lights, antenna, auto pilot, etc. If so could you
> tell me what and where to find it? Thx CJ
>
Lightweight PVC pipe from your local building supply store.
Sam Buchanan
________________________________________________________________________________
| From: | "Marty Helller" <marty_away(at)hotmail.com> |
| Subject: | Wing wiring conduit |
1" pvc pipe....available in 10' lenghts at the Lowe or Home Depot aviation
isle
>From: "Carl Bell" <carlbell(at)gforcecable.com>
>Reply-To: rv-list(at)matronics.com
>To:
>Subject: RV-List: Wing wiring conduit
>Date: Tue, 28 Aug 2007 10:03:15 -0400
>
>Has anyone used any sort of wing wiring duct for the menagerie of wires
>coming from the wing tip lights, antenna, auto pilot, etc. If so could you
>tell me what and where to find it? Thx CJ
>
>
_________________________________________________________________
More photos, more messages, more storageget 2GB with Windows Live Hotmail.
________________________________________________________________________________
| From: | Darrell Reiley <lifeofreiley2003(at)yahoo.com> |
| Subject: | Re: Wing wiring conduit |
Carl,=0A=0AI like the light weight stuff Van's sells.=0A=0ADarrell=0A=0A---
-- Original Message ----=0AFrom: Carl Bell <carlbell(at)gforcecable.com>=0ATo:
rv-list(at)matronics.com=0ASent: Tuesday, August 28, 2007 9:03:15 AM=0ASubjec
t: RV-List: Wing wiring conduit=0A=0A=0AHas anyone used any sort of wing wi
ring duct for the menagerie of wires coming from the wing tip lights, anten
na, auto pilot, etc. If so could you tell me what and where to find it? Th
=====0A=0A=0A =0A____________________________________________
________________________________________=0APinpoint customers who are looki
ng for what you sell. =0Ahttp://searchmarketing.yahoo.com/
________________________________________________________________________________
| From: | Sam Buchanan <sbuc(at)hiwaay.net> |
| Subject: | Re: Wing wiring conduit |
Darrell Reiley wrote:
> Carl,
>
> I like the light weight stuff Van's sells.
An advantage of the PVC pipe, besides being inexpensive, light, and
readily available, is the smooth interior which makes it *much* easier
to push wire through the conduit. I glued a coupling to each end of the
pipe outboard of the root and tip ribs to hold the pipe in place.
Sam Buchanan
________________________________________________________________________________
| From: | Fiveonepw(at)aol.com |
| Subject: | Re: Wing wiring conduit |
Look no further than the Plumbing aisle at your local Lowes Depot- see:
_http://websites.expercraft.com/n51pw/index.php?q=log_entry&log_id=4868_
(http://websites.expercraft.com/n51pw/index.php?q=log_entry&log_id=4868)
Lots more in the archives on this topic...
>From The PossumWorks in TN
Mark
_http://websites.expercraft.com/n51pw/_
(http://websites.expercraft.com/n51pw/) (http://websites.expercraft.com/n51pw/index.php?q=log_entry&log_id=4868)
http://discover.aol.com/memed/aolcom30tour
________________________________________________________________________________
| From: | Darrell Reiley <lifeofreiley2003(at)yahoo.com> |
| Subject: | Re: Wing wiring conduit |
I think both ideas are great. The split in the product Van's sell helps with wire
drop outs for autopilots, landing lights etc... I just used a vacuum cleaner,
taped a ball of cotton to the wires and sucked them through the conduit. A
small dab of anti-corrosive silicone holds everything nice and tight.
Darrell
----- Original Message ----
From: Sam Buchanan <sbuc(at)hiwaay.net>
Sent: Tuesday, August 28, 2007 10:46:00 AM
Subject: Re: RV-List: Wing wiring conduit
Darrell Reiley wrote:
> Carl,
>
> I like the light weight stuff Van's sells.
An advantage of the PVC pipe, besides being inexpensive, light, and
readily available, is the smooth interior which makes it *much* easier
to push wire through the conduit. I glued a coupling to each end of the
pipe outboard of the root and tip ribs to hold the pipe in place.
Sam Buchanan
Sick sense of humor? Visit Yahoo! TV's
Comedy with an Edge to see what's on, when.
________________________________________________________________________________
| Subject: | fun last Saturday |
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
Check this out. These are 100% real events from my life. If this stuff
ticks you off, please do something about it. I suggest writing your
elected officials, protesting in front of their offices, etc.
This is every bit as dangerous to aviation as user fees. And if you
don't agree, just look how long there has been a TFR around Washington
D.C. now. Do you think we'll ever be allowed to fly there again?
Now it appears that even legal flights are becoming illegal.
Vince
*******************************
August 28, 2007
The Honorable Evan Bayh
United States Senate
131 Russell Senate Office Building
Washington, D.C. 20510-1404
Dear Senator Bayh:
I am contacting you regarding a totally unacceptable event which
occurred to me and a friend on Saturday, August 25, 2007.
I own a plane which I use for traveling throughout the Midwest. On
Saturday I flew from Evansville, IN to Benton Harbor, MI and then on to
Houghton Lake , MI. I was accompanied by a friend, who was flying his
own plane. Both planes also carried one passenger.
After assisting our passengers, who were in Houghton Lake to purchase an
aircraft, my friend and I departed and flew back to Benton Harbor, MI.
Within minutes of landing at Benton Harbor, we were detained by 2 well
armed police officers who were acting under the direction of Homeland
Security.
Homeland Security had received a report of aircraft flying near the
Palisades nuclear power plant, apparently from an observer at the plant
whose job is to watch for aircraft. The police officers asked for our
identification and recorded the registration numbers on our aircraft.
The police officers had no real indication if they were looking for our
aircraft or some other aircraft(s) who may have been the real target.
They relayed this information to Homeland Security, who gave the
officers physical descriptions of me and my friend to confirm our
identities. The officers departed after confirming our identities.
We were given no explanations as to why we were detained other than that
we had flown past the power plant, a flight that is perfectly legal to
do as I will explain below. Detainment of law abiding citizens is
completely unacceptable to me and should be to you also.
First, I realize that many areas were off limits to aircraft after 9/11
and that nuclear power plants were previously under TFRs (temporary
flight restrictions, issued by the FAA, often at the advise of Homeland
Security). These TFRs were rescinded long ago. In their place is FAA
advisory 4/0811 (reprinted below my letter for your convenience) that
admonished pilots avoid these areas anyway.
An FAA advisory has no enforcement teeth. However, FARs (federal
aviation regulations) do have teeth. The FARs (also reprinted at the
end of this letter) state that "aircraft may not be operated closer
than 500 feet to any person, vessel, vehicle, or structure." This is
the primary rule regarding flight in uncontrolled airspace. The
airspace around the Palisades nuclear power plant is uncontrolled. In
fact, the plant isn't even shown on the FAA approved sectional map used
for navigation. And we were never within 500 feet of any part of the
plant.
Because of the now rescinded TFRs and the current 4/0811 advisory I
knew EXACTLY how close I flew to the Palisades nuclear plant. As we
descended to land at Benton Harbor, traveling in a straight line with no
turns, our planes passed the plant at over 2500' AGL (above ground
level) and over 1 mile away. We were traveling at 175 mph, it could
hardly be claimed that we were loitering. This situation beats the
standard and intent of the FARs and the advisory by anyone's
interpretation!
While a 500,000 pound airliner going 500 mph might be able to burn down
a skyscraper, general aviation aircraft like mine that rarely weigh more
than 2000 pounds and rarely go faster than 200 mph are hardly a threat
to anything or anyone except the pilot and passengers! Certainly our
aircraft were NO threat to a nuclear power plant!
Considering that the United States of America is now home to 12,000,000
illegal immigrants who include a large percentage of criminals,
terrorists, uneducated individuals, and other undesirables I demand to
know why Homeland Security is wasting time by detaining law abiding
citizens!?
In closing I'd really like to see the following actions from your
office:
1) Tell me what you are doing, or will do in the very near future to
keep law abiding pilots like myself from having our name added to some
data base kept in the bowels of some Homeland Security office.
2) Restructure Homeland Security immediately to deal with the HUGE
problem of illegal immigration. Otherwise Homeland Security needs to be
abolished since they seem to have no other real function aside from
harassing law abiding citizens.
3) Contact the NRC and Homeland Security and find out why they require
power plants to have employees who are apparently paid to "bird watch"
all day long. While you're asking them why they have these positions,
find out what type of training these "birdwatchers" have. Can they
really tell what a threat looks like? Obviously not!
The United States of America was built on freedom, not on detaining law
abiding citizens. Furthermore, it was built by legal immigrants, not by
undesirables infiltrating at will. Do something about it!
Sincerely,
Vince Frazier
3965 Caborn Road
Mount Vernon, IN 47620
812-464-1839 daytime
FDC 4/0811 FDC ...SPECIAL NOTICE... THIS IS A RESTATEMENT OF A
PREVIOUSLY ISSUED ADVISORY NOTICE. IN THE INTEREST OF NATIONAL SECURITY
AND TO THE EXTENT PRACTICABLE, PILOTS ARE STRONGLY ADVISED TO AVOID THE
AIRSPACE ABOVE, OR IN PROXIMITY TO SUCH SITES AS POWER PLANTS (NUCLEAR,
HYDRO-ELECTRIC, OR COAL), DAMS, REFINERIES, INDUSTRIAL COMPLEXES,
MILITARY FACILITIES AND OTHER SIMILAR FACILITIES. PILOTS SHOULD NOT
CIRCLE AS TO LOITER IN THE VICINITY OVER THESE TYPES OF FACILITIES.
FAR Sec. 91.119
Minimum safe altitudes: General.
Except when necessary for takeoff or landing, no person may operate an
aircraft below the following altitudes:
(a) Anywhere. An altitude allowing, if a power unit fails, an emergency
landing without undue hazard to persons or property on the surface.
(b) Over congested areas. Over any congested area of a city, town, or
settlement, or over any open air assembly of persons, an altitude of
1,000 feet above the highest obstacle within a horizontal radius of
2,000 feet of the aircraft.
(c) Over other than congested areas. An altitude of 500 feet above the
surface, except over open water or sparsely populated areas. In those
cases, the aircraft may not be operated closer than 500 feet to any
person, vessel, vehicle, or structure.
________________________________________________________________________________
| From: | "Brian Meyette" <brianpublic2(at)starband.net> |
| Subject: | fun last Saturday |
Well written, Vince, and I agree with your sentiments
brian
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Frazier, Vincent A
Sent: Tuesday, August 28, 2007 1:14 PM
Subject: RV-List: fun last Saturday
Check this out. These are 100% real events from my life. If this stuff
ticks you off, please do something about it. I suggest writing your elected
officials, protesting in front of their offices, etc.
This is every bit as dangerous to aviation as user fees. And if you don't
agree, just look how long there has been a TFR around Washington D.C. now.
Do you think we'll ever be allowed to fly there again?
Now it appears that even legal flights are becoming illegal.
Vince
*******************************
August 28, 2007
The Honorable Evan Bayh
United States Senate
131 Russell Senate Office Building
Washington, D.C. 20510-1404
Dear Senator Bayh:
I am contacting you regarding a totally unacceptable event which occurred to
me and a friend on Saturday, August 25, 2007.
I own a plane which I use for traveling throughout the Midwest. On Saturday
I flew from Evansville, IN to Benton Harbor, MI and then on to Houghton Lake
, MI. I was accompanied by a friend, who was flying his own plane. Both
planes also carried one passenger.
After assisting our passengers, who were in Houghton Lake to purchase an
aircraft, my friend and I departed and flew back to Benton Harbor, MI.
Within minutes of landing at Benton Harbor, we were detained by 2 well armed
police officers who were acting under the direction of Homeland Security.
Homeland Security had received a report of aircraft flying near the
Palisades nuclear power plant, apparently from an observer at the plant
whose job is to watch for aircraft. The police officers asked for our
identification and recorded the registration numbers on our aircraft. The
police officers had no real indication if they were looking for our aircraft
or some other aircraft(s) who may have been the real target. They relayed
this information to Homeland Security, who gave the officers physical
descriptions of me and my friend to confirm our identities. The officers
departed after confirming our identities.
We were given no explanations as to why we were detained other than that we
had flown past the power plant, a flight that is perfectly legal to do as I
will explain below. Detainment of law abiding citizens is completely
unacceptable to me and should be to you also.
First, I realize that many areas were off limits to aircraft after 9/11 and
that nuclear power plants were previously under TFRs (temporary flight
restrictions, issued by the FAA, often at the advise of Homeland Security).
These TFRs were rescinded long ago. In their place is FAA advisory 4/0811
(reprinted below my letter for your convenience) that admonished pilots
avoid these areas anyway.
An FAA advisory has no enforcement teeth. However, FARs (federal aviation
regulations) do have teeth. The FARs (also reprinted at the end of this
letter) state that "aircraft may not be operated closer than 500 feet to
any person, vessel, vehicle, or structure." This is the primary rule
regarding flight in uncontrolled airspace. The airspace around the
Palisades nuclear power plant is uncontrolled. In fact, the plant isn't
even shown on the FAA approved sectional map used for navigation. And we
were never within 500 feet of any part of the plant.
Because of the now rescinded TFRs and the current 4/0811 advisory I knew
EXACTLY how close I flew to the Palisades nuclear plant. As we descended to
land at Benton Harbor, traveling in a straight line with no turns, our
planes passed the plant at over 2500' AGL (above ground level) and over 1
mile away. We were traveling at 175 mph, it could hardly be claimed that we
were loitering. This situation beats the standard and intent of the FARs
and the advisory by anyone's interpretation!
While a 500,000 pound airliner going 500 mph might be able to burn down a
skyscraper, general aviation aircraft like mine that rarely weigh more than
2000 pounds and rarely go faster than 200 mph are hardly a threat to
anything or anyone except the pilot and passengers! Certainly our aircraft
were NO threat to a nuclear power plant!
Considering that the United States of America is now home to 12,000,000
illegal immigrants who include a large percentage of criminals, terrorists,
uneducated individuals, and other undesirables I demand to know why
Homeland Security is wasting time by detaining law abiding citizens!?
In closing I'd really like to see the following actions from your office:
1) Tell me what you are doing, or will do in the very near future to keep
law abiding pilots like myself from having our name added to some data base
kept in the bowels of some Homeland Security office.
2) Restructure Homeland Security immediately to deal with the HUGE problem
of illegal immigration. Otherwise Homeland Security needs to be abolished
since they seem to have no other real function aside from harassing law
abiding citizens.
3) Contact the NRC and Homeland Security and find out why they require power
plants to have employees who are apparently paid to "bird watch" all day
long. While you're asking them why they have these positions, find out what
type of training these "birdwatchers" have. Can they really tell what a
threat looks like? Obviously not!
The United States of America was built on freedom, not on detaining law
abiding citizens. Furthermore, it was built by legal immigrants, not by
undesirables infiltrating at will. Do something about it!
Sincerely,
Vince Frazier
3965 Caborn Road
Mount Vernon, IN 47620
812-464-1839 daytime
FDC 4/0811 FDC ...SPECIAL NOTICE... THIS IS A RESTATEMENT OF A PREVIOUSLY
ISSUED ADVISORY NOTICE. IN THE INTEREST OF NATIONAL SECURITY AND TO THE
EXTENT PRACTICABLE, PILOTS ARE STRONGLY ADVISED TO AVOID THE AIRSPACE ABOVE,
OR IN PROXIMITY TO SUCH SITES AS POWER PLANTS (NUCLEAR, HYDRO-ELECTRIC, OR
COAL), DAMS, REFINERIES, INDUSTRIAL COMPLEXES, MILITARY FACILITIES AND OTHER
SIMILAR FACILITIES. PILOTS SHOULD NOT CIRCLE AS TO LOITER IN THE VICINITY
OVER THESE TYPES OF FACILITIES.
FAR Sec. 91.119
Minimum safe altitudes: General.
Except when necessary for takeoff or landing, no person may operate an
aircraft below the following altitudes:
(a) Anywhere. An altitude allowing, if a power unit fails, an emergency
landing without undue hazard to persons or property on the surface.
(b) Over congested areas. Over any congested area of a city, town, or
settlement, or over any open air assembly of persons, an altitude of 1,000
feet above the highest obstacle within a horizontal radius of 2,000 feet of
the aircraft.
(c) Over other than congested areas. An altitude of 500 feet above the
surface, except over open water or sparsely populated areas. In those cases,
the aircraft may not be operated closer than 500 feet to any person, vessel,
vehicle, or structure.
6:20 PM
________________________________________________________________________________
| Subject: | fun last Saturday |
| From: | "Robin Marks" <robin1(at)mrmoisture.com> |
This is one of many reasons I prefer the legal MINIMUM size N number on
my planes.
Also of note, part of my local "tour" for friends & guests is to fly
around this beautiful ocean front point (North of Vandenberg, South of
Big Sur). Of course this is also home to a Nuclear power plant so I tend
to fly in a straight line and avoid any appearance of loitering. That
being said half of all local flight training occurs within a mile or two
of this plant. That includes hours of stalls, slow flight, standard &
steep turn training. Often several aircraft at a time.
Robin
N413RV
________________________________________________________________________________
| From: | "Chuck Weyant" <chuck(at)chuckdirect.com> |
| Subject: | Re: fun last Saturday |
You go dude. Couldn't have said it better myself. Freedoms are eroding
and few seem to care. Lots of men (and women) have died to protect
those freedoms. Now little by little we're allowing the government to
take 'em under the guise of protecting us.
Chuck
Certainly our aircraft were NO threat to a nuclear power plant!
Considering that the United States of America is now home to
12,000,000 illegal immigrants who include a large percentage of
criminals, terrorists, uneducated individuals, and other undesirables I
demand to know why Homeland Security is wasting time by detaining law
abiding citizens!?
In closing I'd really like to see the following actions from your
office:
1) Tell me what you are doing, or will do in the very near future to
keep law abiding pilots like myself from having our name added to some
data base kept in the bowels of some Homeland Security office.
2) Restructure Homeland Security immediately to deal with the HUGE
problem of illegal immigration. Otherwise Homeland Security needs to be
abolished since they seem to have no other real function aside from
harassing law abiding citizens.
________________________________________________________________________________
| From: | "Jim Fogarty at Lakes & Leisure Realty" <jfogarty(at)tds.net> |
Sam, I like your idea on the coupling for the PVC pipe to hold the pipe
in place for the wing wiring. Did you use in t-couplings inside the
wing? Also, thanks to the Possum Works for his good idea's on the 5/8
inch PVC pipe. Great.
Jim Fogarty
RV9a
________________________________________________________________________________
| Subject: | Re: fun last Saturday |
| From: | "Bob Collins" <bcollinsrv7a(at)comcast.net> |
chuck(at)chuckdirect.com wrote:
>
> Certainly our aircraft were NO threat to a nuclear power plant!
>
But this is the mistake we always make when the freedoms that get eroded are "ours."
We basically say to people, "your fears are unfounded."
The whole point of terrorism isn't to destroy a country, it's to erode the sense
of safety. That's what terror is. The government knows that too, that's why
all the anti-terrorism crusade is such a show. The port security sucks. Why? Because
although it's probably more important than any other gaping hole right
now, the average person doesn't "see" it. They see airplanes. So the big show
is at the airport, while busses and trains -- more traditional targets of bombers
-- have no such show going on.
In theory, VERY few of us are likely to be "victims" of terrorists. They just
want us to "think" we are and, usually, that's good enough. We'll take care of
the rest.
The woman who called about the plane was afraid, thanks to the climate in the
country. Sure, we could waste time telling her her fears aren't real, but she's
not going to believe it.
To me, it's really a "horse has already left the barn" situation. Politicians have
played on the irrational fears of people just like that lady to get -- and
stay -- in office.
OTOH, keep in mind that it wasn't an airplane hitting a building that caused all
this. It was a 99-cent boxcutter. Who knew that a handful of themt could be
used to bring down two large buildings, put the world's greatest economy into
a recession, and start a war that will kill an additional 3,500 people.
It's all so sad but it's hear to stay. The only way to stay out of the soup now
is not to fly near nuke plants, I guess.
--------
Bob Collins
St. Paul, Minn.
RV Builder's Hotline (free!)
http://rvhotline.expercraft.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=131441#131441
________________________________________________________________________________
| From: | Sam Buchanan <sbuc(at)hiwaay.net> |
Jim Fogarty at Lakes & Leisure Realty wrote:
> Sam, I like your idea on the coupling for the PVC pipe to hold the
> pipe in place for the wing wiring. Did you use in t-couplings inside
> the wing? Also, thanks to the Possum Works for his good idea's on
> the 5/8 inch PVC pipe. Great.
>
> Jim Fogarty RV9a
Thanks Jim, the idea certainly did not originate with me. :-)
I didn't use a tee mid-wing but I see no reason why you couldn't. When I
added the LRI I *carefully* cut a hole in the PVC mid-wing with a Dremel
so I could add the lines for the LRI probe. An existing tee would have
saved a few minutes.
Sam Buchanan
________________________________________________________________________________
| From: | linn Walters <pitts_pilot(at)bellsouth.net> |
| Subject: | Re: Wing wiring conduit |
Most of the time wire doesn't like to be pushed. If you have room at
one end, use your shop vac to suck a pulling string through the
conduit. A small piece of foam or even a piece of paper towel tied on
the end of the string is all you need.
Linn
Sam Buchanan wrote:
>
> Darrell Reiley wrote:
>
>> Carl,
>>
>> I like the light weight stuff Van's sells.
>
>
> An advantage of the PVC pipe, besides being inexpensive, light, and
> readily available, is the smooth interior which makes it *much* easier
> to push wire through the conduit. I glued a coupling to each end of
> the pipe outboard of the root and tip ribs to hold the pipe in place.
>
> Sam Buchanan
>
>
________________________________________________________________________________
| Subject: | fun last Saturday |
| From: | "Chuck Jensen" <cjensen(at)dts9000.com> |
A badge on the chest and a gun on the hip makes ordinary people go
insane....at least without a lot of education and training. Bureaucrats
are equipped with both badge and gun, at least symbolically, even if
they are not physically present, thus sane behavior is not to be
expected in all cases.
In this immediate instance, I can say with certainty that nuclear plants
do not have a "bird watcher" job. Certainly, if there is a plane that
does loiter at low elevation in the vicinity of the plant, they'll take
notice as they apparently did in this case. (Speculation begins here)
They probably picked up their HS hotline and reported that a plane was
loitering in the area of the plant at a low altitude. When asked to
describe the plane, they responded that it had an engine, tail and two
wings. Since you were next to land and you EXACTLY met the description,
you became a participant to a meeting with Officialdom without a prior
appointment. Know this; you will make some gumshoe's daily report as
proof that they are busy averting "terrorism by small aircraft" and that
the world is safer because of their unstinting vigilance (or is that
vigilantism).
Of course, if you were smuggling a monkey under your hat, they would
have let you pass without questioning. Sweeeet, isn't it?
Chuck Jensen
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Brian Meyette
Sent: Tuesday, August 28, 2007 4:05 PM
Subject: RE: RV-List: fun last Saturday
Well written, Vince, and I agree with your sentiments
brian
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Frazier, Vincent
A
Sent: Tuesday, August 28, 2007 1:14 PM
Subject: RV-List: fun last Saturday
Check this out. These are 100% real events from my life. If this stuff
ticks you off, please do something about it. I suggest writing your
elected officials, protesting in front of their offices, etc.
This is every bit as dangerous to aviation as user fees. And if you
don't agree, just look how long there has been a TFR around Washington
D.C. now. Do you think we'll ever be allowed to fly there again?
Now it appears that even legal flights are becoming illegal.
Vince
*******************************
August 28, 2007
The Honorable Evan Bayh
United States Senate
131 Russell Senate Office Building
Washington, D.C. 20510-1404
Dear Senator Bayh:
I am contacting you regarding a totally unacceptable event which
occurred to me and a friend on Saturday, August 25, 2007.
I own a plane which I use for traveling throughout the Midwest. On
Saturday I flew from Evansville, IN to Benton Harbor, MI and then on to
Houghton Lake , MI. I was accompanied by a friend, who was flying his
own plane. Both planes also carried one passenger.
After assisting our passengers, who were in Houghton Lake to purchase an
aircraft, my friend and I departed and flew back to Benton Harbor, MI.
Within minutes of landing at Benton Harbor, we were detained by 2 well
armed police officers who were acting under the direction of Homeland
Security.
Homeland Security had received a report of aircraft flying near the
Palisades nuclear power plant, apparently from an observer at the plant
whose job is to watch for aircraft. The police officers asked for our
identification and recorded the registration numbers on our aircraft.
The police officers had no real indication if they were looking for our
aircraft or some other aircraft(s) who may have been the real target.
They relayed this information to Homeland Security, who gave the
officers physical descriptions of me and my friend to confirm our
identities. The officers departed after confirming our identities.
We were given no explanations as to why we were detained other than that
we had flown past the power plant, a flight that is perfectly legal to
do as I will explain below. Detainment of law abiding citizens is
completely unacceptable to me and should be to you also.
First, I realize that many areas were off limits to aircraft after 9/11
and that nuclear power plants were previously under TFRs (temporary
flight restrictions, issued by the FAA, often at the advise of Homeland
Security). These TFRs were rescinded long ago. In their place is FAA
advisory 4/0811 (reprinted below my letter for your convenience) that
admonished pilots avoid these areas anyway.
An FAA advisory has no enforcement teeth. However, FARs (federal
aviation regulations) do have teeth. The FARs (also reprinted at the
end of this letter) state that "aircraft may not be operated closer
than 500 feet to any person, vessel, vehicle, or structure." This is
the primary rule regarding flight in uncontrolled airspace. The
airspace around the Palisades nuclear power plant is uncontrolled. In
fact, the plant isn't even shown on the FAA approved sectional map used
for navigation. And we were never within 500 feet of any part of the
plant.
Because of the now rescinded TFRs and the current 4/0811 advisory I
knew EXACTLY how close I flew to the Palisades nuclear plant. As we
descended to land at Benton Harbor, traveling in a straight line with no
turns, our planes passed the plant at over 2500' AGL (above ground
level) and over 1 mile away. We were traveling at 175 mph, it could
hardly be claimed that we were loitering. This situation beats the
standard and intent of the FARs and the advisory by anyone's
interpretation!
While a 500,000 pound airliner going 500 mph might be able to burn down
a skyscraper, general aviation aircraft like mine that rarely weigh more
than 2000 pounds and rarely go faster than 200 mph are hardly a threat
to anything or anyone except the pilot and passengers! Certainly our
aircraft were NO threat to a nuclear power plant!
Considering that the United States of America is now home to 12,000,000
illegal immigrants who include a large percentage of criminals,
terrorists, uneducated individuals, and other undesirables I demand to
know why Homeland Security is wasting time by detaining law abiding
citizens!?
In closing I'd really like to see the following actions from your
office:
1) Tell me what you are doing, or will do in the very near future to
keep law abiding pilots like myself from having our name added to some
data base kept in the bowels of some Homeland Security office.
2) Restructure Homeland Security immediately to deal with the HUGE
problem of illegal immigration. Otherwise Homeland Security needs to be
abolished since they seem to have no other real function aside from
harassing law abiding citizens.
3) Contact the NRC and Homeland Security and find out why they require
power plants to have employees who are apparently paid to "bird watch"
all day long. While you're asking them why they have these positions,
find out what type of training these "birdwatchers" have. Can they
really tell what a threat looks like? Obviously not!
The United States of America was built on freedom, not on detaining law
abiding citizens. Furthermore, it was built by legal immigrants, not by
undesirables infiltrating at will. Do something about it!
Sincerely,
Vince Frazier
3965 Caborn Road
Mount Vernon, IN 47620
812-464-1839 daytime
FDC 4/0811 FDC ...SPECIAL NOTICE... THIS IS A RESTATEMENT OF A
PREVIOUSLY ISSUED ADVISORY NOTICE. IN THE INTEREST OF NATIONAL SECURITY
AND TO THE EXTENT PRACTICABLE, PILOTS ARE STRONGLY ADVISED TO AVOID THE
AIRSPACE ABOVE, OR IN PROXIMITY TO SUCH SITES AS POWER PLANTS (NUCLEAR,
HYDRO-ELECTRIC, OR COAL), DAMS, REFINERIES, INDUSTRIAL COMPLEXES,
MILITARY FACILITIES AND OTHER SIMILAR FACILITIES. PILOTS SHOULD NOT
CIRCLE AS TO LOITER IN THE VICINITY OVER THESE TYPES OF FACILITIES.
FAR Sec. 91.119
Minimum safe altitudes: General.
Except when necessary for takeoff or landing, no person may operate an
aircraft below the following altitudes:
(a) Anywhere. An altitude allowing, if a power unit fails, an emergency
landing without undue hazard to persons or property on the surface.
(b) Over congested areas. Over any congested area of a city, town, or
settlement, or over any open air assembly of persons, an altitude of
1,000 feet above the highest obstacle within a horizontal radius of
2,000 feet of the aircraft.
(c) Over other than congested areas. An altitude of 500 feet above the
surface, except over open water or sparsely populated areas. In those
cases, the aircraft may not be operated closer than 500 feet to any
person, vessel, vehicle, or structure.
- The RV-List Email Forum -
________________________________________________________________________________
| From: | "Michael D. Cencula" <matronics(at)cencula.com> |
| Subject: | Re: Wing wiring conduit |
On Tuesday August 28 2007 10:03:15 am Carl Bell wrote:
> Has anyone used any sort of wing wiring duct for the menagerie of wires
> coming from the wing tip lights, antenna, auto pilot, etc. If so could you
> tell me what and where to find it? Thx CJ
A few thoughts:
1. If you use the thin walled PVC pipe (7/8 OD), you can slide the conduit
into the wing *after* the bottom skin is on, so you don't have to worry about
bucking around an already in-place conduit.
2. If you plan the location correctly, it should be possible to use a
continuous piece of conduit that goes all the way from the wingtip into the
center of the fuselage. See http://www.our7a.com/20070331.html
3. As others have mentioned, the PVC conduit is smoother and may make it
easier to slide wires through. On the downside, it's heavier though.
Happy building,
Mike Cencula
________________________________________________________________________________
| From: | Dave Nellis <truflite(at)yahoo.com> |
| Subject: | Re: Wing wiring conduit |
To refine your cotton ball "mouse" (that's what we
electricians call it), use a baggie instead. Make a
small balloon in one corner and tie the balloon off
with a piece of string. Leave long tails on the
string and tie the wires to the tails. Poke a small
hole in the plastic bag near the tie. Suck it through
with a vacuum. The suction pressure differential and
the small hole inflate the bag creating a seal. Don't
wrap your fingers around the wire, because that
baggie balloon will fly though the conduit like a
shotand take your fingers with it.
Dave
--- Darrell Reiley wrote:
>
>
> I think both ideas are great. The split in the
> product Van's sell helps with wire drop outs for
> autopilots, landing lights etc... I just used a
> vacuum cleaner, taped a ball of cotton to the wires
> and sucked them through the conduit. A small dab of
> anti-corrosive silicone holds everything nice and
> tight.
>
> Darrell
>
> ----- Original Message ----
> From: Sam Buchanan <sbuc(at)hiwaay.net>
> To: rv-list(at)matronics.com
> Sent: Tuesday, August 28, 2007 10:46:00 AM
> Subject: Re: RV-List: Wing wiring conduit
>
>
>
>
> Darrell Reiley wrote:
> > Carl,
> >
> > I like the light weight stuff Van's sells.
>
> An advantage of the PVC pipe, besides being
> inexpensive, light, and
> readily available, is the smooth interior which
> makes it *much* easier
> to push wire through the conduit. I glued a coupling
> to each end of the
> pipe outboard of the root and tip ribs to hold the
> pipe in place.
>
> Sam Buchanan
>
>
>
>
> Sick sense of humor? Visit Yahoo! TV's
> Comedy with an Edge to see what's on, when.
>
>
>
> browse
> Subscriptions page,
> FAQ,
>
> Web Forums!
>
>
>
>
>
Need a vacation? Get great deals
to amazing places on Yahoo! Travel.
http://travel.yahoo.com/
________________________________________________________________________________
| From: | Darrell Reiley <lifeofreiley2003(at)yahoo.com> |
| Subject: | Re: Wing wiring conduit |
What an awesome idea! I can't wait to try it... :-)
Thanks, I'm filing this one under 'Builder Notes' for sure.
Darrell
----- Original Message ----
From: Dave Nellis <truflite(at)yahoo.com>
Sent: Tuesday, August 28, 2007 10:15:32 PM
Subject: Re: RV-List: Wing wiring conduit
To refine your cotton ball "mouse" (that's what we
electricians call it), use a baggie instead. Make a
small balloon in one corner and tie the balloon off
with a piece of string. Leave long tails on the
string and tie the wires to the tails. Poke a small
hole in the plastic bag near the tie. Suck it through
with a vacuum. The suction pressure differential and
the small hole inflate the bag creating a seal. Don't
wrap your fingers around the wire, because that
baggie balloon will fly though the conduit like a
shotand take your fingers with it.
Dave
--- Darrell Reiley wrote:
>
>
> I think both ideas are great. The split in the
> product Van's sell helps with wire drop outs for
> autopilots, landing lights etc... I just used a
> vacuum cleaner, taped a ball of cotton to the wires
> and sucked them through the conduit. A small dab of
> anti-corrosive silicone holds everything nice and
> tight.
>
> Darrell
>
> ----- Original Message ----
> From: Sam Buchanan <sbuc(at)hiwaay.net>
> To: rv-list(at)matronics.com
> Sent: Tuesday, August 28, 2007 10:46:00 AM
> Subject: Re: RV-List: Wing wiring conduit
>
>
>
>
> Darrell Reiley wrote:
> > Carl,
> >
> > I like the light weight stuff Van's sells.
>
> An advantage of the PVC pipe, besides being
> inexpensive, light, and
> readily available, is the smooth interior which
> makes it *much* easier
> to push wire through the conduit. I glued a coupling
> to each end of the
> pipe outboard of the root and tip ribs to hold the
> pipe in place.
>
> Sam Buchanan
>
>
>
>
> Sick sense of humor? Visit Yahoo! TV's
> Comedy with an Edge to see what's on, when.
>
>
>
> browse
> Subscriptions page,
> FAQ,
>
> Web Forums!
>
>
>
>
>
Need a vacation? Get great deals
to amazing places on Yahoo! Travel.
http://travel.yahoo.com/
http://smallbusiness.yahoo.com/webhosting
________________________________________________________________________________
| Subject: | Wing wiring conduit |
| From: | "Chuck Jensen" <cjensen(at)dts9000.com> |
Dave is right about the warning " Don't wrap your fingers around the
wire, because that baggie balloon will fly though the conduit like a
shot and take your fingers with it."
Stubby
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Dave Nellis
Sent: Tuesday, August 28, 2007 11:16 PM
Subject: Re: RV-List: Wing wiring conduit
To refine your cotton ball "mouse" (that's what we
electricians call it), use a baggie instead. Make a
small balloon in one corner and tie the balloon off
with a piece of string. Leave long tails on the
string and tie the wires to the tails. Poke a small
hole in the plastic bag near the tie. Suck it through
with a vacuum. The suction pressure differential and
the small hole inflate the bag creating a seal. Don't
wrap your fingers around the wire, because that
baggie balloon will fly though the conduit like a
shotand take your fingers with it.
Dave
--- Darrell Reiley wrote:
>
>
> I think both ideas are great. The split in the
> product Van's sell helps with wire drop outs for
> autopilots, landing lights etc... I just used a
> vacuum cleaner, taped a ball of cotton to the wires
> and sucked them through the conduit. A small dab of anti-corrosive
> silicone holds everything nice and tight.
>
> Darrell
>
> ----- Original Message ----
> From: Sam Buchanan <sbuc(at)hiwaay.net>
> To: rv-list(at)matronics.com
> Sent: Tuesday, August 28, 2007 10:46:00 AM
> Subject: Re: RV-List: Wing wiring conduit
>
>
>
>
> Darrell Reiley wrote:
> > Carl,
> >
> > I like the light weight stuff Van's sells.
>
> An advantage of the PVC pipe, besides being
> inexpensive, light, and
> readily available, is the smooth interior which
> makes it *much* easier
> to push wire through the conduit. I glued a coupling
> to each end of the
> pipe outboard of the root and tip ribs to hold the
> pipe in place.
>
> Sam Buchanan
>
>
>
>
> Sick sense of humor? Visit Yahoo! TV's
> Comedy with an Edge to see what's on, when.
>
>
>
> browse
> Subscriptions page,
> FAQ,
>
> Web Forums!
>
>
>
>
>
Need a vacation? Get great deals
to amazing places on Yahoo! Travel.
http://travel.yahoo.com/
________________________________________________________________________________
| From: | "Randy Lervold" <randy(at)romeolima.com> |
| Subject: | Re: Wing wiring conduit |
I'll be the odd man out here and say that I prefer NOT to use conduit at
all. I use snap bushings through the wing ribs then a small piece of
spiral wrap around the bundle between the ribs. This lets you visually
inspect the wires, keeps heat from building up, is lighter weight, and
lets wires exit the bundle anywhere you like. Yes, you can reach inside
through the inspection covers to install/remove the 1-2" pieces of
spiral wrap in order to change/add a wire. I've used this with two RVs
now and wouldn't consider any other way. Lastly, any of the conduit
mentioned gives off nasty fumes if it ever burns which is why we use
Tefzel wire. Why add another material with poor fire qualities when you
don't need to?
Randy Lervold
www.rv-3.com
www.rv-8.com
----- Original Message -----
From: Carl Bell
To: rv-list(at)matronics.com
Sent: Tuesday, August 28, 2007 7:03 AM
Subject: RV-List: Wing wiring conduit
Has anyone used any sort of wing wiring duct for the menagerie of
wires coming from the wing tip lights, antenna, auto pilot, etc. If so
could you tell me what and where to find it? Thx CJ
________________________________________________________________________________
| From: | Bill VonDane <bill(at)vondane.com> |
| Subject: | Re: Wing wiring conduit |
Ok, since I didn't want to be the only one here I waited for Randy to
say something... ;)
I did the same thing; used snap in bushings and no conduit... You can
easily rout wires through the end of the wing and the access panels with
no problem... Why add weight when you don't have to!?
-Bill VonDane
RV-8A - N8WV - 1059 empty weight!
www.rv8a.com
> Randy Lervold wrote:
>> I'll be the odd man out here and say that I prefer NOT to use
conduit at all. I use snap bushings through the wing ribs then a small
piece of spiral wrap around the bundle between the ribs. This lets you
visually inspect the wires, keeps heat from building up, is lighter
weight, and lets wires exit the bundle anywhere you like. Yes, you can
reach inside through the inspection covers to install/remove the 1-2"
pieces of spiral wrap in order to change/add a wire. I've used this with
two RVs now and wouldn't consider any other way. Lastly, any of the
conduit mentioned gives off nasty fumes if it ever burns which is why we
use Tefzel wire. Why add another material with poor fire qualities when
you don't need to?
>>
>> Randy Lervold
>> www.rv-3.com
>> www.rv-8.com
>>
>>
>> ----- Original Message -----
>> From: Carl Bell
>> To: rv-list(at)matronics.com
>> Sent: Tuesday, August 28, 2007 7:03 AM
>> Subject: RV-List: Wing wiring conduit
>>
>> Has anyone used any sort of wing wiring duct for the menagerie
of wires coming from the wing tip lights, antenna, auto pilot, etc. If
so could you tell me what and where to find it? Thx CJ
>>
>>
>>
>>
>>
>>
>>
>>
href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.com/Navigator?RV-List
>> href="http://forums.matronics.com">http://forums.matronics.com
>>
>>
>>
>>
________________________________________________________________________________
| Subject: | Re: Wing wiring conduit |
| From: | "Herron, Al" <Al.Herron(at)aerojet.com> |
What I like even better than PVC pipe is the black plastic tubing for
drip irrigation systems. It's 5/8" OD, with a very thin wall. It's
tough, lightweight, and flexible enough to go around mild bends (it will
kink if you try to go tighter than about a 10" radius). I've used it
both in the wings and the fuselage.
Al Herron
RV-7A
Been dang near done for some time.
________________________________________________________________________________
| Subject: | Re: fun last Saturday |
| From: | "Bob Collins" <bcollinsrv7a(at)comcast.net> |
Good advice. I would only add that another thing is to start paying attention.
Give a rip about user fees when they're not about airplanes. Give a rip about
rights, when they're not talking about the ones you're interested in. And stop
listening to the people who tell you what to think. That creates a culture that
doesn't bother with the process of weighing both sides and coming to one's
own conclusion.
--------
Bob Collins
St. Paul, Minn.
RV Builder's Hotline (free!)
http://rvhotline.expercraft.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=131639#131639
________________________________________________________________________________
| From: | "George P. Tyler" <gptyler(at)metrocast.net> |
| Subject: | Re: fun last Saturday |
Ya Gata love it, thanks for sending that letter too few of us do, we
just mutter under our breath. George
----- Original Message -----
From: Frazier, Vincent A
To: william hilling
Sent: Tuesday, August 28, 2007 2:13 PM
Subject: RV-List: fun last Saturday
Check this out. These are 100% real events from my life. If this
stuff ticks you off, please do something about it. I suggest writing
your elected officials, protesting in front of their offices, etc.
This is every bit as dangerous to aviation as user fees. And if you
don't agree, just look how long there has been a TFR around Washington
D.C. now. Do you think we'll ever be allowed to fly there again?
Now it appears that even legal flights are becoming illegal.
Vince
*******************************
August 28, 2007
The Honorable Evan Bayh
United States Senate
131 Russell Senate Office Building
Washington, D.C. 20510-1404
Dear Senator Bayh:
I am contacting you regarding a totally unacceptable event which
occurred to me and a friend on Saturday, August 25, 2007.
I own a plane which I use for traveling throughout the Midwest. On
Saturday I flew from Evansville, IN to Benton Harbor, MI and then on to
Houghton Lake , MI. I was accompanied by a friend, who was flying his
own plane. Both planes also carried one passenger.
After assisting our passengers, who were in Houghton Lake to purchase
an aircraft, my friend and I departed and flew back to Benton Harbor,
MI. Within minutes of landing at Benton Harbor, we were detained by 2
well armed police officers who were acting under the direction of
Homeland Security.
Homeland Security had received a report of aircraft flying near the
Palisades nuclear power plant, apparently from an observer at the plant
whose job is to watch for aircraft. The police officers asked for our
identification and recorded the registration numbers on our aircraft.
The police officers had no real indication if they were looking for our
aircraft or some other aircraft(s) who may have been the real target.
They relayed this information to Homeland Security, who gave the
officers physical descriptions of me and my friend to confirm our
identities. The officers departed after confirming our identities.
We were given no explanations as to why we were detained other than
that we had flown past the power plant, a flight that is perfectly legal
to do as I will explain below. Detainment of law abiding citizens is
completely unacceptable to me and should be to you also.
First, I realize that many areas were off limits to aircraft after
9/11 and that nuclear power plants were previously under TFRs
(temporary flight restrictions, issued by the FAA, often at the advise
of Homeland Security). These TFRs were rescinded long ago. In their
place is FAA advisory 4/0811 (reprinted below my letter for your
convenience) that admonished pilots avoid these areas anyway.
An FAA advisory has no enforcement teeth. However, FARs (federal
aviation regulations) do have teeth. The FARs (also reprinted at the
end of this letter) state that "aircraft may not be operated closer
than 500 feet to any person, vessel, vehicle, or structure." This is
the primary rule regarding flight in uncontrolled airspace. The
airspace around the Palisades nuclear power plant is uncontrolled. In
fact, the plant isn't even shown on the FAA approved sectional map used
for navigation. And we were never within 500 feet of any part of the
plant.
Because of the now rescinded TFRs and the current 4/0811 advisory I
knew EXACTLY how close I flew to the Palisades nuclear plant. As we
descended to land at Benton Harbor, traveling in a straight line with no
turns, our planes passed the plant at over 2500' AGL (above ground
level) and over 1 mile away. We were traveling at 175 mph, it could
hardly be claimed that we were loitering. This situation beats the
standard and intent of the FARs and the advisory by anyone's
interpretation!
While a 500,000 pound airliner going 500 mph might be able to burn
down a skyscraper, general aviation aircraft like mine that rarely weigh
more than 2000 pounds and rarely go faster than 200 mph are hardly a
threat to anything or anyone except the pilot and passengers! Certainly
our aircraft were NO threat to a nuclear power plant!
Considering that the United States of America is now home to
12,000,000 illegal immigrants who include a large percentage of
criminals, terrorists, uneducated individuals, and other undesirables I
demand to know why Homeland Security is wasting time by detaining law
abiding citizens!?
In closing I'd really like to see the following actions from your
office:
1) Tell me what you are doing, or will do in the very near future to
keep law abiding pilots like myself from having our name added to some
data base kept in the bowels of some Homeland Security office.
2) Restructure Homeland Security immediately to deal with the HUGE
problem of illegal immigration. Otherwise Homeland Security needs to be
abolished since they seem to have no other real function aside from
harassing law abiding citizens.
3) Contact the NRC and Homeland Security and find out why they require
power plants to have employees who are apparently paid to "bird watch"
all day long. While you're asking them why they have these positions,
find out what type of training these "birdwatchers" have. Can they
really tell what a threat looks like? Obviously not!
The United States of America was built on freedom, not on detaining
law abiding citizens. Furthermore, it was built by legal immigrants,
not by undesirables infiltrating at will. Do something about it!
Sincerely,
Vince Frazier
3965 Caborn Road
Mount Vernon, IN 47620
812-464-1839 daytime
FDC 4/0811 FDC ...SPECIAL NOTICE... THIS IS A RESTATEMENT OF A
PREVIOUSLY ISSUED ADVISORY NOTICE. IN THE INTEREST OF NATIONAL SECURITY
AND TO THE EXTENT PRACTICABLE, PILOTS ARE STRONGLY ADVISED TO AVOID THE
AIRSPACE ABOVE, OR IN PROXIMITY TO SUCH SITES AS POWER PLANTS (NUCLEAR,
HYDRO-ELECTRIC, OR COAL), DAMS, REFINERIES, INDUSTRIAL COMPLEXES,
MILITARY FACILITIES AND OTHER SIMILAR FACILITIES. PILOTS SHOULD NOT
CIRCLE AS TO LOITER IN THE VICINITY OVER THESE TYPES OF FACILITIES.
FAR Sec. 91.119
Minimum safe altitudes: General.
Except when necessary for takeoff or landing, no person may operate an
aircraft below the following altitudes:
(a) Anywhere. An altitude allowing, if a power unit fails, an
emergency landing without undue hazard to persons or property on the
surface.
(b) Over congested areas. Over any congested area of a city, town, or
settlement, or over any open air assembly of persons, an altitude of
1,000 feet above the highest obstacle within a horizontal radius of
2,000 feet of the aircraft.
(c) Over other than congested areas. An altitude of 500 feet above the
surface, except over open water or sparsely populated areas. In those
cases, the aircraft may not be operated closer than 500 feet to any
person, vessel, vehicle, or structure.
________________________________________________________________________________
| From: | Bill VonDane <bill(at)vondane.com> |
| Subject: | avionics for sale |
I have a buddy that has some stuff for sale... Please contact him
directly...
- King KX165 Nav/Comm (this is the 28V unit), spruce has for $3695, will
sell for $2000
- Garmin 106 Remote Head (not a 106a), spruce has for $1500, will sell
for $950
Contact Burrall Sanders: yankeeair(at)earthlink.net
________________________________________________________________________________
| Subject: | Precision Airmotive Eagle EMS |
| From: | "Valovich, Paul" <pvalovich(at)dcscorp.com> |
Indecision is once again the key to flexibility! After several
job-related delays, I'm REALLY at the engine-ordering stage of my -8A
project. I've decided on an Aerosport 180 hp fuel injected engine and
initially thought dual Lightspeed ignition was the way to go. However,
I've now heard of the Precision Airmotive Eagle EMS and am somewhat
intrigued.
Anyone have any experience - or opinions?
Paul Valovich
Ridgecrest, CA
N192NM Reserved
________________________________________________________________________________
| From: | "Wheeler North" <wnorth(at)sdccd.edu> |
To conduit or not to conduit, that is the question.
It is a waste of weight, but there are places where it is wise.
The bay spans in the -6 wing are not reachable by the design of arms which
remain attached to my body so there is conduit there, otherwise I avoid it.
Wrap probably doesn't reduce heat all that much over a loose thin conduit as
it really holds the wires tight together.
Rib stitching line or tie wraps with a little looseness between ties
probably do best for temperature.
I found these micro thin plastic sheathes that cover shower curtain rods at
Aero Depot for those few spans that nothing but a mini-monkey can get to.
They are split and can be reduced to fit right into a snap bushing very
easily.
________________________________________________________________________________
| From: | "Ron Lee" <ronlee(at)pcisys.net> |
| Subject: | Re: Precision Airmotive Eagle EMS |
While it sounds interesting I would like to see reasonable field use
reports.
I am not one to be an early adopter of new aviation items like this.
Nor am
I a fan of FADEC like systems. I have seen one and it struck me as too
complex, expensive, possible heavy and it "may" have been at fault in
the
forced landing of a 7A that was essentially destroyed.
I like to lean my mixture after start up to taxi and after landing to
minimize
plug fouling. That apparently is not possible with this system so I
would
guess (not verified) that foiled plugs may be more common than with my
carbureted, manually leaned system.
I definitely see no reason to change from what I have. With a new
purchase
it may make sense for some but with my perhaps close-minded view, I
would
stick with your original plan.
A mag and one Lightspeed do provide different ignition failure modes.
Ron Lee
________________________________________________________________________________
| From: | "Ron Lee" <ronlee(at)pcisys.net> |
| Subject: | Re: Precision Airmotive Eagle EMS |
I just reread your ignition choice and see that you are planning DUAL
Lightspeeds versus my one (plus a mag). Lightspeed is the only system
that I would do that with.
Ron Lee
________________________________________________________________________________
| From: | "JAMES MCCHESNEY" <rvtach(at)msn.com> |
| Subject: | COPPERSTATE Fly-in Oct 25-28 (Help Wanted) |
COPPERSTATE Regional EAA Fly-In will be held October 25-28 at the Casa
Grande, Arizona Municipal Airport (CGZ). See
www.copperstate.org<http://www.copperstate.org/> for details.
My name is Jim McChesney and I am the director of Aircraft Parking for
the COPPERSTATE Fly-In. Every fly-in that happens, anywhere, is
dependent on volunteers. It is a fact that fly-in's simply would not
exist if people didn't give away their time to make it happen.
COPPERSTATE is obviously no different and we truly appreciate all the
volunteers out there!
I perpetually have 2 specific volunteer opportunities in the aircraft
parking area that I am asking for help with.
#1- As aircraft exit the runway they are directed to ShowPlane Parking
(Experimental, Warbirds, Antiques, etc), Aircraft Camping and General
Aircraft Parking (most Cessnas, Pipers etc).
We need some folks who can ID aircraft well enough to tell Showplanes
from general transient aircraft and then direct the pilots, via radio (a
simple "turn left (or right) at the taxiway") to the general area of the
ramp where they are met by parking marshals and shown to their tie down
spot. Most people seem to shy away from this job but it's really not
hard. You don't have to know every airplane that taxis past and nobody's
feelings get hurt if a Cessna ends up with the homebuilts. So, if this
interests you at all please email me off list at
rvtach(at)msn.com. We really need some help on this
one.
#2- The most common request I hear from pilots exiting the runway at our
event is "I'd like to park in the (insert aircraft type here. RV,
Luscombe, warbird, antique.) area." Unfortunately we have to tell them
that we don't have any type areas because we don't have the manpower to
staff them.
So, if you have an interest in a specific aircraft (like, I don't know,
maybe RVs...) and would like to host an area to showcase your favorite
aircraft please email me off list at
rvtach(at)msn.com. This year I have a group of CAP
Cadets who are available to help out in these areas if you need some
extra help. You take charge of the area and I'll send you airplanes to
park.
There are some benefits to volunteering like this and the details can be
found at copperstate.org<http://www.copperstate.org/>. Basically you get
free admission to the fly in, free meals (3/day), free camping (if
you're so inclined). Besides all that you get to be a part of something
that's really a lot of fun!
Hope to see you at COPPERSTATE!
________________________________________________________________________________
| Subject: | Re: fun last Saturday |
| From: | "Bob Collins" <bcollinsrv7a(at)comcast.net> |
jhstarn(at)verizon.net wrote:
> Sounds to me like the "system" worked.
> No one was arrested, tossed in jail without a hearing or bail nor beaten to a
pulp. Detained, questioned & released, exactly what I would have done and expect
the "Thin Blue Line" to continue to do.
Personally, I'm kind of a fan of the existence of "probable cause" before being
detained.
--------
Bob Collins
St. Paul, Minn.
RV Builder's Hotline (free!)
http://rvhotline.expercraft.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=131840#131840
________________________________________________________________________________
| From: | "Bret Smith" <smithhb(at)tds.net> |
| Subject: | Re: Precision Airmotive Eagle EMS |
I talked with them this year at SnF and was also intrigued. I really
don't know where I would install the large CPU module, though. I also
understand that it is still in development with only one model actually
being tested..i.e. there is NO history yet on how well it performs.
Gonna watch closely...
Bret Smith
RV-9A "Fuselage"
Blue Ridge, GA
www.FlightInnovations.com
----- Original Message -----
From: Valovich, Paul
To: rv-list(at)matronics.com
Sent: Thursday, August 30, 2007 11:19 AM
Subject: RV-List: Precision Airmotive Eagle EMS
Indecision is once again the key to flexibility! After several
job-related delays, I'm REALLY at the engine-ordering stage of my -8A
project. I've decided on an Aerosport 180 hp fuel injected engine and
initially thought dual Lightspeed ignition was the way to go. However,
I've now heard of the Precision Airmotive Eagle EMS and am somewhat
intrigued.
Anyone have any experience - or opinions?
Paul Valovich
Ridgecrest, CA
N192NM Reserved
________________________________________________________________________________
| From: | Joseph Larson <jpl(at)showpage.org> |
| Subject: | Re: fun last Saturday |
I didn't notice a time duration on the length of the "detainment".
There's a big difference between 10 minutes to verify some
information vs. several hours.
But still sounds like someone was being an idiot. In this particular
case, I don't blame the police who did the investigation, but the
person who did the original report.
-Joe
On Aug 30, 2007, at 12:48 PM, Bob Collins wrote:
>
>
>
> jhstarn(at)verizon.net wrote:
>> Sounds to me like the "system" worked.
>> No one was arrested, tossed in jail without a hearing or bail nor
>> beaten to a pulp. Detained, questioned & released, exactly what I
>> would have done and expect the "Thin Blue Line" to continue to do.
>
>
> Personally, I'm kind of a fan of the existence of "probable cause"
> before being detained.
________________________________________________________________________________
| Subject: | Re: fun last Saturday |
| From: | "Bob Collins" <bcollinsrv7a(at)comcast.net> |
[quote="jpl(at)showpage.org"]I
There's a big difference between 10 minutes to verify some
information vs. several hours.[quote]
Is there? You're a black person walking down a predominantly white neighborhood.
Some old bat who's afraid of black people calls the cops and says "there's a
black person in my neighborhood and I think he's going to rob people."
So the cops pull up to the black person and say, "what are you doing here?" And
then they ask him to prove that he's not there to rob anyone.
Now, I understand that a lot of folks probably don't see where this would be a
problem. Which is itself a problem far greater than the incident itself.
--------
Bob Collins
St. Paul, Minn.
RV Builder's Hotline (free!)
http://rvhotline.expercraft.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=131875#131875
________________________________________________________________________________
| From: | <michael.phil(at)ca.rr.com> |
| Subject: | Re: fun last Saturday |
I agree. When we allow casual intrusion on any member of our society, we are allowing
that intrusion on us all.
---- Bob Collins wrote:
>
> [quote="jpl(at)showpage.org"]I
> There's a big difference between 10 minutes to verify some
> information vs. several hours.[quote]
>
> Is there? You're a black person walking down a predominantly white neighborhood.
Some old bat who's afraid of black people calls the cops and says "there's
a black person in my neighborhood and I think he's going to rob people."
>
> So the cops pull up to the black person and say, "what are you doing here?" And
then they ask him to prove that he's not there to rob anyone.
>
> Now, I understand that a lot of folks probably don't see where this would be
a problem. Which is itself a problem far greater than the incident itself.
>
> --------
> Bob Collins
> St. Paul, Minn.
> RV Builder's Hotline (free!)
> http://rvhotline.expercraft.com
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=131875#131875
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Joseph Larson <jpl(at)showpage.org> |
| Subject: | Re: fun last Saturday |
Bob, I don't think that's quite a fair comparison, however.
Two houses ago for a house showing, I took my dogs in the car and
parked in a business parking lot from where I could watch my driveway
between a few other houses. I was waiting for the people to leave so
I could go home. But a strange car parked in an unexpected location
with a strange-looking white guy inside drew the attention of one of
my "neighbors", who summoned the police. The police stopped by, I
told them the story, they checked my ID and went about their merry way.
I wasn't offended. I'd rather have the police check who the strange
guy is than for the strange guy to be some sort of neighborhood stalker.
If they had asked me to come downtown with them or strip-searched me
or something, I would have been upset. But they talked to me for
about 5 minutes and left me alone after that.
The report that the original poster made said he was "detained", but
didn't say how long. If it was a couple of hours, I'd be upset,
too. If it was 5 minutes, then I'm reminded of mountains and mole
hills.
Furthermore, the O.P. said "if he flew a straight line" he didn't
come that close to the power station. Okay, but when is the last
time any of us flew perfectly along our desired flight path. I
almost never do. I might be as much as 5 miles to one side or the
other and don't really care that much. It's VFR, it's a nice day,
and I know where I am and where I'm going -- that's good enough for
me. Did the O.P. fly right over the top of that nuclear plant? We
don't know. From his report, he may not even know.
Where's the line? I don't know. I guess it depends on just how
closely he came to the power plant and how long they detained him.
And perhaps whether there had been recent intelligence of planned
attacks on nuclear power plants. 5 miles away isn't worthy of
notice. Right over the top, then yeah I think it's reasonable to at
least see who it was. And that's what they did.
-Joe
On Aug 30, 2007, at 2:31 PM, Bob Collins wrote:
>
>
> [quote="jpl(at)showpage.org"]I
> There's a big difference between 10 minutes to verify some
> information vs. several hours.[quote]
>
> Is there? You're a black person walking down a predominantly white
> neighborhood. Some old bat who's afraid of black people calls the
> cops and says "there's a black person in my neighborhood and I
> think he's going to rob people."
>
> So the cops pull up to the black person and say, "what are you
> doing here?" And then they ask him to prove that he's not there to
> rob anyone.
>
> Now, I understand that a lot of folks probably don't see where this
> would be a problem. Which is itself a problem far greater than the
> incident itself.
>
> --------
> Bob Collins
> St. Paul, Minn.
> RV Builder's Hotline (free!)
> http://rvhotline.expercraft.com
>
________________________________________________________________________________
| Subject: | Re: fun last Saturday |
| From: | "Chuck Jensen" <cjensen(at)dts9000.com> |
I'm definitely against profiling, be it racial, ethnic, sexual. But
then again, it strikes one as a little absurd that an 85 year old
grandmother would be given the same level of airport security scrutiny
as that of a 23 year old middle eastern with a freshly shaven beard. But
to draw any distinction is profiling (of course, to not draw any
distinction is not non-profiling...its just stupid). So, this whole
idea of what profiling is and where it is too much is a tricky thing.
When does a little profiling become too much. It's not easy to get a
firm footing on the slippery slope of profiling...even with a wide
stance.
Chuck
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of
michael.phil(at)ca.rr.com
Sent: Thursday, August 30, 2007 3:59 PM
Subject: Re: RV-List: Re: fun last Saturday
I agree. When we allow casual intrusion on any member of our society, we
are allowing that intrusion on us all.
---- Bob Collins wrote:
> -->
>
> [quote="jpl(at)showpage.org"]I
> There's a big difference between 10 minutes to verify some
> information vs. several hours.[quote]
>
> Is there? You're a black person walking down a predominantly white
> neighborhood. Some old bat who's afraid of black people calls the cops
> and says "there's a black person in my neighborhood and I think he's
> going to rob people."
>
> So the cops pull up to the black person and say, "what are you doing
> here?" And then they ask him to prove that he's not there to rob
anyone.
>
> Now, I understand that a lot of folks probably don't see where this
> would be a problem. Which is itself a problem far greater than the
> incident itself.
>
> --------
> Bob Collins
> St. Paul, Minn.
> RV Builder's Hotline (free!)
> http://rvhotline.expercraft.com
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=131875#131875
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: fun last Saturday |
| From: | "Bob Collins" <bcollinsrv7a(at)comcast.net> |
jhstarn(at)verizon.net wrote:
> activities out of the "ordinary". Yep
What in your opinion was out of the ordinary in the situation as described that
would lead a prudent person to assume an intent to commit a crime?
Did you read the New York Times yesterday. It was about all the lawsuits that followed
the cops rounding up people during the '04 Republican convention. In one
case, a guy had just got off a bus from the airport to meet someone at the
5th Ave. library. He tried to cross 42nd street but the cops said "no, you can't
cross here...so he tried to cross to the west...no go. South..no go.
It turned out the cops were slowly moving that orange netting behind everyone until
everyone was penned in. Then the lead cop in charge told everyone to sit
down. They were all arrested.
Anyway, a few hours later the guy who was just off the bus reads the arrest report
and learns that he was arrested for "sitting down on 42nd Street blocking
traffic."
Do they teach that sort of stuff at the academy?
--------
Bob Collins
St. Paul, Minn.
RV Builder's Hotline (free!)
http://rvhotline.expercraft.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=131892#131892
________________________________________________________________________________
| Subject: | Re: fun last Saturday |
| From: | "Bob Collins" <bcollinsrv7a(at)comcast.net> |
jpl(at)showpage.org wrote:
>
> I wasn't offended. I'd rather have the police check who the strange
> guy is than for the strange guy to be some sort of neighborhood stalker.
>
I don't have a problem with that. I don't have a problem identifying myself to
authorities. I *do* have a problem, however, if I'm detained for not proving to
someone that I'm NOT a stalker.
Most of the time, my experience has been, cops are very courteous and while they
don't volunteer the fact that I have the right not to provide them with the
information they've asked me to voluntarily give to them, they don't pretend that
I'm obligated to either.
I think it's important, frankly, that people understand their rights in the situations
that have been described. Most of the time when we lament we've lost our
rights, it's only because we willingly -- and sometime ignorantly -- gave
them away.
Protecting one's rights while protecting one's safety are not mutually exclusive,
although some people will claim it is.
--------
Bob Collins
St. Paul, Minn.
RV Builder's Hotline (free!)
http://rvhotline.expercraft.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=131898#131898
________________________________________________________________________________
| Subject: | Re: fun last Saturday |
| From: | "Bob Collins" <bcollinsrv7a(at)comcast.net> |
cjensen(at)dts9000.com wrote:
> So, this whole
> idea of what profiling is and where it is too much is a tricky thing.
> When does a little profiling become too much. It's not easy to get a
> firm footing on the slippery slope of profiling...even with a wide
> stance.
Personally, many times I think there's some value in "profiling." There is at least
a small case to be made that there's fact behind the profiling. It may be
insufficient fact, but I think there's some fact.
In my state, you can't stop or search a car without a reason to do so. So you
can't stop me to see if I'm driving drunk, for example, unless I'm riding the
white line (although the last time I did get stopped, the cop said I was riding
the white line, but I wasn't. And I was sober. He just knew he had to indicate
some sort of probable cause).
A plane that is flying in a straight line from Point A to Point B is not guilty
of anything unless there was a TFR around the nuclear plant. So when the authorities
ask for the pilot's documents, he was only required to show -- not surrender
-- them to an authorized member of the law enforcement community.
He was not required to prove he was up to no good.
--------
Bob Collins
St. Paul, Minn.
RV Builder's Hotline (free!)
http://rvhotline.expercraft.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=131901#131901
________________________________________________________________________________
| Subject: | Re: fun last Saturday |
| From: | "Bob Collins" <bcollinsrv7a(at)comcast.net> |
jpl(at)showpage.org wrote:
> Right over the top, then yeah I think it's reasonable to at
> least see who it was. And that's what they did.
>
If so, then they should make it illegal to fly right over the top.
It's interesting, though, that some lawmakers have just proposed such a rule. http://www.govexec.com/story_page.cfm?articleid=37839&dcn=todaysnews
The response of the NRC?
"These are naturally robust facilities that are meant to withstand many types of
natural disasters," said spokeswoman Holly Harrington. "Studies have shown that
there's a low likelihood that it would penetrate to the extent that it would
be a public safety hazard."
So it's stated by the agency in charge that, basically, a small plane poses no
threat. Further, the FAA guidelines to pilots say only they should not "linger"
around a nuclear power plant, obviously giving blessing to fly around or over
one...on a straight line.
So really there's no reason to disrupt the life of a law abiding person other than
the individual fear of some lady somewhere. That's not good enough.
--------
Bob Collins
St. Paul, Minn.
RV Builder's Hotline (free!)
http://rvhotline.expercraft.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=131904#131904
________________________________________________________________________________
| Subject: | Re: fun last Saturday |
| From: | "Bob Collins" <bcollinsrv7a(at)comcast.net> |
jhstarn(at)verizon.net wrote:
> Out of the "ordinary" is the key here.
I still don't understand, then, what was out of the ordinary about this pilot's
actions.
--------
Bob Collins
St. Paul, Minn.
RV Builder's Hotline (free!)
http://rvhotline.expercraft.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=131905#131905
________________________________________________________________________________
| From: | Joseph Larson <jpl(at)showpage.org> |
| Subject: | Re: fun last Saturday |
What happened in New York was completely ridiculous. And now the guy
who made it all happen is running for President. If we want to get
up in arms, 2004 in New York is definitely worth getting up in arms
about.
But in this case, no one was arrested. Someone had his ID checked
because he flew near a sensitive area, possibly right over the top of
someplace we've been politely asked to avoid.
There's a line between reasonable and unreasonable. The mass arrests
in New York City were clearly violations of constitutional rights.
What I don't understand is why nothing came of it. Very clearly,
those arrests were on the wrong side of the line.
But there IS a line. If I'm seen with a crowbar outside a bank at 2
in the morning, I darned well expect the police to stop by and ask me
why I have a crow bar and am hanging around outside the bank in the
middle of the night. In that case, the police are on the right side
of the line.
So, where's the line? I don't think it's clear that the police were
out of line in this case. All comes down to just how closely he came
to the power station and how long they "detained" him.
-J
On Aug 30, 2007, at 3:49 PM, Bob Collins wrote:
>
>
>
> jhstarn(at)verizon.net wrote:
>> activities out of the "ordinary". Yep
>
>
> What in your opinion was out of the ordinary in the situation as
> described that would lead a prudent person to assume an intent to
> commit a crime?
>
> Did you read the New York Times yesterday. It was about all the
> lawsuits that followed the cops rounding up people during the '04
> Republican convention. In one case, a guy had just got off a bus
> from the airport to meet someone at the 5th Ave. library. He tried
> to cross 42nd street but the cops said "no, you can't cross
> here...so he tried to cross to the west...no go. South..no go.
>
> It turned out the cops were slowly moving that orange netting
> behind everyone until everyone was penned in. Then the lead cop in
> charge told everyone to sit down. They were all arrested.
>
> Anyway, a few hours later the guy who was just off the bus reads
> the arrest report and learns that he was arrested for "sitting down
> on 42nd Street blocking traffic."
>
> Do they teach that sort of stuff at the academy?
>
> --------
> Bob Collins
> St. Paul, Minn.
> RV Builder's Hotline (free!)
> http://rvhotline.expercraft.com
>
>
________________________________________________________________________________
| From: | Sam Buchanan <sbuc(at)hiwaay.net> |
| Subject: | Re: fun last Saturday |
Bob Collins wrote:
>
>
> [quote="jpl(at)showpage.org"]I There's a big difference between 10
> minutes to verify some information vs. several hours.[quote]
>
> Is there? You're a black person walking down a predominantly white
> neighborhood. Some old bat who's afraid of black people calls the
> cops and says "there's a black person in my neighborhood and I think
> he's going to rob people."
And some folks are wondering why the non-VAF RV forums are dying?.....
Sam Buchanan
________________________________________________________________________________
| From: | jan <jan(at)claver.demon.co.uk> |
| Subject: | Re: fun last Saturday |
The new RV are just to easy to build !! No need for any help forums anymore
... Just snap them together like giant Airfix kits ...
Not like when I was young .. We had to carve our airplanes out of a solid
tree with nothing but a flint axe and a bit of string ... Not to mention how
we did the radio installation .. It was not even invented !!
:-)
Jan
Trying to build the "original" RV6 ...Started in 87 ... Made form blocks for
the ribs on the tail... made all the empennage spars etc... (everything 2
times ... etc...etc ... Should have had the forum then :-) ... Have a good
Labour day my US friends ...!!
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Sam Buchanan
Sent: 30 August 2007 22:26
Subject: Re: RV-List: Re: fun last Saturday
Bob Collins wrote:
>
>
> [quote="jpl(at)showpage.org"]I There's a big difference between 10
> minutes to verify some information vs. several hours.[quote]
>
> Is there? You're a black person walking down a predominantly white
> neighborhood. Some old bat who's afraid of black people calls the
> cops and says "there's a black person in my neighborhood and I think
> he's going to rob people."
And some folks are wondering why the non-VAF RV forums are dying?.....
Sam Buchanan
________________________________________________________________________________
| From: | Scott <acepilot(at)bloomer.net> |
| Subject: | Re: fun last Saturday |
What does the symbol for a Nuke plant look like on a sectional? I don't
know where this particular plant is located, so when I fly my Cessna 140
to the annual convention next month in Benton Harbor, will I
inadvertantly fly over the plant (assuming I don't see the cooling
towers in time to avoid overflight) ??
Scott
http://corbenflyer.tripod.com/
Gotta Fly or Gonna Die
Building RV-4 (Super Slow Build Version)
Joseph Larson wrote:
>
>
> Furthermore, the O.P. said "if he flew a straight line" he didn't
> come that close to the power station. Okay, but when is the last
> time any of us flew perfectly along our desired flight path. I
> almost never do. I might be as much as 5 miles to one side or the
> other and don't really care that much. It's VFR, it's a nice day,
> and I know where I am and where I'm going -- that's good enough for
> me. Did the O.P. fly right over the top of that nuclear plant? We
> don't know. From his report, he may not even know.
>
> Where's the line? I don't know. I guess it depends on just how
> closely he came to the power plant and how long they detained him.
> And perhaps whether there had been recent intelligence of planned
> attacks on nuclear power plants. 5 miles away isn't worthy of
> notice. Right over the top, then yeah I think it's reasonable to at
> least see who it was. And that's what they did.
>
> -Joe
>
> On Aug 30, 2007, at 2:31 PM, Bob Collins wrote:
>
>>
>> [quote="jpl(at)showpage.org"]I
>> There's a big difference between 10 minutes to verify some
>> information vs. several hours.[quote]
>>
>> Is there? You're a black person walking down a predominantly white
>> neighborhood. Some old bat who's afraid of black people calls the
>> cops and says "there's a black person in my neighborhood and I think
>> he's going to rob people."
>>
>> So the cops pull up to the black person and say, "what are you doing
>> here?" And then they ask him to prove that he's not there to rob
>> anyone.
>>
>> Now, I understand that a lot of folks probably don't see where this
>> would be a problem. Which is itself a problem far greater than the
>> incident itself.
>>
>> --------
>> Bob Collins
>> St. Paul, Minn.
>> RV Builder's Hotline (free!)
>> http://rvhotline.expercraft.com
>>
>
>
________________________________________________________________________________
| From: | "Jerry Isler" <jlisler(at)alltel.net> |
| Subject: | Re: fun last Saturday |
Being employed at nuclear plant, I can tell you that a straight fly over of
our plant at a reasonable altitude does not create any great cause for
concern. However, a low altitude fly over or a plane circling the plant does
raise the alarm in the security force. This will cause a call to the local
authorities, the FBI, and in our case, Cairns Approach out of Fort Rucker,
Alabama. I try to tell them it is not illegal to fly over the plant but
they have their orders from above. Our plant does not even show up on the
sectional so I am not sure how one would expect a transient to know it is
even there.
As far as the monkey under the hat, we would catch that. When entering the
protected area of the plant you must pass through an explosives detector and
a metal detector. The metal detector does not work well at head level (a
generic deficiency of metal detectors) so you must remove all head gear for
a visual inspection. Also, all hand carried items are X-rayed. The security
force is highly trained and professional. They all wear body armour and
carry back packs with about 40 lbs of gear. Each guard carries a fully
loaded AR-15 and are on constant patrol. I would not try to penetrate the
defenses. I think you would get shot.
Jerry Isler
RV-4 N455J (73 hrs)
Licensed Senior Reactor Operator
Farley Nuclear Plant
---- Original Message -----
From: "Chuck Jensen" <cjensen(at)dts9000.com>
Sent: Thursday, August 30, 2007 3:02 PM
Subject: RE: RV-List: fun last Saturday
Perhaps next time I will give them the ultimate test and try to smuggle in
a monkey under my hat.
Chuck
________________________________________________________________________________
| From: | "Joe & Jan Connell" <jconnell(at)fmwildblue.com> |
| Subject: | Questions on O-320-D2A Sump Drains and a Slick Mag |
Hi,
My O-320 D2A has 3 sump drain plugs. Should I use any
particular plug to drain the oil? Are the three drain plugs
for the convenience of various aircraft types?
One more question:
I have a P-Mag and a Slick impulse mag on the O-320. I
can see where the P-lead goes on the Slick mag. I'm using a
toggle switch to control the magneto and am using the shield at
the switch end to complete the circuit. Is this the way to wire
it or will grounding both ends of the shield generate noise?
(My Rotax past isn't helpful here!)
Thanks guys,
Joe Connell
RV-9A N95JJ
________________________________________________________________________________
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
Dale,
There is a nuke plant about 5-10 miles south AND about 5-10 miles north
of Benton Harbor, MI. Right on the shore.
Thanks,
Vince Frazier
Screaming Eagle Graphics and Accessories, LLC
3965 Caborn Road
Mount Vernon, IN 47620
812-464-1839
http://vincesrocket.com/products.htm
________________________________________________________________________________
| From: | "Bill Boyd" <sportav8r(at)gmail.com> |
| Subject: | p-mag manifold pressure leak |
I developed an obvious MP line leak over the last few flights (rough
low-speed idle followed by unrealistically high MP readings at partial
throttle, trending worse over the course of several flight hours), which I
have traced back to somewhere inside the right P-mag in my installation.
The transducer and GRT EIS-2000 set-up reads from ~5 to ~35 in. Hg pressure
when I attach a syringe straight to the transducer and push/pull a bit. The
entire manifold pressure system holds pressure well when I remove the stub
line to the right P-mag and cover the end with my thumb, attaching syringe
to the hose that normally goes to primer port on cylinder 3. But if I
attach the syringe to the MP port on the right P-Mag, it leaks like the
proverbial sieve. The other P-mag holds pressure to its MP input very well.
I will attempt to contact Brad at Emagair today; just wondered if this was a
previously reported failure mode. I have the original design
orange-anodized boxy-looking Pmags on my O-320. Clearly there's a hole
inside there somewhere.
Bill Boyd RV-6A 677 hrs.
________________________________________________________________________________
| Subject: | Homeland Security = gestapo |
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
SNIP "No one was arrested, tossed in jail without a hearing or bail nor
beaten to a pulp.
Detained, questioned & released, exactly what I would have done and
expect
the "Thin Blue Line" to continue to do." SNIP
OMG, you can't be serious. Since when do you stop a U.S.citizen without
even knowing who you're looking for!? They had no clue who they were
looking for. Trust me, there were LOTS of other airplane in the area!
There were others in the pattern!!
I thought that Homeland Security was a BAD idea from the start. A U.S.
version of the gestapo. I think that the quote goes something like
"Those who will trade freedom for security will have neither."
Vince
________________________________________________________________________________
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
SNIP "I didn't notice a time duration on the length of the "detainment".
There's a big difference between 10 minutes to verify some
information vs. several hours." SNIP
OMG again. No there's not a time difference. There's a difference
between being detained and being left alone. The next time you're being
held by 2 officers with Glocks and Tazers at their side, you just go
ahead and decide if you want to leave when you're ready or when they're
ready. Rots o' ruck if you decide to leave early.
Vince
________________________________________________________________________________
| Subject: | OMG! What is your deal? |
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
SNIP "Furthermore, the O.P. said "if he flew a straight line" he didn't
come that close to the power station. Okay, but when is the last
time any of us flew perfectly along our desired flight path. I
almost never do. I might be as much as 5 miles to one side or the
other and don't really care that much. It's VFR, it's a nice day,
and I know where I am and where I'm going -- that's good enough for
me. Did the O.P. fly right over the top of that nuclear plant? We
don't know. From his report, he may not even know.
Where's the line? I don't know. I guess it depends on just how
closely he came to the power plant and how long they detained him.
And perhaps whether there had been recent intelligence of planned
attacks on nuclear power plants. 5 miles away isn't worthy of
notice. Right over the top, then yeah I think it's reasonable to at
least see who it was. And that's what they did.
-Joe " Snip
Well, I avoid personal rebuttals as much as possible, but when I say
straight line, I mean straight line. The autopilot was flying, the air
was smooth, and the course was straight. When I said in my original
post, which was sent to hopefully get folks to write their senators and
not because I wanted to start a flame war, I stated that we passed the
plant at 2500' AGL and at least one mile away at nearly 200mph. Hardly
circling or lingering in the area is it?
And if you don't know where the line is, read the FARs again. Unless
they change the advisory to an FAR, it's 500'regardless of what any
idiot on the ground might think. Not saying that 500' over a nuke plant
is a good idea, but by my understanding it's legal. That is also the
opinion of the gents at the FSS that I called immediately after the
incident to confirm that I hadn't overlooked a new TFR or rule change.
My opinion based on the number of other planes that I saw in the area is
that some other plane probably did get much closer than we were. And we
got the police visit. Maybe next time it will be you. Maybe next time
the cops won't be so friendly. Maybe you'll even get tazed or shot.
Just remember if the tazer or bullet only stays on/in your body for 5-10
minutes and not several hours then you have no reason to be upset.
So, in conclusion, I hope that many of you reading this will raise hell
with your senators and congressmen!
Vince
________________________________________________________________________________
| From: | "Bill Boyd" <sportav8r(at)gmail.com> |
| Subject: | Re: OMG! What is your deal? |
Vince: there's two types here- the "choir" who already feel as you do, and a
few sheeple who've already had their Kool-Aid. You will never convince the
latter that erosion of liberty is their concern, and the former already know
it is.
Most of us know that the people working inside a nuke containment vessel
would likely be unaware of the event until later should your plane impact
the wall at 200 mph, but others imbibe and regurge whatever hysteria the
media dishes out. Stirring the pot here will not settle much, however
passionately you feel what you have written. I've seen this played out
online enough times to be cynical that you will gain much by trying to waken
the sheep from their pleasant slumber. I wish it were not so...
-Stormy
On 8/31/07, Frazier, Vincent A wrote:
>
>
> SNIP "Furthermore, the O.P. said "if he flew a straight line" he didn't
>
> come that close to the power station. Okay, but when is the last
> time any of us flew perfectly along our desired flight path. I
> almost never do. I might be as much as 5 miles to one side or the
> other and don't really care that much. It's VFR, it's a nice day,
> and I know where I am and where I'm going -- that's good enough for
> me. Did the O.P. fly right over the top of that nuclear plant? We
> don't know. From his report, he may not even know.
>
> Where's the line? I don't know. I guess it depends on just how
> closely he came to the power plant and how long they detained him.
> And perhaps whether there had been recent intelligence of planned
> attacks on nuclear power plants. 5 miles away isn't worthy of
> notice. Right over the top, then yeah I think it's reasonable to at
> least see who it was. And that's what they did.
> -Joe " Snip
>
> Well, I avoid personal rebuttals as much as possible, but when I say
> straight line, I mean straight line. The autopilot was flying, the air
> was smooth, and the course was straight. When I said in my original
> post, which was sent to hopefully get folks to write their senators and
> not because I wanted to start a flame war, I stated that we passed the
> plant at 2500' AGL and at least one mile away at nearly 200mph. Hardly
> circling or lingering in the area is it?
>
> And if you don't know where the line is, read the FARs again. Unless
> they change the advisory to an FAR, it's 500'regardless of what any
> idiot on the ground might think. Not saying that 500' over a nuke plant
> is a good idea, but by my understanding it's legal. That is also the
> opinion of the gents at the FSS that I called immediately after the
> incident to confirm that I hadn't overlooked a new TFR or rule change.
>
> My opinion based on the number of other planes that I saw in the area is
> that some other plane probably did get much closer than we were. And we
> got the police visit. Maybe next time it will be you. Maybe next time
> the cops won't be so friendly. Maybe you'll even get tazed or shot.
> Just remember if the tazer or bullet only stays on/in your body for 5-10
> minutes and not several hours then you have no reason to be upset.
>
> So, in conclusion, I hope that many of you reading this will raise hell
> with your senators and congressmen!
>
> Vince
>
>
________________________________________________________________________________
| From: | "Charles Heathco" <cheathco(at)cox.net> |
| Subject: | Re: Questions on O-320-D2A Sump Drains and a Slick Mag |
Re grounding, ground at mag end only I was told, if both you will get
noise Charlie H
________________________________________________________________________________
| From: | "Ron Lee" <ronlee(at)pcisys.net> |
| Subject: | Re: Precision Airmotive Eagle EMS |
Another opinion. This is from today's AOPA newsletter. Note the part
about the FADEC resetting.
DOUBLE ENGINE FAILURE PROMPTS DIAMOND AD PROPOSAL
The FAA is proposing an airworthiness directive (AD) for the Diamond
DA42 Twin Star. The AD would require additional backup batteries for the
full authority digital engine controls (FADECs) on TAE125-01 and
TAE125-02-99 engines. This action was prompted by the in-flight shutdown
of both TAE 125-01 engines on a DA42 flying over Germany in March. The
pilot of the aircraft took off with an insufficiently charged aircraft
battery. During a moment of low voltage when the aircraft's landing gear
was retracting, the FADEC reset. This shut down the engines and caused
the propeller blades to feather. Diamond has said that it will cover the
cost of the battery installation, regardless of an AD. For more
information, see Diamond's service bulleti! n."
Source AOPA ePilot, Volume 9, Issue 35 . August 31, 2007
________________________________________________________________________________
| Subject: | Re: fun last Saturday |
| From: | "Travis" <travishamblen(at)gmail.com> |
Bob Collins wrote:
> Personally, I'm kind of a fan of the existence of "probable cause" before being
detained.
Bob,
Just as an FYI, I don't want to make this a LONG debate, just for educational purposes.
The police do NOT need probable cause to detain anyone. Detention by
law enforcement merely requires reasonable suspicion. There is a HUGE difference.
There have been thousands of cases that have addressed this issue and
the supreme court has revisited it MANY times and consistently rules that only
reasonable suspicion is required for detention. On another note, probable cause
IS REQUIRED for arrest, the difference in arrest and detention is largely
misunderstood by the general public. As for detention, I would strongly advise
anyone against refusing to identify themself to law enforcement during a detention,
you will probably end up being arrested, as most states require that a
person wholely & truthfully identify themselves in the case of a detention based
upon reasonable suspicion.
More importantly, as a condition of executing your priviledge of acting as PIC,
or otherwise as a pilot, the FARs require that you identify yourself to the FAA
or ANY other law enforcement upon request. I can assure you that a pilot that
refuses to identify himself to law enforcement when he is in or about the
area of aircraft that he could be piloting could end up with VERY serious enforcement
action against him by the FAA. I would estimate, baring other mitigating
circumstance, that said pilot should expect many many months of a suspended
pilots license. I know this seems strange, maybe even unfair, but this is an
absolute requirement under the FARs.
I do not work for the FAA, in fact I would prefer to never deal with them, but
I can asure you that everything I have just stated is 100% accurate.
Travis
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=132037#132037
________________________________________________________________________________
| From: | "Bill Boyd" <sportav8r(at)gmail.com> |
| Subject: | Re: OMG! What is your deal? |
>> Interesting that you
> didn't know where the power station was prior to your flight (had to
> look it up), but you know for sure you were at least a mile away.<<
Flight track memory in a mapping GPS is a wonderful thing ;-) Especially in
a day and age where our liberties vanish at the whim of some "nervous"
citizen. Save your track memory until this is resolved, Vince; perhaps
indefinitely. It proves where you've been and where you haven't. You do
have a mapping GPS, don't you?
-Stormy
________________________________________________________________________________
| From: | "Steve Chambers" <smc2putt(at)cox.net> |
| Subject: | GA-56 Garmin GPS antenna failure |
FYI the GA-56 fried itself after only 150 hours under the cowl of my
RV-6. It was mounted on the firewall about a foot inboard from the oil
service door. It worked fine in that location until the abrupt failure.
Both John Stark and Garmin indicate that "about 150-160 degrees F." is
the maximum temperature for operating this antenna. This is (without
stepping on toes) contrary to several posts on this site.
The good news is that there are many used GA-56's out there due to the
WAAS mods, so replacement is relatively cheap. I plan to install the
new GA-56 on the top skin behind the firewall. I'll sacrifice 1/10th of
a knot for better antenna longevity.
Steve Chambers N99ST O-360 fixed, tip-up, IFR
________________________________________________________________________________
| From: | "Steve Chambers" <smc2putt(at)cox.net> |
| Subject: | GPS Antenna Failure |
FYI had to replace a Garmin GA-56 GPS antenna. It had about 150 hours
in the airplane when it failed. It was mounted under the RV6 cowling,
per many posts and had worked fine until it failed.
I spoke with Stark Avionics and a Garmin field representative. Both
said "150F-160F" was about the maximum temp environment for the anenna.
Without stepping on toes, this is contrary to several posts. The GA-56
has an internal electronic amplifier, which probably fried in the heat.
Considering the cylinder head temps on the O-360 and the considerable
heat coming through the oil service door after landing, the failure was
likely due to excessive heat exposure.
The good news is that many GA-56's are coming off any installation where
the WAAS modification is being made. EBAY has decent buys on new and
used GA-56's.
Steve Chambers
RV-6 O-360 fixed, IFR
________________________________________________________________________________
| Subject: | Re: I know this is a mistake, but..... |
| From: | "Bob Collins" <bcollinsrv7a(at)comcast.net> |
First, Chuck, thank you for your service in a difficult job. It's worth noting
that there are LOT of law enforcement people on Planet RV.
My one question is would it be more prudent to go talk to the old lady (actually,
I don't know if she was old) who made the call first to see what exactly her
suspicion was to determine whether it was reasonable? And then, if it made sense...
continue on.
Also, it's safe to say, I think that the cops aren't in a very good position to
police the skies. Would it make sense to call the nearest FAA facility and find
out who's up there and where they are in order to properly investigate?
As for probable cause and reasonable suspicion, I believe 99% of the cops are honest.
But in my part of town, if you're a black person, you don't hang an air
freshener off your rear view mirror.
Probable cause, as I'm sure you know, can be ascertained by the answers to questions
while one is detained. As indicated earlier, I would not offer anything
while being detained other than what I am required to provide. Above all, however,
I would do so courteously, but I would certainly not voluntarily provide
that which I am under no obligation to provide.
I also wonder how many police officers know that I'm not required to surrender
possession of my pilot's certificate and other papers. I know I'm required to
"present it for inspection." But you know when you're stopped in a car and you
take my license and proof of insurance back to your car to phone it in? Does
that constitute surrendering?
Similarly, when a proper authority asks for my pilot's certificate, what EXACTLY
does it mean "present it for inspection?" Does that mean it can leave my possession?
--------
Bob Collins
St. Paul, Minn.
Letters from Flyover Country
http://rvnewsletter.blogspot.com/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=132063#132063
________________________________________________________________________________
| From: | Walter Tondu <walter(at)tondu.com> |
| Subject: | Re: GPS Antenna Failure |
On 08/31 11:24, Steve Chambers wrote:
> FYI had to replace a Garmin GA-56 GPS antenna. It had about 150 hours in
> the airplane when it failed. It was mounted under the RV6 cowling, per
> many posts and had worked fine until it failed.
> I spoke with Stark Avionics and a Garmin field representative. Both said
> "150F-160F" was about the maximum temp environment for the anenna.
> Without stepping on toes, this is contrary to several posts. The GA-56
> has an internal electronic amplifier, which probably fried in the heat.
> Considering the cylinder head temps on the O-360 and the considerable heat
> coming through the oil service door after landing, the failure was likely
> due to excessive heat exposure.
> The good news is that many GA-56's are coming off any installation where
> the WAAS modification is being made. EBAY has decent buys on new and used
> GA-56's.
> Steve Chambers
> RV-6 O-360 fixed, IFR
Steve, I have two used GA-56 antennas. If you want one send me
your address.
--
Walter Tondu
http://www.rv7-a.com - Flying!
http://www.evorocket.com - Building
________________________________________________________________________________
| Subject: | Re: I know this is a mistake, but..... |
| From: | "Travis" <travishamblen(at)gmail.com> |
Bob Collins wrote:
>
> Similarly, when a proper authority asks for my pilot's certificate, what EXACTLY
does it mean "present it for inspection?" Does that mean it can leave my possession?
For me, my agency, and the district court under which I operate (the same as the
one you live in), it means that you will present it to me, in order to allow
me to ascertain the legitimacy of the document (i.e. ... pilots license) you
have presented to me. This means that unfortunately, you will have to let me
have a full hands on examination of the document. YES, there are thousands of
counterfeit documents out there, since you live in MN, go down to Lake Street
(in Minneapolis) and ask around, you can buy ANY counterfeit document you want,
it may surprise you that very real looking documents can be had for less than
$200.00! Getting into a tugging war with the local cops may cause alot more
trouble than trying to make any point about the definition of "presenting."
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=132073#132073
________________________________________________________________________________
| Subject: | Re: I know this is a mistake, but..... |
| From: | "Bob Collins" <bcollinsrv7a(at)comcast.net> |
Travis wrote:
> Getting into a tugging war with the local cops may cause alot more trouble than
trying to make any point about the definition of "presenting."
I agree, but that's also the "problem." Do I really HAVE a "right" (i.e. my right
not to have to surrender my pilot's certificate) if there is a penalty for
asserting it?
On only a tangential note: A few months ago, I was listening to an FAA guy speak
at at the MN Wing of Van's Air Force (there's the required RV content) and he's
a guy who did ramp checks. He assured us all that he's not "out to get" pilots,
but then he told a story about driving around some hangars and a guy was
pulling his plane out so he stopped and asked the guy, "going flying today?"
And the guy said, "yep."
THEN he identified himself as an FAA inspector and asked to see the guy's medical,
which the guy didn't have.
Of COURSE the guy did it in this order because the only way to get the guy to admit
to a coming violation was to wait to identify himself until after he had
already established his intent to fly. And then the guy wrote him up (I think).
He hadn't committed any offense, but he had admitted he was about to commit
one.
Bottom line? I guess you just have to be very careful about what you volunteer
in the way of information.
Anyway, I wouldn't mind seeing AOPA devote as much effort to how to handle "routine"
detaining as it has expended in how to handle the media and how to handle
intercept procedures.
It's getting to the point where the easiest part of flying is.... the flying part.
--------
Bob Collins
St. Paul, Minn.
Letters from Flyover Country
http://rvnewsletter.blogspot.com/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=132077#132077
________________________________________________________________________________
| From: | Rick Galati <rick6a(at)yahoo.com> |
| Subject: | re:GPS Antenna Failure |
Hi Steve,
My GA-56 antenna is mounted under the cowl. Forums such as this do serve a purpose
but knowing how expensive that antenna is, before installing it I contacted
Garmin and was verbally assured there was no problem doing so.... just not
to use metallic paint on a few square inches of cowl above and around the antenna.
Routinely, I almost always contact a given manufacturer about important
technical matters before I pay much heed to any forum's content. Still, with
over 200 hours of service on the GA-56 now, it acquires almost immediately and
works as advertised but of course that is no guarantee it won't shoot craps
tomorrow! I do have a blast tube routed to the Lasar unit bolted right next
to it and perhaps the antenna takes advantage of some spill over cooling air.
BTW, you gave me my very first RV ride in N99ST when you visited Greensfield
(M71) a few years ago. My RV project finally flew several months after your generous
introductory flight. Upon your suggestion at the time, I purchased a Garmin
stack which includes the 430 from John Stark and have been very pleased.
Sorry to hear about your woes with the antenna. Perhaps if others report a
similar failure with the GA-56 mounted under the cowl....and so far yours is the
only one I've heard...we can all benefit.
Rick Galati RV-6A "Darla!" 210 hours
RV-8 FWF
________________________________________________________________________________
| From: | "Jim Fogarty at Lakes & Leisure Realty" <jfogarty(at)tds.net> |
| Subject: | Re: OMG! What is your deal? |
Vince, I'm looking at the sectional for that area and there is a power
plant, Bridgman, just 15 miles southwest of Benton Harbor, I'm not sure that
this is the plant, however, it does not mention anything about nuclear power
plant, it just says power plant. In my opinion it should at least say
Nuclear Power Plant on the Sectional to help advise pilots to stay clear.
Also, with all the airports in that area it could have been any plane flying
over the power plant and not necessarily yours traveling at 200 miles
per/hour at 2500 feet AGL and over 5000' away from the plant. Vince, from
your common's, I believe you did nothing wrong and the police do not have
any idea who flew over the nuclear power plant. Thanks for the pilot
report, it's very interesting.
Jim
----- Original Message -----
From: "Frazier, Vincent A" <VFrazier(at)usi.edu>
Sent: Friday, August 31, 2007 9:07 AM
Subject: RV-List: OMG! What is your deal?
>
> SNIP "Furthermore, the O.P. said "if he flew a straight line" he didn't
>
> come that close to the power station. Okay, but when is the last
> time any of us flew perfectly along our desired flight path. I
> almost never do. I might be as much as 5 miles to one side or the
> other and don't really care that much. It's VFR, it's a nice day,
> and I know where I am and where I'm going -- that's good enough for
> me. Did the O.P. fly right over the top of that nuclear plant? We
> don't know. From his report, he may not even know.
>
> Where's the line? I don't know. I guess it depends on just how
> closely he came to the power plant and how long they detained him.
> And perhaps whether there had been recent intelligence of planned
> attacks on nuclear power plants. 5 miles away isn't worthy of
> notice. Right over the top, then yeah I think it's reasonable to at
> least see who it was. And that's what they did.
> -Joe " Snip
>
> Well, I avoid personal rebuttals as much as possible, but when I say
> straight line, I mean straight line. The autopilot was flying, the air
> was smooth, and the course was straight. When I said in my original
> post, which was sent to hopefully get folks to write their senators and
> not because I wanted to start a flame war, I stated that we passed the
> plant at 2500' AGL and at least one mile away at nearly 200mph. Hardly
> circling or lingering in the area is it?
>
> And if you don't know where the line is, read the FARs again. Unless
> they change the advisory to an FAR, it's 500'regardless of what any
> idiot on the ground might think. Not saying that 500' over a nuke plant
> is a good idea, but by my understanding it's legal. That is also the
> opinion of the gents at the FSS that I called immediately after the
> incident to confirm that I hadn't overlooked a new TFR or rule change.
>
> My opinion based on the number of other planes that I saw in the area is
> that some other plane probably did get much closer than we were. And we
> got the police visit. Maybe next time it will be you. Maybe next time
> the cops won't be so friendly. Maybe you'll even get tazed or shot.
> Just remember if the tazer or bullet only stays on/in your body for 5-10
> minutes and not several hours then you have no reason to be upset.
>
> So, in conclusion, I hope that many of you reading this will raise hell
> with your senators and congressmen!
>
> Vince
>
>
> --
> 6:13 AM
>
>
________________________________________________________________________________
| From: | <michael.phil(at)ca.rr.com> |
| Subject: | Re: Air oil suction gismo |
Mike,
Almost any auto parts store sells a hand operated pump for draing crankcase oil
thru the oil stick.
Do not archieve
---- Michael W Stewart wrote:
>
>
>
>
> Im trying to find that gismo that you hook to your air hose that will suck
> oil out of one place and put into another.
>
________________________________________________________________________________
| From: | "Dale Ensing" <densing(at)carolina.rr.com> |
| Subject: | Re: Questions on O-320-D2A Sump Drains and a Slick Mag |
Joe,
Use whichever of the three sump drains that is most convenient for you.
On the wiring for the mag.If you are using the shield to complete the
grounding circuit, it would not be grounded on the switch end. The
shield is providing the second leg of the P lead grounding from the
switch.
----- Original Message -----
From: Joe & Jan Connell
To: RV-List
Sent: Thursday, August 30, 2007 11:23 PM
Subject: RV-List: Questions on O-320-D2A Sump Drains and a Slick Mag
Hi,
My O-320 D2A has 3 sump drain plugs. Should I use any
particular plug to drain the oil? Are the three drain plugs
for the convenience of various aircraft types?
One more question:
I have a P-Mag and a Slick impulse mag on the O-320. I
can see where the P-lead goes on the Slick mag. I'm using a
toggle switch to control the magneto and am using the shield at
the switch end to complete the circuit. Is this the way to wire
it or will grounding both ends of the shield generate noise?
(My Rotax past isn't helpful here!)
Thanks guys,
Joe Connell
RV-9A N95JJ
________________________________________________________________________________
| Subject: | Re: I know this is a mistake, but..... |
| From: | "Bob Collins" <bcollinsrv7a(at)comcast.net> |
khorton01(at)rogers.com wrote:
> It's weeks like this where I wonder why the heck I still subscribe to
> the RV-List. It really seems to no longer be relevant to RVs.
>
I understand what you're saying and the occasional thread makes a pretty good target,
but the reality is -- and this is more clear if you use the Web interface
-- that there's very little RV discussion taking place on the list. In fact
in the last two weeks, there were only two -- conduit and rusting gear legs --
that generated more than 2 or 3 messages.
One of the interesting things about RV building, I think, is just about every question
that could be asked has already been asked. The outstanding archive is
proof of that.
I ask your question too, but it's usually after I look at the "today's posts" section
of VAF and wonder why so many RVers post stuff there and no longer post
to the RV List. In many cases, the same people "hang out" on both lists, but
the contributions their far, far outweigh here.
I presume that people who might be inclined to post to this thread do so because
-- RV List wise -- there's no other engaging thread taking place to satiate
the desire for RV talk.
I've never quite figured out why that is.
I made note of this in the Hotline a week or so ago (the last Hotline I was to
edit, by the way) and the only response I got was a couple of guys who sent me
emails that said, basically, "oh, come on..." but offered no explanation for
the relative quiet on what used to be the primary source of RV discussion.
--------
Bob Collins
St. Paul, Minn.
Letters from Flyover Country
http://rvnewsletter.blogspot.com/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=132108#132108
________________________________________________________________________________
| From: | "Robin Marks" <robin1(at)mrmoisture.com> |
My RV-6A, their Nuclear Power Plant (Diablo, San Luis Obispo, CA).
Robin
________________________________________________________________________________
| From: | "Ted D. Hultzapple" <thultzap(at)rochester.rr.com> |
Could anyone suggest a shipping company that would ship crated wings
cross country (San Diego to Upstate NY) These are ultralight wings
that would be crated. Several options include flying out and driving
back with a U-Haul, driving out with trailer to pick them up, but
these would probably cost much more than shipping.
Thanks
Ted D. Hultzapple
6188 Deerfield Dr.
Farmington, NY 14425
Home 585-924-2442
Cell 585-704-8252
________________________________________________________________________________
| Subject: | Re: I know this is a mistake, but..... |
I agree Kevin. I am about to unsubscribe to this list too. All I have done
for weeks is scan the message subjects and hit delete. Not much need in
continuing that.
Wally Hunt
RV-4 Finishing kit
http://discover.aol.com/memed/aolcom30tour
________________________________________________________________________________
| From: | "Chuck Weyant" <chuck(at)chuckdirect.com> |
| Subject: | VOR/GLIDE SLOPE Antennas |
Anyone using the AV-532 VOR ANTENNA sold by Spruce? If so, does it work
well? Will it also work as a VOR/GS antenna? Spruce is telling me it
will.
I'm building a 'ten' and having a problem with the "V" shaped Glide
Slope/VOR antenna Spruce is selling, 11-17923 CI-158C "V" DIPOLE VOR/GS,
fitting in the top of my vertical stab and clearing the rudder counter
balance when it swings. The VOR AV-532 sold by Spruce,(which comes
straight out for an inch or two then 45's back and clears the rudder
counter balance nicely) will work and Spruce says it will also work as a
Glide Slope antenna as well. The catalogue says nothing about GS
capability though. Is anyone using the AV-532 VOR ANTENNA sold by
Spruce as a VOR/GS antenna? If so, does it receive the GS well?
How about the COMANT CI-193 GLIDESCOPE ANTENNA
half wave dipole as an alternative? Will it work well in my wingtip?
Could it double as a VOR antenna too or do I have to purchase a seperate
VOR antenna?
What do you think? Any recommendations? Any alternatives?
Chuck Weyant
________________________________________________________________________________
| From: | "RV6 Flyer" <rv6_flyer(at)hotmail.com> |
| Subject: | VOR/GLIDE SLOPE Antennas |
Bob Archer's Sportcraft wing tip antenna is the best on the market. It has
worked for almost 10-years for me as both VOR and Glide Slope. Depending on
your radio, you may need a splitter. My SL-30 only has ONE input for NAV and
that does both the VOR and Glide Slope.
See Model 1.
http://www.aircraftspruce.com/catalog/avpages/archer_antennas.php
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell,
2,051 + Flying Hours So. CA, USA
----Original Message Follows----
From: "Chuck Weyant" <chuck(at)chuckdirect.com>
Subject: RV-List: VOR/GLIDE SLOPE Antennas
Date: Sat, 1 Sep 2007 12:06:56 -0700
Anyone using the AV-532 VOR ANTENNA sold by Spruce? If so, does it work
well? Will it also work as a VOR/GS antenna? Spruce is telling me it will.
I'm building a 'ten' and having a problem with the "V" shaped Glide
Slope/VOR antenna Spruce is selling, 11-17923 CI-158C "V" DIPOLE VOR/GS,
fitting in the top of my vertical stab and clearing the rudder counter
balance when it swings. The VOR AV-532 sold by Spruce,(which comes straight
out for an inch or two then 45's back and clears the rudder counter balance
nicely) will work and Spruce says it will also work as a Glide Slope antenna
as well. The catalogue says nothing about GS capability though. Is anyone
using the AV-532 VOR ANTENNA sold by Spruce as a VOR/GS antenna? If so,
does it receive the GS well?
How about the COMANT CI-193 GLIDESCOPE ANTENNA
half wave dipole as an alternative? Will it work well in my wingtip? Could
it double as a VOR antenna too or do I have to purchase a seperate VOR
antenna?
What do you think? Any recommendations? Any alternatives?
Chuck Weyant
_________________________________________________________________
Share your special parenting moments!
http://www.reallivemoms.com?ocid=TXT_TAGHM&loc=us
________________________________________________________________________________
| From: | "Scott Farner" <sfarner(at)gmail.com> |
| Subject: | Re: VOR/GLIDE SLOPE Antennas |
I've got the AV-532 mounted under the VS on the belly of my -7A. It is
hooked up to my SL-30 and works well for VOR/LOC/GS.
But, if I had to do it again, I would have put in the Archer wingtip antenna.
Scott
RV-7A N653S
217 hours
On 9/1/07, RV6 Flyer wrote:
>
> Bob Archer's Sportcraft wing tip antenna is the best on the market. It has
> worked for almost 10-years for me as both VOR and Glide Slope. Depending on
> your radio, you may need a splitter. My SL-30 only has ONE input for NAV and
> that does both the VOR and Glide Slope.
>
>
> See Model 1.
> http://www.aircraftspruce.com/catalog/avpages/archer_antennas.php
>
> Gary A. Sobek
> "My Sanity" RV-6 N157GS O-320 Hartzell,
> 2,051 + Flying Hours So. CA, USA
>
>
> ----Original Message Follows----
> From: "Chuck Weyant" <chuck(at)chuckdirect.com>
> Reply-To: rv-list(at)matronics.com
> To:
> Subject: RV-List: VOR/GLIDE SLOPE Antennas
> Date: Sat, 1 Sep 2007 12:06:56 -0700
>
> Anyone using the AV-532 VOR ANTENNA sold by Spruce? If so, does it work
> well? Will it also work as a VOR/GS antenna? Spruce is telling me it will.
>
> I'm building a 'ten' and having a problem with the "V" shaped Glide
> Slope/VOR antenna Spruce is selling, 11-17923 CI-158C "V" DIPOLE VOR/GS,
> fitting in the top of my vertical stab and clearing the rudder counter
> balance when it swings. The VOR AV-532 sold by Spruce,(which comes straight
> out for an inch or two then 45's back and clears the rudder counter balance
> nicely) will work and Spruce says it will also work as a Glide Slope antenna
> as well. The catalogue says nothing about GS capability though. Is anyone
> using the AV-532 VOR ANTENNA sold by Spruce as a VOR/GS antenna? If so,
> does it receive the GS well?
>
> How about the COMANT CI-193 GLIDESCOPE ANTENNA
> half wave dipole as an alternative? Will it work well in my wingtip? Could
> it double as a VOR antenna too or do I have to purchase a seperate VOR
> antenna?
>
> What do you think? Any recommendations? Any alternatives?
>
> Chuck Weyant
>
> _________________________________________________________________
> Share your special parenting moments!
> http://www.reallivemoms.com?ocid=TXT_TAGHM&loc=us
>
>
________________________________________________________________________________
| From: | "Carl Bell" <carlbell(at)gforcecable.com> |
Ted,
Call Tony Partain of Partain Transportation, he may be able to help you and
no need to crate them, he has a special trailer for moving wings and
fuselages.
http://www.vansairforce.net/Graphics/PartainTruckingCo.htm
Regards Carl
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Ted D. Hultzapple
Sent: Saturday, September 01, 2007 8:31 AM
Subject: RV-List: Shipping wings
Could anyone suggest a shipping company that would ship crated wings
cross country (San Diego to Upstate NY) These are ultralight wings
that would be crated. Several options include flying out and driving
back with a U-Haul, driving out with trailer to pick them up, but
these would probably cost much more than shipping.
Thanks
Ted D. Hultzapple
6188 Deerfield Dr.
Farmington, NY 14425
Home 585-924-2442
Cell 585-704-8252
________________________________________________________________________________
| From: | "David Leonard" <wdleonard(at)gmail.com> |
| Subject: | Re: VOR/GLIDE SLOPE Antennas |
I have to second Gary's comments about the Archer Antenna. I just installed
one and it really improved the performance over my previous antenna (except
for when the VOR is off the opposite wing tip). I also have a SL-30 (best
nav/com I have ever used). Any VOR antenna can be used as a GS antenna, it
depends more on the radio. From what I have read, a VOR antenna is close
enough so that modern avionics can separate out the signal well. Older
units may require a splitter, but you still may not get the best performance
unless your radio was designed to use a VOR antenna. So again, follow the
instructions of the radio. The antenna does not matter in that regard.
--
David Leonard
Turbo Rotary RV-6 N4VY
http://N4VY.RotaryRoster.net
http://RotaryRoster.net
On 9/1/07, RV6 Flyer wrote:
>
>
> Bob Archer's Sportcraft wing tip antenna is the best on the market. It
> has
> worked for almost 10-years for me as both VOR and Glide Slope. Depending
> on
> your radio, you may need a splitter. My SL-30 only has ONE input for NAV
> and
> that does both the VOR and Glide Slope.
>
>
> See Model 1.
> http://www.aircraftspruce.com/catalog/avpages/archer_antennas.php
>
> Gary A. Sobek
> "My Sanity" RV-6 N157GS O-320 Hartzell,
> 2,051 + Flying Hours So. CA, USA
>
>
> ----Original Message Follows----
> From: "Chuck Weyant" <chuck(at)chuckdirect.com>
> Reply-To: rv-list(at)matronics.com
> To:
> Subject: RV-List: VOR/GLIDE SLOPE Antennas
> Date: Sat, 1 Sep 2007 12:06:56 -0700
>
> Anyone using the AV-532 VOR ANTENNA sold by Spruce? If so, does it work
> well? Will it also work as a VOR/GS antenna? Spruce is telling me it
> will.
>
> I'm building a 'ten' and having a problem with the "V" shaped Glide
> Slope/VOR antenna Spruce is selling, 11-17923 CI-158C "V" DIPOLE VOR/GS,
> fitting in the top of my vertical stab and clearing the rudder counter
> balance when it swings. The VOR AV-532 sold by Spruce,(which comes
> straight
> out for an inch or two then 45's back and clears the rudder counter
> balance
> nicely) will work and Spruce says it will also work as a Glide Slope
> antenna
> as well. The catalogue says nothing about GS capability though. Is
> anyone
> using the AV-532 VOR ANTENNA sold by Spruce as a VOR/GS antenna? If so,
> does it receive the GS well?
>
> How about the COMANT CI-193 GLIDESCOPE ANTENNA
> half wave dipole as an alternative? Will it work well in my
> wingtip? Could
> it double as a VOR antenna too or do I have to purchase a seperate VOR
> antenna?
>
> What do you think? Any recommendations? Any alternatives?
>
> Chuck Weyant
>
> _________________________________________________________________
> Share your special parenting moments!
> http://www.reallivemoms.com?ocid=TXT_TAGHM&loc=us
>
>
________________________________________________________________________________
| From: | "Copperhead" <copperhead(at)boycomonline.com> |
you are looking for a flying project while waiting on parts or you next
sub-assembly.....
http://www.ipass.net/ginkgo/N9612home.html
________________________________________________________________________________
| From: | "David Leonard" <wdleonard(at)gmail.com> |
| Subject: | Spinner Swap, need FP, have C/S spinner |
Do you have an old 3-blade spinner sitting around?
I am changing out my current 2-blade FP for a 3-blade FP prop. But I still
have the C/S spinner kit that came with my kit.
I know that people are upgrading to C/S props all the time. I have have a
13" spinner dome, c/s doubler plate, and C/S spinner bulkheads available.
Preferably in exchange for FP supplies. In other words I want to change my
unused C/S forward spinner bulkhead and doubler plate for a FP forward
bulkhead. (the rear bulkhead is the same for both)
Better yet, I would really like someone's old 3-blade FP spinner. (that way
I don't have to do all the work :-), the blade cutouts should be easy to
adjust to fit). My new prop is a Catto, but any 3-blade with a 4" thick
hub should be close enough.
Anyone interested? Contact me offline: wdleonard(at)gmail.com
Thanks,
--
David Leonard
Turbo Rotary RV-6 N4VY
http://N4VY.RotaryRoster.net
http://RotaryRoster.net
________________________________________________________________________________
| Subject: | Tip-up rear window drilling |
| From: | "Bob Collins" <bcollinsrv7a(at)comcast.net> |
(Pulled this out of another thread to rename it)
I worked on the rear "window" today. I assume the rear edge of the window sits
forward of the spacer atop of that center piece....it's 1 1/8 aft the rear top
skin. It confused me a bit because instructions said to cut 1 1/4" from the "do
not cut line," which would make the window interfere with that spacer.
(tip-up...rv-7a)
The other question is what do you use for the backing strip. do you just cut scrap
pieces of .020? So you'd end up with several small strips instead of some
nice long piece?
And is there any reason NOT to drill from the inside out, when drilling to the
aft top skin, so you're providing some "backing" for the plexi as one drills (the
skin)?
--------
Bob Collins
St. Paul, Minn.
Letters from Flyover Country
http://rvnewsletter.blogspot.com/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=132335#132335
________________________________________________________________________________
| From: | "Wheeler North" <wnorth(at)sdccd.edu> |
The direction of polarization on GS and VOR/ILS is the same so the same
antenna will work for both however they are usually set up "maximized" for
the VOR use since for the GS/ILS use it is pretty much looking right down
the throat of the transmitters.
Some newer receivers split the signal internally others provide for two
antennas or an external splitter.
I have the 532 for GS and an Archer in each tip for each nav. However the
range on the latter is less than I would like, in some cases by a lot. But
Bob has inspected my installation and says it is the way he designed it.
Someday I'll get up the gumption to do something about it and try to figure
it out. However the GS/ILS and GPS in the 430 work so well it's hard to get
excited about fixing something I don't really use much other than when I'm
really bored over Friant, California somewhere east of Fresno.
;{(
________________________________________________________________________________
| From: | "Steve Glasgow" <willfly(at)carolina.rr.com> |
| Subject: | Heat and Mixture Cable |
Does anyone know how far away from an exhaust pipe the mixture cable should
be for an IO 360 engine?
Currently we have 1/4" to 1/8" clearance. By re-routing the cable we can
get from 1/2" to 3/4" clearance.
In both cases we have a good 15" of exhaust pipe to the cylinder head.
I have a friend who toasted all his cables when he overheated his engine.
So I'm concerned, and what'd to get a general consensuses of opinion.
Thanks,
Steve Glasgow-Cappy
N123SG RV-8
Cappy's Toy
________________________________________________________________________________
| From: | "Chuck Weyant" <chuck(at)chuckdirect.com> |
| Subject: | Re: VOR/GLIDE SLOPE Antennas |
Hey thanks guys. I've got a Garmin 430...going to the manual for
further info (duhh)!
By the way, how is the Archer Antenna for ease of installation?
Chuck
Subject: Re: RV-List: VOR/GLIDE SLOPE Antennas
I have to second Gary's comments about the Archer Antenna. I just
installed one and it really improved the performance over my previous
antenna (except for when the VOR is off the opposite wing tip). I also
have a SL-30 (best nav/com I have ever used). Any VOR antenna can be
used as a GS antenna, it depends more on the radio. From what I have
read, a VOR antenna is close enough so that modern avionics can separate
out the signal well. Older units may require a splitter, but you still
may not get the best performance unless your radio was designed to use a
VOR antenna. So again, follow the instructions of the radio. The
antenna does not matter in that regard.
--
David Leonard
Turbo Rotary RV-6 N4VY
http://N4VY.RotaryRoster.net
http://RotaryRoster.net
On 9/1/07, RV6 Flyer wrote:
Bob Archer's Sportcraft wing tip antenna is the best on the market.
It has
worked for almost 10-years for me as both VOR and Glide Slope.
Depending on
your radio, you may need a splitter. My SL-30 only has ONE input for
NAV and
that does both the VOR and Glide Slope.
See Model 1.
http://www.aircraftspruce.com/catalog/avpages/archer_antennas.php
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell,
2,051 + Flying Hours So. CA, USA
----Original Message Follows----
From: "Chuck Weyant" < chuck(at)chuckdirect.com>
Reply-To: rv-list(at)matronics.com
To:
Subject: RV-List: VOR/GLIDE SLOPE Antennas
Date: Sat, 1 Sep 2007 12:06:56 -0700
Anyone using the AV-532 VOR ANTENNA sold by Spruce? If so, does it
work
well? Will it also work as a VOR/GS antenna? Spruce is telling me
it will.
I'm building a 'ten' and having a problem with the "V" shaped Glide
Slope/VOR antenna Spruce is selling, 11-17923 CI-158C "V" DIPOLE
VOR/GS,
fitting in the top of my vertical stab and clearing the rudder
counter
balance when it swings. The VOR AV-532 sold by Spruce,(which comes
straight
out for an inch or two then 45's back and clears the rudder counter
balance
nicely) will work and Spruce says it will also work as a Glide Slope
antenna
as well. The catalogue says nothing about GS capability though. Is
anyone
using the AV-532 VOR ANTENNA sold by Spruce as a VOR/GS antenna? If
so,
does it receive the GS well?
How about the COMANT CI-193 GLIDESCOPE ANTENNA
half wave dipole as an alternative? Will it work well in my
wingtip? Could
it double as a VOR antenna too or do I have to purchase a seperate
VOR
antenna?
What do you think? Any recommendations? Any alternatives?
Chuck Weyant
_________________________________________________________________
________________________________________________________________________________
| From: | Sam Buchanan <sbuc(at)hiwaay.net> |
| Subject: | Re: VOR/GLIDE SLOPE Antennas |
Chuck Weyant wrote:
> Hey thanks guys. I've got a Garmin 430...going to the manual for
> further info (duhh)!
>
> By the way, how is the Archer Antenna for ease of installation? Chuck
"Ease of installation" is difficult to define but here is the
installation in my RV-6:
http://thervjournal.com/sportcraft.htm
Sam Buchanan
________________________________________________________________________________
| From: | "Al Grajek" <algrajek(at)msn.com> |
| Subject: | Looking fOR n75nw |
I was Landing at my home base, LEX. Sunday, and I saw an Un Painted RV8A,
Departing LEX for somewhere in Texas. Just wondering who it is.
Al Grajek
RV8
LEX
algrajek(at)msn.com
________________________________________________________________________________
| Subject: | Re: Tip-up rear window drilling |
| From: | "Bob Collins" <bcollinsrv7a(at)comcast.net> |
Testing 1-2-3. This is the group where people want to talk about building RVs,
right? (g)
Bob Collins wrote:
> (Pulled this out of another thread to rename it)
>
> I worked on the rear "window" today. I assume the rear edge of the window sits
forward of the spacer atop of that center piece....it's 1 1/8 aft the rear top
skin. It confused me a bit because instructions said to cut 1 1/4" from the
"do not cut line," which would make the window interfere with that spacer.
> (tip-up...rv-7a)
>
> The other question is what do you use for the backing strip. do you just cut
scrap pieces of .020? So you'd end up with several small strips instead of some
nice long piece?
>
> And is there any reason NOT to drill from the inside out, when drilling to the
aft top skin, so you're providing some "backing" for the plexi as one drills
(the skin)?
--------
Bob Collins
St. Paul, Minn.
Letters from Flyover Country
http://rvnewsletter.blogspot.com/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=132434#132434
________________________________________________________________________________
| From: | "Ron Lee" <ronlee(at)pcisys.net> |
| Subject: | Re: Looking fOR n75nw |
According to http://registry.faa.gov/aircraftinquiry/NNum_inquiry.asp
it is not assigned but their records may be lagging
Ron Lee
----- Original Message -----
From: "Al Grajek" <algrajek(at)msn.com>
Sent: Sunday, September 02, 2007 7:06 PM
Subject: RV-List: Looking fOR n75nw
>
> I was Landing at my home base, LEX. Sunday, and I saw an Un Painted RV8A,
> Departing LEX for somewhere in Texas. Just wondering who it is.
> Al Grajek
> RV8
> LEX
> algrajek(at)msn.com
>
>
>
________________________________________________________________________________
| From: | Steve <stevea(at)svpal.org> |
| Subject: | Re: Tip-up rear window drilling |
Bob,
Maybe everyone is gone for the long weekend. :-)
The rear edge on the back window of my -6A tip-up sits forward of the
spacer, just as you suggested. I guess that violates the 1 1/4" do not
cut line you mentioned, but it is the only way to make the window fit
the airframe in that area. There is still over an inch of window tucked
in between the top skin and the roll bar brace.
For backing strips I used some .025 (I think it was from the top skin
cutout for the back window). I ended up making one long part for each
side of the window. I don't see any problem with making these in
smaller segments if desired. Also, the backing strips are an option
according to the plans (dwg 48). You could go with only a washer over
the plexi.
I drilled my back window from the outside, with an assistant backing up
the inside of the plexi using a wood block. I first drilled pilot holes
in the skin. I prefer to have the aluminum act as a guide for drilling
the plexi, rather than the plexi being a guide for the aluminum. Don't
see why drilling from the inside would not work, as long as you are
careful not to let the drill bit wander when it hits the aluminum.
good luck,
Steve Allison
(sanding the canopy fairing.....and sanding.....and sanding.....and
sanding....)
Bob Collins wrote:
>
> Testing 1-2-3. This is the group where people want to talk about building RVs,
right? (g)
>
>
> Bob Collins wrote:
>
>> (Pulled this out of another thread to rename it)
>>
>> I worked on the rear "window" today. I assume the rear edge of the window sits
forward of the spacer atop of that center piece....it's 1 1/8 aft the rear
top skin. It confused me a bit because instructions said to cut 1 1/4" from the
"do not cut line," which would make the window interfere with that spacer.
>> (tip-up...rv-7a)
>>
>> The other question is what do you use for the backing strip. do you just cut
scrap pieces of .020? So you'd end up with several small strips instead of some
nice long piece?
>>
>> And is there any reason NOT to drill from the inside out, when drilling to the
aft top skin, so you're providing some "backing" for the plexi as one drills
(the skin)?
________________________________________________________________________________
| From: | Ed <bicyclop(at)pacbell.net> |
| Subject: | Re: Tip-up rear window drilling |
Bob,
Use very low pressure on the drill. Let it kinda burn its way through
the plastic at its own speed. In any case, you should be using plexi
drill bits which would be unsuitable for aluminum. On my slider, there
were plenty of places where I drilled through the plexi and into steel,
but I switched bits once through the glass. In addition, the holes in
the plastic should be larger diameter than those for the fasteners in
metal to allow for expansion and contraction.
Pax,
Ed Holyoke
Bob Collins wrote:
>
>(Pulled this out of another thread to rename it)
>
>I worked on the rear "window" today. I assume the rear edge of the window sits
forward of the spacer atop of that center piece....it's 1 1/8 aft the rear top
skin. It confused me a bit because instructions said to cut 1 1/4" from the
"do not cut line," which would make the window interfere with that spacer.
>(tip-up...rv-7a)
>
>The other question is what do you use for the backing strip. do you just cut scrap
pieces of .020? So you'd end up with several small strips instead of some
nice long piece?
>
>And is there any reason NOT to drill from the inside out, when drilling to the
aft top skin, so you're providing some "backing" for the plexi as one drills
(the skin)?
>
>--------
>Bob Collins
>St. Paul, Minn.
>Letters from Flyover Country
>http://rvnewsletter.blogspot.com/
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=132335#132335
>
>
>
>
________________________________________________________________________________
| From: | Sebastian Trost <sebastian.trost(at)sbcglobal.net> |
| Subject: | Re:Tip-up rear window drilling |
Bob,
One think to watch out for is not to let the plexiglass pull back
from the roll bar frame as you drill and cleco the plexi from the
back side and forward. I didn't watch this closely, and by the time I
got to the front of the right side, I had pulled the front lower
corner of the right side plexi back about 1/2 inch. I now have a gap
between the back and front glass at the right bottom of the roll bar
of 1/2 inch. It's somewhat covered by the Al of the side, but not
completely.
I used 4 pieces of scrap for the backing strip. I wasn't patient
enough to make a compound curved piece.
Thanks for the RV newsletter. I look forward to reading it every week!
Sebastian Trost
RV-7A tipup
flying (180 hours)
________________________________________________________________________________
| From: | "Bob Collins" <bcollinsrv7a(at)comcast.net> |
| Subject: | Canopy Backing strip, political discussions. |
//I know what you're saying about not much being posted about airplane
building these days, those RV-7/9/10s are just too easy to build and have
too good of instructions. Try building a -4 or pick up a second hand -6 kit
and see if you don't scratch your head for a while and start asking
questions on the list again.
Isn't that the truth? Folks come to look at the plane (like yesterday, we
had a little BBQ, and they want to know how it goes together and when I tell
them that everything comes pre-drilled and you line up the holes, I suddenly
don't feel like much of a "builder." Those folks who build from plans or pre
pre-punched really were something.
________________________________________________________________________________
| From: | "Ron Lee" <ronlee(at)pcisys.net> |
| Subject: | RV completion rate |
> Isn't that the truth? Folks come to look at the plane (like yesterday, we
> had a little BBQ, and they want to know how it goes together and when I
> tell
> them that everything comes pre-drilled and you line up the holes, I
> suddenly
> don't feel like much of a "builder." Those folks who build from plans or
> pre
> pre-punched really were something.
Check the RV completion rate over the last ten years or so. You will see a
doubling a few years ago which MAY coincide with the improved kits.
Personally I think getting a RV flying is more important than the amount of
time that you spend working on it.
Ron Lee
________________________________________________________________________________
| From: | Kevin Horton <khorton01(at)rogers.com> |
| Subject: | Re: Canopy Backing strip, political discussions. |
On 3 Sep 2007, at 13:05, Bob Collins wrote:
>
>
> //I know what you're saying about not much being posted about airplane
> building these days, those RV-7/9/10s are just too easy to build
> and have
> too good of instructions. Try building a -4 or pick up a second
> hand -6 kit
> and see if you don't scratch your head for a while and start asking
> questions on the list again.
>
> Isn't that the truth? Folks come to look at the plane (like
> yesterday, we
> had a little BBQ, and they want to know how it goes together and
> when I tell
> them that everything comes pre-drilled and you line up the holes, I
> suddenly
> don't feel like much of a "builder." Those folks who build from
> plans or pre
> pre-punched really were something.
I visited a local RV-8 builder on Saturday. I had the original
fuselage kit while he is working on the new pre-punched fuselage. I
was amazed at how quickly it is going together. He said it took him
3.5 hours to build the landing gear boxes, including time to deburr,
final drill, deburr the holes, prime and assemble, etc. I spent more
than 3.5 hours just scratching my head figuring out how I was going
to solve various problems when I built my landing gear boxes. I
wouldn't have made it if it wasn't for those who had gone before me
and were willing to share how they managed to get their landing gear
boxes together.
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://www.kilohotel.com/rv8
________________________________________________________________________________
| From: | Scott <acepilot(at)bloomer.net> |
| Subject: | Re: RV completion rate |
Some of us are STILL working with zero pre-punched stuff! Just bought a
"new in crate" wing kit about a month ago. The Van's return address on
the crate was in Corneilius, OR. I don't remember when they were out of
there!! It must be an OLD kit! Price was GREAT and the majority of
parts are still pristine. One crate had a little problem from mice pee,
but the few parts affected are easily replaced with new. For the price,
I can afford to replace a whole bunch of stuff. As a bonus, the spars
were built by Phlogiston and look great...
Scott
http://corbenflyer.tripod.com/
Gotta Fly or Gonna Die
Building RV-4 (Super Slow Build Version)
Ron Lee wrote:
>
>> Isn't that the truth? Folks come to look at the plane (like
>> yesterday, we
>> had a little BBQ, and they want to know how it goes together and when
>> I tell
>> them that everything comes pre-drilled and you line up the holes, I
>> suddenly
>> don't feel like much of a "builder." Those folks who build from plans
>> or pre
>> pre-punched really were something.
>
>
> Check the RV completion rate over the last ten years or so. You will
> see a
> doubling a few years ago which MAY coincide with the improved kits.
>
> Personally I think getting a RV flying is more important than the
> amount of
> time that you spend working on it.
>
> Ron Lee
>
>
________________________________________________________________________________
| From: | "Ed Bundy" <ebundy(at)speedyquick.net> |
| Subject: | VOR/GLIDE SLOPE Antennas |
This is a timely discussion. I just finished installing a Bob Archer
antenna, and using a Comant diplexer (special expen$ive "splitter") I'm
feeding the VOR and GS signal to a VAL INS 422.
The VOR and LOC signals get incredible reception, but the glideslope is very
weak. It usually only picks up around 5miles (basically right at the outer
marker).
Bob says he's never heard of this problem and given me some things to check,
but I wonder if anyone else has any ideas.
I can pick up the LOC at over 20 miles and 1000' agl, it seems like I should
be getting much better GS coverage than 5 miles at 1800'.
Ed Bundy
________________________________________________________________________________
| From: | "Bob Collins" <bcollinsrv7a(at)Comcast.net> |
| Subject: | RV completion rate |
//Personally I think getting a RV flying is more important than the amount
of time that you spend working on it.
You may be right, but about halfway through drilling the rear window today I
couldn't help but smiling. Beautiful day, the Indians game on the radio. The
project going well, and I just said outloud, "God, I love building my
airplane!" I'm probably closing in 1,800 hours so far -- well beyond, I
think -- most people... But darned if it isn't some of the best hours of my
life I've ever spent!
________________________________________________________________________________
| Subject: | Niagara 20002A Oil Cooler for sale * NEW * |
| From: | "Travis" <travishamblen(at)gmail.com> |
I have a factory new Niagara 20002A oil cooler. This is an FAA PMA'd 7 row oil
cooler. The Stewart Warner part number is 8406R. It is $295.95 on Aircraft Spruce
and $185.00 from Vans direct. I will sell it to you for $140.00 which does
include shipping by USPS priority mail. This should save you at least $60.00
over buying/shipping it from Vans. I have some pictures if you want to see it,
but it was only taken out of the box once, to take the pictures, NEVER USED!
Let me know if you have any questions, you can e-mail or call me. Below are some
links to info about this cooler:
Van's webpage selling the cooler:
http://www.vansaircraft.com/cgi-bin...ct=sw-oilcooler
Aircraft Spruce selling the cooler:
http://www.aircraftspruce.ca/catalog/eppages/ndm.php
Tech page from manufacturer:
http://www.niagaraairparts.com/2000...cifications.pdf
Travis
TravisHamblen(at)gmail.com
651-269-6542
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=132601#132601
Attachments:
http://forums.matronics.com//files/pic00013_147.jpg
http://forums.matronics.com//files/pic00012_860.jpg
________________________________________________________________________________
| From: | "Carl Bell" <carlbell(at)gforcecable.com> |
Does anyone have experience with the CH stick grips, I like their weight and
ambidextrous design, but since I need to have quality for switch control
also, I thought I would ask for experience. Thx cj
________________________________________________________________________________
| From: | "Carl Bell" <carlbell(at)gforcecable.com> |
Does anyone have experience with the CH stick grips, I like their weight and
ambidextrous design, but since I need to have quality for switch control
also, I thought I would ask for experience. Thx cj
________________________________________________________________________________
| From: | "David Burnham" <daverv6a(at)gmail.com> |
| Subject: | Re: CH Stick grips |
Hi Carl,
I have them in my 6A. They have worked well so far, I like the feel, and
were fairly easy to wire. They have them set up for pilot and passenger
sticks, make sure you get the correct one. I have one of each. I have it set
up :- trigger - ppt; front - flip flop ( you need to watch this one, have
changed channel without realizing it) - coolie hat Elev & Ail trim and Top
two - auto pilot engage & disengage.
Regards,
Dave Burnham
On 9/4/07, Carl Bell wrote:
>
> Does anyone have experience with the CH stick grips, I like their weight
> and ambidextrous design, but since I need to have quality for switch control
> also, I thought I would ask for experience. Thx cj
>
>
________________________________________________________________________________
| From: | "Bill Cary" <williamc(at)RV9Builder.com> |
CJ
I'm currently using these grips in my aircraft but only have ~10 hrs TT at
this point. I have had no problems or issues so far. Since these are gamer
joysticks I assume that the contacts are rated for many-many operations.
That is as long as you don't try to run excessive current through them.
Good Luck
Bill
_____
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Carl Bell
Sent: Tuesday, September 04, 2007 9:12 AM
Subject: RV-List: CH Stick grips
Does anyone have experience with the CH stick grips, I like their weight and
ambidextrous design, but since I need to have quality for switch control
also, I thought I would ask for experience. Thx cj
________________________________________________________________________________
| From: | "Carl Bell" <carlbell(at)gforcecable.com> |
Thx Bill, I plan to order them, did you shorten your sticks to get down to
Vans original height?
_____
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Bill Cary
Sent: Tuesday, September 04, 2007 2:05 PM
Subject: RE: RV-List: CH Stick grips
CJ
I'm currently using these grips in my aircraft but only have ~10 hrs TT at
this point. I have had no problems or issues so far. Since these are gamer
joysticks I assume that the contacts are rated for many-many operations.
That is as long as you don't try to run excessive current through them.
Good Luck
Bill
_____
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Carl Bell
Sent: Tuesday, September 04, 2007 9:12 AM
Subject: RV-List: CH Stick grips
Does anyone have experience with the CH stick grips, I like their weight and
ambidextrous design, but since I need to have quality for switch control
also, I thought I would ask for experience. Thx cj
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
Wheeler North wrote:
>
> To conduit or not to conduit, that is the question.
>
> It is a waste of weight, but there are places where it is wise.
>
snipped
>
> I found these micro thin plastic sheathes that cover shower curtain rods at
> Aero Depot for those few spans that nothing but a mini-monkey can get to.
> They are split and can be reduced to fit right into a snap bushing very
> easily.
>
Shower rod covers are far and away the lightest 'conduit' I was able to
find, & have the advantage of fitting whatever size hole we are likely
to drill in the ribs. But they are still a lot heavier (many ounces vs.
a few grams) than the snap bushings.
Charlie
________________________________________________________________________________
| From: | "Bill Cary" <williamc(at)RV9Builder.com> |
CJ
Yes, I shortened them so that the hand would rest at about the same height
if using a simple rubber grip. I may shorten another 1" but plan on waiting
until I get more flying time in.
_____
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Carl Bell
Sent: Tuesday, September 04, 2007 11:37 AM
Subject: RE: RV-List: CH Stick grips
Thx Bill, I plan to order them, did you shorten your sticks to get down to
Vans original height?
________________________________________________________________________________
| From: | Joseph Larson <jpl(at)showpage.org> |
Going on the advice of my tech counselor, I have purchased the very
very lightweight flexible conduit that Van's sells. But I'm now
wondering what paths I need for all the wires.
-Position lights in wingtips
-Strobe lights in wingtips
-Landing lights near wingtips
-Autopilot servo line at the halfway mark
-And I don't know if I should expect to put any antennas in wingtips
I presume I shouldn't run all of these together. So if not, I don't
know how many holes I should be drilling in my ribs for all the above.
-Joe
On Sep 4, 2007, at 2:04 PM, Charlie England wrote:
>
>
> Wheeler North wrote:
>> To conduit or not to conduit, that is the question.
>> It is a waste of weight, but there are places where it is wise.
> snipped
>> I found these micro thin plastic sheathes that cover shower
>> curtain rods at
>> Aero Depot for those few spans that nothing but a mini-monkey can
>> get to.
>> They are split and can be reduced to fit right into a snap bushing
>> very
>> easily.
>>
> Shower rod covers are far and away the lightest 'conduit' I was
> able to find, & have the advantage of fitting whatever size hole we
> are likely to drill in the ribs. But they are still a lot heavier
> (many ounces vs. a few grams) than the snap bushings.
>
> Charlie
________________________________________________________________________________
| From: | "Tim Bryan" <n616tb(at)btsapps.com> |
My grips are at the standard height but I have thought many times I would
like to shorten them. When I flew with Mike Seager a year and a half ago he
was pretty insistent that my hand was all the way up on the grip for landing
and takeoff. I have kept that advice even today. I fly normally however
with my hand much lower as it is more comfortable.
All the way up at the standard Van's height however still seems pretty high.
I am wondering what advice anyone has for how much it could be shortened
without jeopardizing control stability for landing. An inch? Two?
Tim
_____
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Bill Cary
Sent: Tuesday, September 04, 2007 2:07 PM
Subject: RE: RV-List: CH Stick grips
CJ
Yes, I shortened them so that the hand would rest at about the same height
if using a simple rubber grip. I may shorten another 1" but plan on waiting
until I get more flying time in.
_____
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Carl Bell
Sent: Tuesday, September 04, 2007 11:37 AM
Subject: RE: RV-List: CH Stick grips
Thx Bill, I plan to order them, did you shorten your sticks to get down to
Vans original height?
________________________________________________________________________________
| From: | "David Burnham" <daverv6a(at)gmail.com> |
| Subject: | Re: CH Stick grips |
Tim,
I cut my sticks - don't remember how many inches - I have attached a
photograph. I measured to make sure the grip didn't hit the panel and cut
it there - I have the extended panel so it is a little lower than the
standard one.
I generally fly with only thumb and 2 fingers, never a problem with control.
Dave
On 9/4/07, Tim Bryan wrote:
>
> My grips are at the standard height but I have thought many times I would
> like to shorten them. When I flew with Mike Seager a year and a half ago he
> was pretty insistent that my hand was all the way up on the grip for landing
> and takeoff. I have kept that advice even today. I fly normally however
> with my hand much lower as it is more comfortable.
>
>
> All the way up at the standard Van's height however still seems pretty
> high. I am wondering what advice anyone has for how much it could be
> shortened without jeopardizing control stability for landing. An inch? Two?
>
>
> Tim
>
>
> ------------------------------
>
> *From:* owner-rv-list-server(at)matronics.com [mailto:
> owner-rv-list-server(at)matronics.com] *On Behalf Of *Bill Cary
> *Sent:* Tuesday, September 04, 2007 2:07 PM
> *To:* rv-list(at)matronics.com
> *Subject:* RE: RV-List: CH Stick grips
>
>
> CJ
>
>
> Yes, I shortened them so that the hand would rest at about the same height
> if using a simple rubber grip. I may shorten another 1" but plan on waiting
> until I get more flying time in.
>
>
> ------------------------------
>
> *From:* owner-rv-list-server(at)matronics.com [mailto:
> owner-rv-list-server(at)matronics.com] *On Behalf Of *Carl Bell
> *Sent:* Tuesday, September 04, 2007 11:37 AM
> *To:* rv-list(at)matronics.com
> *Subject:* RE: RV-List: CH Stick grips
>
>
> Thx Bill, I plan to order them, did you shorten your sticks to get down to
> Vans original height?
>
>
> * *
>
> * *
>
> * *
>
> **
>
> **
>
> **
>
> **
>
> **
>
> **
>
> * *
>
> *
>
> *
>
>
________________________________________________________________________________
| From: | "Tim Bryan" <n616tb(at)btsapps.com> |
Hi Dave,
Nice panel! What is the glass clear over on the passenger side?
I fly with only my thumb and 2 fingers also except for take off and landing.
At that point I move my hand completely up onto the stick as I was taught by
Mike. It would seem to me that control would be easy enough obtained even
if I cut a couple inches off but wanted to bounce it off of others.
Thanks for you input
Tim
_____
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of David Burnham
Sent: Tuesday, September 04, 2007 3:46 PM
Subject: Re: RV-List: CH Stick grips
Tim,
I cut my sticks - don't remember how many inches - I have attached a
photograph. I measured to make sure the grip didn't hit the panel and cut
it there - I have the extended panel so it is a little lower than the
standard one.
I generally fly with only thumb and 2 fingers, never a problem with control.
Dave
On 9/4/07, Tim Bryan wrote:
My grips are at the standard height but I have thought many times I would
like to shorten them. When I flew with Mike Seager a year and a half ago he
was pretty insistent that my hand was all the way up on the grip for landing
and takeoff. I have kept that advice even today. I fly normally however
with my hand much lower as it is more comfortable.
All the way up at the standard Van's height however still seems pretty high.
I am wondering what advice anyone has for how much it could be shortened
without jeopardizing control stability for landing. An inch? Two?
Tim
_____
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Bill Cary
Sent: Tuesday, September 04, 2007 2:07 PM
Subject: RE: RV-List: CH Stick grips
CJ
Yes, I shortened them so that the hand would rest at about the same height
if using a simple rubber grip. I may shorten another 1" but plan on waiting
until I get more flying time in.
_____
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Carl Bell
Sent: Tuesday, September 04, 2007 11:37 AM
Subject: RE: RV-List: CH Stick grips
Thx Bill, I plan to order them, did you shorten your sticks to get down to
Vans original height?
________________________________________________________________________________
| From: | "David Burnham" <daverv6a(at)gmail.com> |
| Subject: | Re: CH Stick grips |
Hi Tim
Advanced Flight Systems - engine monitor - Just amazing piece of
engineering.
http://www.advanced-flight-systems.com/
Regards,
Dave
On 9/4/07, Tim Bryan wrote:
>
> Hi Dave,
>
>
> Nice panel! What is the glass clear over on the passenger side?
>
> I fly with only my thumb and 2 fingers also except for take off and
> landing. At that point I move my hand completely up onto the stick as I was
> taught by Mike. It would seem to me that control would be easy enough
> obtained even if I cut a couple inches off but wanted to bounce it off of
> others.
> Thanks for you input
>
> Tim
>
>
> ------------------------------
>
> *From:* owner-rv-list-server(at)matronics.com [mailto:
> owner-rv-list-server(at)matronics.com] *On Behalf Of *David Burnham
> *Sent:* Tuesday, September 04, 2007 3:46 PM
> *To:* rv-list(at)matronics.com
> *Subject:* Re: RV-List: CH Stick grips
>
>
> Tim,
>
>
> I cut my sticks - don't remember how many inches - I have attached a
> photograph. I measured to make sure the grip didn't hit the panel and cut
> it there - I have the extended panel so it is a little lower than the
> standard one.
>
>
> I generally fly with only thumb and 2 fingers, never a problem with
> control.
>
>
> Dave
>
>
> On 9/4/07, *Tim Bryan* wrote:
>
> My grips are at the standard height but I have thought many times I would
> like to shorten them. When I flew with Mike Seager a year and a half ago he
> was pretty insistent that my hand was all the way up on the grip for landing
> and takeoff. I have kept that advice even today. I fly normally however
> with my hand much lower as it is more comfortable.
>
>
> All the way up at the standard Van's height however still seems pretty
> high. I am wondering what advice anyone has for how much it could be
> shortened without jeopardizing control stability for landing. An inch? Two?
>
>
> Tim
>
>
> ------------------------------
>
> *From:* owner-rv-list-server(at)matronics.com [mailto:
> owner-rv-list-server(at)matronics.com] *On Behalf Of *Bill Cary
> *Sent:* Tuesday, September 04, 2007 2:07 PM
> *To:* rv-list(at)matronics.com
> *Subject:* RE: RV-List: CH Stick grips
>
>
> CJ
>
>
> Yes, I shortened them so that the hand would rest at about the same height
> if using a simple rubber grip. I may shorten another 1" but plan on waiting
> until I get more flying time in.
>
>
> ------------------------------
>
> *From:* owner-rv-list-server(at)matronics.com [mailto:
> owner-rv-list-server(at)matronics.com] *On Behalf Of *Carl Bell
> *Sent:* Tuesday, September 04, 2007 11:37 AM
> *To:* rv-list(at)matronics.com
> *Subject:* RE: RV-List: CH Stick grips
>
>
> Thx Bill, I plan to order them, did you shorten your sticks to get down to
> Vans original height?
>
>
> * *
>
> * *
>
> * *
>
> * *
>
> * *
>
>
> * *
>
> * *
>
> * *
>
> * *
>
> * *
>
> * *
>
> * *
>
>
> *
>
> *
>
>
________________________________________________________________________________
| From: | Fiveonepw(at)aol.com |
In a message dated 9/4/2007 11:11:55 AM Central Daylight Time,
carlbell(at)gforcecable.com writes:
does anyone have experience with the CH stick grips
>>>>
I really like mine & have seen no downside after 400 hours:
_http://websites.expercraft.com/n51pw/index.php?q=log_entry&log_id=5134_
(http://websites.expercraft.com/n51pw/index.php?q=log_entry&log_id=5134)
I use the hat switch for elevator trim (through relays to MAC servo), trigger
for PTT, and used the neat little button under the trigger for intercom on
Microair radio before installing separate intercom. This button is a nice
feature and is well-placed to stay out of the way to prevent inadvertant
activation- one of the things I prefer over military style sticks with buttons
sprouting
everywhere...
>From The PossumWorks in TN
Mark Phillips
_http://websites.expercraft.com/n51pw/_
(http://websites.expercraft.com/n51pw/)
http://discover.aol.com/memed/aolcom30tour
________________________________________________________________________________
| From: | "Ron Lee" <ronlee(at)pcisys.net> |
| Subject: | Re: CH Stick grips |
I fly with my hand resting on my leg. This places the PTT switch at the
top of the handle too high. I don't move my hand higher for take-off or
landing.
Bottom line is that my stick could be even shorter than it is.
Ron Lee
----- Original Message -----
From: Tim Bryan
To: rv-list(at)matronics.com
Sent: Tuesday, September 04, 2007 2:04 PM
Subject: RE: RV-List: CH Stick grips
My grips are at the standard height but I have thought many times I
would like to shorten them. When I flew with Mike Seager a year and a
half ago he was pretty insistent that my hand was all the way up on the
grip for landing and takeoff. I have kept that advice even today. I
fly normally however with my hand much lower as it is more comfortable.
All the way up at the standard Van's height however still seems pretty
high. I am wondering what advice anyone has for how much it could be
shortened without jeopardizing control stability for landing. An inch?
Two?
Tim
-------------------------------------------------------------------------
-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Bill Cary
Sent: Tuesday, September 04, 2007 2:07 PM
To: rv-list(at)matronics.com
Subject: RE: RV-List: CH Stick grips
CJ
Yes, I shortened them so that the hand would rest at about the same
height if using a simple rubber grip. I may shorten another 1" but plan
on waiting until I get more flying time in.
-------------------------------------------------------------------------
-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Carl Bell
Sent: Tuesday, September 04, 2007 11:37 AM
To: rv-list(at)matronics.com
Subject: RE: RV-List: CH Stick grips
Thx Bill, I plan to order them, did you shorten your sticks to get
down to Vans original height?
________________________________________________________________________________
| Subject: | Coolie Hat Switch |
| From: | "Stucklen, Frederic W UTPWR" <Fred.Stucklen(at)UTCPower.com> |
Does anyone know where I can purchase the Coolie Hat switch used for
aileron & Elevator trim? I'm also looking for the relay deck required to
interface it with the trim servos.
Fred Stucklen
RV-6A
RV-7A
Hi Carl,
I have them in my 6A. They have worked well so far, I like the
feel, and
were fairly easy to wire. They have them set up for pilot and
passenger
sticks, make sure you get the correct one. I have one of each. I
have it set
up :- trigger - ppt; front - flip flop ( you need to watch this
one, have
changed channel without realizing it) - coolie hat Elev & Ail trim
and Top
two - auto pilot engage & disengage.
Regards,
Dave Burnham
________________________________________________________________________________
| From: | Bob <panamared5(at)brier.net> |
| Subject: | RE: Annual Conditional Inspection |
To get the subject back on RVs, I just finished my 5th Conditional
Inspection. I thought I would comment on a few areas.
I started the inspection before I swept out the hanger, big
mistake. My hanger has a tendency to collect dirt, paint chips from
the rafters, grass clippings etc. Trust me, it is much easier to do
the inspection with a clean hanger floor.
To clean off the oil on the bottom of the fuselage, I tried using the
aviation approved Simple Green. It does work, not as well as
aviation fuel. I keep all the fuel that I sump in a container and
use it for a cleaning fluid. I know, it is not a safe substance, but
it sure does work well.
Spark plugs are black with lots of soot. I am using the hotter
plugs, does not seem to make a difference. No lead fouling. I do
use TCP with the AV Gas and Marvel Mystery oil with auto fuel.
I found the inspection of the baggage compartment and the rear
fuselage so much simpler when I removed the canopy from the
fuselage. I have an RV6 slider version. Before, I used to climb in
under the canopy and what a pain. It took about 5 minutes to take
the canopy off, 3 of those minutes searching for the right
tools. Taking the canopy off makes it much easier to clean the inside!
When building I spent a tremendous amount of time getting the canopy
to slide freely. Now when I open it a crack, gravity will do the
rest to open it. In hind sight, this extra time was really worth it.
I am still finding slivers of proseal in my fuel filter from two
years ago, when I complied with Vans SB requiring all tanks to be
taken apart and the B-Nut to be safetied. A five minute job during
construction, or a 20 hour job after the plane is flying! When I
built the tanks, I followed Vans instructions exactly, and that is
why the tanks were built wrong! Sometimes you need to use your own
judgement and common sense.
The FAB airbox for the O-360. During every inspection I have had to
fix and repair this part. I have replaced the hinge for the
alternate air door, I have replaced the alternate air cable, I have
replaced the alternate air door actuator horn and the piece of
aluminum that mates the airbox to the fuel servo (carb). Next year I
will be fixing something on this assembly, just don't know what. I
may just do away with the alternate air door completely.
I have a wooden prop with a prop spacer. I took the prop off and the
spacer. When I went to put it back on, the prop bolts would not go
through the spacer (even without the prop)!? But they had just come
out! I had to get a 1/2" reamer to open up the holes to get the
bolts to go through. A real mystery. Brown Tool Company was the
only place I found that sold this tool.
I got it all together and went for a test flight. All OK. Except
for the second hammerhead maneuver. I got too slow on the upline,
added rudder too late and nothing happened. I closed the throttle
added down elevator and waited. And the airplane completed the most
terrific tail swap I have ever experienced. I have only done one
other tailslide and this must have been a good one, just that I was
not expecting it, I was expecting an inverted spin.
Note: I do not do tailslides on purpose and do not recommend them in
an RV. When you do a blow a hammerhead one of the resulting
maneuvers maybe a tailslide and another might be an an inverted
spin. One experienced aerobatic pilot in RVs told me that the
tailslide is very hard to do correctly and I should not worry about
an RV tailslide because I would fall off one side or the other. So
much for that theory!!
I am sorry that I did not comment on any politics or other such
social concerns. But, I have included many ideas or comments that
may cause violent disagreements, if that is so, so be it, but that is
how I did it.
Bob
RV6 "Wicked Witch of the West"
________________________________________________________________________________
| From: | "Bob Gross" <rpgross(at)bellsouth.net> |
Any one have a 396 they are thinking of upgrading to a 496?
Please PM me if so.
Bob
--
Using Opera's revolutionary e-mail client: http://www.opera.com/mail/
________________________________________________________________________________
| From: | "David Dalton" <ddalton536(at)gmail.com> |
| Subject: | Re: RE: Annual Conditional Inspection |
Bob,
I am just starting on my fuel tanks, what changes would you make to Vans
instructions for the tanks?
Thanks for the advice,
David
On 9/4/07, Bob wrote:
>
>
> To get the subject back on RVs, I just finished my 5th Conditional
> Inspection. I thought I would comment on a few areas.
>
> I started the inspection before I swept out the hanger, big
> mistake. My hanger has a tendency to collect dirt, paint chips from
> the rafters, grass clippings etc. Trust me, it is much easier to do
> the inspection with a clean hanger floor.
>
> To clean off the oil on the bottom of the fuselage, I tried using the
> aviation approved Simple Green. It does work, not as well as
> aviation fuel. I keep all the fuel that I sump in a container and
> use it for a cleaning fluid. I know, it is not a safe substance, but
> it sure does work well.
>
> Spark plugs are black with lots of soot. I am using the hotter
> plugs, does not seem to make a difference. No lead fouling. I do
> use TCP with the AV Gas and Marvel Mystery oil with auto fuel.
>
> I found the inspection of the baggage compartment and the rear
> fuselage so much simpler when I removed the canopy from the
> fuselage. I have an RV6 slider version. Before, I used to climb in
> under the canopy and what a pain. It took about 5 minutes to take
> the canopy off, 3 of those minutes searching for the right
> tools. Taking the canopy off makes it much easier to clean the inside!
>
> When building I spent a tremendous amount of time getting the canopy
> to slide freely. Now when I open it a crack, gravity will do the
> rest to open it. In hind sight, this extra time was really worth it.
>
> I am still finding slivers of proseal in my fuel filter from two
> years ago, when I complied with Vans SB requiring all tanks to be
> taken apart and the B-Nut to be safetied. A five minute job during
> construction, or a 20 hour job after the plane is flying! When I
> built the tanks, I followed Vans instructions exactly, and that is
> why the tanks were built wrong! Sometimes you need to use your own
> judgement and common sense.
>
> The FAB airbox for the O-360. During every inspection I have had to
> fix and repair this part. I have replaced the hinge for the
> alternate air door, I have replaced the alternate air cable, I have
> replaced the alternate air door actuator horn and the piece of
> aluminum that mates the airbox to the fuel servo (carb). Next year I
> will be fixing something on this assembly, just don't know what. I
> may just do away with the alternate air door completely.
>
> I have a wooden prop with a prop spacer. I took the prop off and the
> spacer. When I went to put it back on, the prop bolts would not go
> through the spacer (even without the prop)!? But they had just come
> out! I had to get a 1/2" reamer to open up the holes to get the
> bolts to go through. A real mystery. Brown Tool Company was the
> only place I found that sold this tool.
>
> I got it all together and went for a test flight. All OK. Except
> for the second hammerhead maneuver. I got too slow on the upline,
> added rudder too late and nothing happened. I closed the throttle
> added down elevator and waited. And the airplane completed the most
> terrific tail swap I have ever experienced. I have only done one
> other tailslide and this must have been a good one, just that I was
> not expecting it, I was expecting an inverted spin.
>
> Note: I do not do tailslides on purpose and do not recommend them in
> an RV. When you do a blow a hammerhead one of the resulting
> maneuvers maybe a tailslide and another might be an an inverted
> spin. One experienced aerobatic pilot in RVs told me that the
> tailslide is very hard to do correctly and I should not worry about
> an RV tailslide because I would fall off one side or the other. So
> much for that theory!!
>
> I am sorry that I did not comment on any politics or other such
> social concerns. But, I have included many ideas or comments that
> may cause violent disagreements, if that is so, so be it, but that is
> how I did it.
>
> Bob
> RV6 "Wicked Witch of the West"
>
>
________________________________________________________________________________
| From: | "Bob Collins" <bcollinsrv7a(at)comcast.net> |
| Subject: | RE: Annual Conditional Inspection |
I think he's referring to making sure your pickup tube is secure. Folks that
didn't (it wasn't in the instructions then, maybe it is now) had to reopen
the access panel and pull out the tube and safety-wire the nut that holds it
onto the fitting. In the process, the chances increased that small amounts
of proseal (from removing the access panel) could contaminate the tank.
I ProSealed my b-nut around the fitting; it's not going anywhere.
The SB he's talking about is here
http://vansaircraft.com/pdf/sb06-2-23.pdf
_____
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of David Dalton
Sent: Wednesday, September 05, 2007 7:33 PM
Subject: Re: RV-List: RE: Annual Conditional Inspection
Bob,
I am just starting on my fuel tanks, what changes would you make to Vans
instructions for the tanks?
Thanks for the advice,
David
________________________________________________________________________________
| From: | "David Dalton" <ddalton536(at)gmail.com> |
| Subject: | Re: RE: Annual Conditional Inspection |
I have that SB, thanks
DD
On 9/5/07, Bob Collins wrote:
>
> I think he's referring to making sure your pickup tube is secure. Folks
> that didn't (it wasn't in the instructions then, maybe it is now) had to
> reopen the access panel and pull out the tube and safety-wire the nut that
> holds it onto the fitting. In the process, the chances increased that small
> amounts of proseal (from removing the access panel) could contaminate the
> tank.
>
> I ProSealed my b-nut around the fitting; it's not going anywhere.
>
> The SB he's talking about is here
>
> http://vansaircraft.com/pdf/sb06-2-23.pdf
>
> ------------------------------
> *From:* owner-rv-list-server(at)matronics.com [mailto:
> owner-rv-list-server(at)matronics.com] *On Behalf Of *David Dalton
> *Sent:* Wednesday, September 05, 2007 7:33 PM
> *To:* rv-list(at)matronics.com
> *Subject:* Re: RV-List: RE: Annual Conditional Inspection
>
> Bob,
>
> I am just starting on my fuel tanks, what changes would you make to Vans
> instructions for the tanks?
>
> Thanks for the advice,
>
> David
>
> >
> >
> > *
>
>
> *
>
>
________________________________________________________________________________
| From: | "Carl Bell" <carlbell(at)gforcecable.com> |
I'm installing a heated Gretz pitot tube, and wondered about the best
mounting location. My plan was to mount it close to where Van shows it in
the plans, but the simple tube version goes into the spar flange and the
Gretz has a post mount. Help or better yet a picture of an operation unit
would be greatly appreciated. Carl
________________________________________________________________________________
| From: | "Tim Bryan" <n616tb(at)btsapps.com> |
Carl,
I don't think I have any pictures already but I installed that same pitot
and it is right where the stock position is for an RV-6. I suspect it is
just slightly back in order to allow the mounting bracket for the post to
go. You can go back all you need because the pitot end will actually be
forward of the stock tube anyway. Just move it back enough to mount the
bracket as needed.
I am flying and my airspeed is as expected.
Tim
_____
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Carl Bell
Sent: Thursday, September 06, 2007 9:29 AM
Subject: RV-List: Heated Pitot
I'm installing a heated Gretz pitot tube, and wondered about the best
mounting location. My plan was to mount it close to where Van shows it in
the plans, but the simple tube version goes into the spar flange and the
Gretz has a post mount. Help or better yet a picture of an operation unit
would be greatly appreciated. Carl
________________________________________________________________________________
| From: | "Bret Smith" <smithhb(at)tds.net> |
| Subject: | Re: Heated Pitot |
Carl, here is where I am installing the pitot on my RV-9...
http://www.flightinnovations.com/misc.html (Scroll down to the pitot
section)
Bret Smith
RV-9A "Fuselage"
Blue Ridge, GA
www.FlightInnovations.com
----- Original Message -----
From: Carl Bell
To: rv-list(at)matronics.com
Sent: Thursday, September 06, 2007 10:28 AM
Subject: RV-List: Heated Pitot
I'm installing a heated Gretz pitot tube, and wondered about the best
mounting location. My plan was to mount it close to where Van shows it
in the plans, but the simple tube version goes into the spar flange and
the Gretz has a post mount. Help or better yet a picture of an
operation unit would be greatly appreciated. Carl
________________________________________________________________________________
| From: | Kevin Horton <khorton01(at)rogers.com> |
| Subject: | Re: Heated Pitot |
On 6 Sep 2007, at 10:28, Carl Bell wrote:
> Im installing a heated Gretz pitot tube, and wondered about the
> best mounting location. My plan was to mount it close to where Van
> shows it in the plans, but the simple tube version goes into the
> spar flange and the Gretz has a post mount. Help or better yet a
> picture of an operation unit would be greatly appreciated. Carl
I followed the instructions that came with the Gretz pitot tube
mount, except I moved it one bay outboard.
http://www.kilohotel.com/rv8/article.php?story 021026180308727
You have to work really, really hard if you want to screw up a pitot
source. The laws of physics work in our favour, unlike the situation
with static sources. A pitot source will be accurate as long as the
pitot tube is far enough away from the skin to be clear of the
boundary layer, it is not in the prop wash, not in the wake of
something else, it is pointed roughly into the local airflow, and
there are no leaks. Wind tunnel data shows that a pitot source will
be quite accurate as long as it is aligned within about 15 degrees of
the direction of the local airflow.
Leaks close to the entrance of the pitot tube are much less critical
than leaks further down stream, as any air that leaks out is replaced
by air that comes in the pitot tube. The error from a leak is due to
the pressure loss required to push the leaking air from the tube
entrance to the leak location. Thus small leaks very close to the
pitot tube entrance have neglible effect on the accuracy, which is
why it is OK to have very small drain holes in pitot tubes.
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://www.kilohotel.com/rv8
________________________________________________________________________________
| From: | Rick Galati <rick6a(at)yahoo.com> |
| Subject: | RE: Heated Pitot |
Carl,
Like many builders, I moved the pitot installation outboard an extra bay to help
avoid potential conflict with tie down ropes. The photos should give you
a general idea of a typical Gretz installation regardless of where you decide
to locate it.
Rick Galati RV-6A "Darla!" Gretz Pitot
RV-8 FWF Gretz Pitot
________________________________________________________________________________
| From: | "Gordon or Marge" <gcomfo(at)tc3net.com> |
| Subject: | 2 1/4 accelerometers |
List members:
Has anyone out there used the 2-1/4 g-meter sold by Aircraft Spruce and
which I suspect is of Chinese manufacture? Domestic rebuilds are
apparently
rare and thus quite expensive. If the import is ok, fine. If it is
junk,
not so fine. Comments, please.
Gordon Comfort
N363GC
________________________________________________________________________________
| From: | "Dale Ensing" <densing(at)carolina.rr.com> |
| Subject: | Re: 2 1/4 accelerometers |
MessageI have one Gordan. Seems to work properly after 165 hours.
Dale Ensing
----- Original Message -----
From: Gordon or Marge
To: rv-list(at)matronics.com
Sent: Thursday, September 06, 2007 5:44 PM
Subject: RE: RV-List: 2 1/4 accelerometers
List members:
Has anyone out there used the 2-1/4 g-meter sold by Aircraft Spruce
and which I suspect is of Chinese manufacture? Domestic rebuilds are
apparently rare and thus quite expensive. If the import is ok, fine.
If it is junk, not so fine. Comments, please.
Gordon Comfort
N363GC
________________________________________________________________________________
| From: | "RV6 Flyer" <rv6_flyer(at)hotmail.com> |
| Subject: | 2 1/4 accelerometers |
10-years ago, I went through the same thing. I purchased the CHEAP Chinese
one only to find out how CHEAP looking and Chinese made it was. I returned
it for the NAME brand and find out that it was ALSO Chinese made but it did
not look as cheap.
Good luck with your search.
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell,
2,051 + Flying Hours So. CA, USA
----Original Message Follows----
From: "Gordon or Marge" <gcomfo(at)tc3net.com>
Subject: RE: RV-List: 2 1/4 accelerometers
Date: Thu, 6 Sep 2007 17:44:49 -0400
List members:
Has anyone out there used the 2-1/4 g-meter sold by Aircraft Spruce and
which I suspect is of Chinese manufacture? Domestic rebuilds are apparently
rare and thus quite expensive. If the import is ok, fine. If it is junk,
not so fine. Comments, please.
Gordon Comfort
N363GC
_________________________________________________________________
Gear up for Halo 3 with free downloads and an exclusive offer.
http://gethalo3gear.com?ocid=SeptemberWLHalo3_MSNHMTxt_1
________________________________________________________________________________
| From: | "Carl Bell" <carlbell(at)gforcecable.com> |
| Subject: | RE: Heated Pitot |
Rick,
Great pictures, thx.
All, the Gretz came in today, and the instructions are good, I will move it
one bay out and RTFM. Thank you all for your help. Carl
_____
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Rick Galati
Sent: Thursday, September 06, 2007 5:24 PM
Subject: RV-List: RE: Heated Pitot
Carl,
Like many builders, I moved the pitot installation outboard an extra bay to
help avoid potential conflict with tie down ropes. The photos should give
you a general idea of a typical Gretz installation regardless of where you
decide to locate it.
Rick Galati RV-6A "Darla!" Gretz Pitot
RV-8 FWF Gretz Pitot
________________________________________________________________________________
| From: | "Karl Ahamer" <kahamer(at)bigpond.net.au> |
| Subject: | Heated pitot retrofit |
Hi all,
Wonder who difficult it would be to fit a heated pito tube once the
skins are on the wing (RV7),but wings not fitted to the fuselage as yet.
Anyone done this before?
Regards
Karl Ahamer
7A near Sydney/Australia
6/09/2007 3:18 PM
6/09/2007 3:18 PM
________________________________________________________________________________
| From: | Dan <dan(at)rdan.com> |
| Subject: | Reno Air races tickets |
I havea pair of tickets for Reno and my pal is a no-sho soI have an extra seat
ticket for all 5 days in Reserved Grand stand right about the finish line, great
tickets in anyone is interested I paid $110.00 Or I may let a pair of tickets
go for one or 2 days ??
anyone interested let me know.
Dan
dan(at)rdan.com
-8 Fuse
________________________________________________________________________________
| From: | Tom Pritchard <tgpritchard(at)hotmail.com> |
| Subject: | Re: CH Stick grips |
I'm a total newbie to the list but hope to build a 9A in a couple years.
Regarding the control stick - would it be feasible to machine the stick in
such a way as it can be telescoped out (and locked) for take off and landin
g but collapsed during regular flight?
Tom
_________________________________________________________________
More photos; more messages; more whatever ' Get MORE with Windows Live=99
Hotmail=AE. NOW with 5GB storage.
ration_HM_mini_5G_0907
________________________________________________________________________________
| From: | Bob <panamared5(at)brier.net> |
| Subject: | Re: CH Stick grips |
Everyone is different, and in that respect, I find any type of stick
grip unusable, even when I am using a flight simulator on the
computer. I find that I can not get fine precise movement when I put
my entire hand on the stick grip. Same with the airplane.
I learned how to fly a sensitive aircraft from an F-4 pilot when he
told me that in cruise he rested his forearm on his thigh and used
the tip of this index finger and thumb to fly the aircraft. I find
that works well with my RV. But for aerobatics, I have my full fist
on the top of the stick. And sometimes I use both hands on the
stick, not because of the stick forces, but for more precise control
when doing large control deflections.
Some people may be making more out of this stick grip thing than is
necessary. I know before I flew my airplane I wanted to install
them, but after flying for a few years, I can not imagine how I could
possible use them. I do use both my left and right hand to fly the
aircraft and as I recall the stick grips are mostly right or left handed.
Bob
RV6 "Wicked Witch of the West"
At 02:54 PM 9/7/07, you wrote:
>I'm a total newbie to the list but hope to build a 9A in a couple years.
>Regarding the control stick - would it be feasible to machine the
>stick in such a way as it can be telescoped out (and locked) for
>take off and landing but collapsed during regular flight?
>
________________________________________________________________________________
| From: | Fiveonepw(at)aol.com |
| Subject: | Re: Heated pitot retrofit |
In a message dated 9/6/2007 10:50:52 PM Central Daylight Time,
kahamer(at)bigpond.net.au writes:
Anyone done this before?
>>>
I recently installed a Gretz tube in the outboard (aileron bellcrank) cover.
I duplicated the cover in .040 2024 and made a doubler a bit larger than the
base of the tube with an extension on it on which I mounted the circuit board.
Makes for easy connection & inspection. You will have to take care when
attaching tiedowns, but I believe the benefits outweigh this. I also discussed
this with Warren Gretz and he saw no downside. Photo available if interested...
>From The PossumWorks in TN
Mark Phillips
_http://websites.expercraft.com/n51pw/_
(http://websites.expercraft.com/n51pw/)
________________________________________________________________________________
| From: | "Ron Lee" <ronlee(at)pcisys.net> |
| Subject: | Re: CH Stick grips |
>> Just showing my ignorance. I have never flown an RV. I have flown a
>> Diamond Katana which has a very light touch on the stick. I noticed a
>> message earlier that recommended that one keep ones hands high on the
>> stick during take offs and landings. My assumption (always a big risk) is
>> that this is improve leverage and refine the movements on the stick. I
>> too prefer to set my hands low on the stick with arm resting on my leg.
>> My thought was that a telescoping stick might provide both requirements,
>> although I admit it makes the system more complicated.
I fly with my hand resting on my thigh and my fingers below the top of the
stick.
I have no need to hold my hand higher and my landings are usually good.
I would fly an RV then forget about this idea.
Ron Lee
________________________________________________________________________________
| From: | "Ron Lee" <ronlee(at)pcisys.net> |
| Subject: | Re: CH Stick grips |
> I fly with my hand resting on my thigh and my fingers below the top of the
> stick.
>
> I have no need to hold my hand higher and my landings are usually good.
>
> Ron Lee
Here is a response to my landing assertion:
" Mr. Lee,
This e-mail is in response to your braggadocio that your landings are
usually good,
as appeared in a recent RV list posting. I have flown with you enough to
know that
your passengers' kissing the ground upon every landing is not a reflection
on your
expertise at greasing a landing. Indeed, I think it is closer to the truth
to think that
it is more a testament to the design of the RV that it takes that licking
time and time
again and still rolls in a straight line. Please confine your remarks to
the same zip
code as the truth and do not attempt to confuse the RV public with your
mendacity.
R"
Personally, I get the impression that this anonymous person is making fun of
my
wonderful landing. I suspect that he is rather full of himself since he
uses big words
like "medacity."
Ron Lee
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | New Realtime Spell Checker Added To Matronics Forums! |
Dear Listers,
Today 9/8/2007 I have added a new real-time spell checker function to all of the
BBS Forums at Matronics. When you reply or create a new message on the Forums,
you will notice that misspelled words will be high-lighted in yellow. If
you left-click on the word, you will be prompted with a drop-down list of suggested
spellings.
http://forums.matronics.com
Enjoy!
Matt Dralle
Matornics Email List and Forum Administrator
________________________________________________________________________________
| Subject: | Re: Wing wiring conduit |
| From: | "JohnInReno" <john(at)morgensen.com> |
I used CPVC and 1/2 pipe suspenders. CPVC is thinner and stronger than regular
PVC. It is intended for hot water systems. The 1/2 pipe suspension clamps are
riveted to the edges of the 3rd lightening hole (from the back).
--------
RV-9A - Fuselage
Grumman AA1B-150 (RV-Trainer) Flying
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=133540#133540
________________________________________________________________________________
| From: | "Marty Helller" <marty_away(at)hotmail.com> |
| Subject: | Heated pitot retrofit |
Karl,
Just done it also..... put my Gretz tube in the bay next to the wing
access panel (wingtip side)
- Thoughts to consider..... figure how you will countersink the skin
before doing any riveting. I didn't and a fellow builder recommended I
build a countersunk backplate. By using a countersunk screw I was able to
pull the skin into a somewhat countersunk area.... but it isn't pretty.
- Riveting.... you'll need to poprivet the support brackets....
- The smart chip (circuit board) Seemed to challenging to install the
platenuts on the rib, so I built a raised platform to mount the chip right
on the access panel but ensured the back of the circuit panel didn't touch
the aluminum access plate.
- Connecting the pitot line. Have to move the installed (aluminum) line to
the new position. Bought a 1/4 by 1/4 copper pipe connector in the Home
Depot aviation isle. Haven't bent the copper tube on the Gretz unit yet,
but feel it's necessary to avoid a right angle in the pitot static line.
On the road, so I don't have pictures..... Hope this helps....
Marty
RV-7 (N622HR)
Fitting systems in the fuselog...
>From: "Karl Ahamer" <kahamer(at)bigpond.net.au>
>Reply-To: rv-list(at)matronics.com
>To:
>Subject: RV-List: Heated pitot retrofit
>Date: Fri, 7 Sep 2007 13:48:07 +1000
>
>Hi all,
>Wonder who difficult it would be to fit a heated pito tube once the
>skins are on the wing (RV7),but wings not fitted to the fuselage as yet.
>Anyone done this before?
>
>Regards
>Karl Ahamer
>7A near Sydney/Australia
>
>
>6/09/2007 3:18 PM
>
>
>6/09/2007 3:18 PM
>
_________________________________________________________________
Kick back and relax with hot games and cool activities at the Messenger
Caf. http://www.cafemessenger.com?ocid=TXT_TAGHM_SeptHMtagline1
________________________________________________________________________________
| From: | sarg314 <sarg314(at)comcast.net> |
| Subject: | VM1000 manifold pressure and CHT sensors |
I have a VM1000 that has sat in a box for 6 years. VisionMicro (=JPI)
tells me they have an inventory of VM1000 spare parts but are not going
to maintain it any more. When those parts are gone, they're gone forever.
I finally got the VM1000 installed and powered up. It was flaky until I
reseated the 4 socketted DIP components in the main control box. I
attribute that to sitting unused for so long (and maybe cheap sockets).
Seems to come up reliably now, but shows 2 problems. The CHT3 is
consistently 15 - 20 deg. low and the manifold pressure is about 2.5
inches low. It reads 27.3 when the barometric pressure is 30.00. The
M.P. sensor is a bellows type and can get stuck, so the tech at Vision
Micro recommended I just run the engine a bit. Well, I'm a few months
away from being able to do that and their inventory of spare parts is
only getting smaller, so rather than wait, I hooked up a hose to it and
actually blew into it gently. I was able to make it change +- 1 inch,
so I don't think I did it any violence. But it still returns to 27.3 in.
when I leave it be.
There must be lots of people out there with experience with these
things. Should I spend the $250 to buy a new MP sensor now, or wait
until the engine is actually running and hope that all the vibration and
pressure swings will get the thing working, OR that Vision Micro will
still have sensors on the shelf?
Since the CHT is a thermocouple, it is as likely that the failure is the
amplifier circuit it is connected to as it is a bad thermocouple. I
don't know anything about the innards of these things. What is the
typical failure mode for a VM1000 temp. sensor? Is it the sensor itself
or the circuitry reading it? All the other thermo probes seem OK.
Thanks,
--
Tom Sargent, RV-6A, electrical system
________________________________________________________________________________
| From: | Vanremog(at)aol.com |
| Subject: | Re: VM1000 manifold pressure and CHT sensors |
In a message dated 9/9/2007 3:36:20 P.M. Pacific Daylight Time,
sarg314(at)comcast.net writes:
Since the CHT is a thermocouple, it is as likely that the failure is the
amplifier circuit it is connected to as it is a bad thermocouple. I
don't know anything about the innards of these things. What is the
typical failure mode for a VM1000 temp. sensor? Is it the sensor itself
or the circuitry reading it?
=====================================
Easy to swap the TC out with one of the others and see if the problem moves
with it.
Regarding the MP sender, it seems a stretch to me that benign storage could
cause it to drift in this fashion to that degree. I would try to find
someone else out there in RV builder land with another identical sender that you
could swap out to see if this is the culprit. Either that or go thru all of
the printed troubleshooting tips that VM gives out to try and pinpoint the
problem (low voltage to the sender, wrong output, high resistance at the
connections, bum wire).
N1GV (RV-6A, Flying 865hrs, O-360-A1A, C/S, Silicon Valley)
________________________________________________________________________________
| From: | sarg314 <sarg314(at)comcast.net> |
| Subject: | Re: VM1000 manifold pressure and CHT sensors |
Thanks, I guess I'll have to swap CHT sensors. I don't like handling
those things - I keep expecting that stiff T.C. wire to fatigue and break.
I was looking for a "trouble shooting" section in the manual, but mine
doesn't have one. I didn't get anything else with the unit and their
web page has no downloads. How did you get yours?
Vanremog(at)aol.com wrote:
> Either that or go thru all of the printed troubleshooting tips that VM
> gives out to try and pinpoint the problem (low voltage to the sender,
> wrong output, high resistance at the connections, bum wire).
>
>
> *N1GV (RV-6A, Flying 865hrs, O-360-A1A, C/S, Silicon Valley)*
________________________________________________________________________________
| From: | Larry Pardue <n5lp(at)warpdriveonline.com> |
| Subject: | Re: VM1000 manifold pressure and CHT sensors |
On Sep 9, 2007, at 4:33 PM, sarg314 wrote:
>
> I have a VM1000 that has sat in a box for 6 years. VisionMicro
> (=JPI) tells me they have an inventory of VM1000 spare parts but
> are not going to maintain it any more. When those parts are gone,
> they're gone forever.
>
> I finally got the VM1000 installed and powered up. It was flaky
> until I reseated the 4 socketted DIP components in the main control
> box. I attribute that to sitting unused for so long (and maybe
> cheap sockets). Seems to come up reliably now, but shows 2
> problems. The CHT3 is consistently 15 - 20 deg. low and the
> manifold pressure is about 2.5 inches low. It reads 27.3 when the
> barometric pressure is 30.00.
What do you mean by when the pressure is 30.00, the altimeter
setting? What is your altitude? If your elevation is around 2,700
feet the MP is probably correct.
Larry Pardue
Carlsbad, NM
________________________________________________________________________________
| From: | Kevin Horton <khorton01(at)rogers.com> |
| Subject: | Re: VM1000 manifold pressure and CHT sensors |
On 9 Sep 2007, at 18:33, sarg314 wrote:
>
> ... the manifold pressure is about 2.5 inches low. It reads 27.3
> when the barometric pressure is 30.00. The M.P. sensor is a
> bellows type and can get stuck, so the tech at Vision Micro
> recommended I just run the engine a bit. Well, I'm a few months
> away from being able to do that and their inventory of spare parts
> is only getting smaller, so rather than wait, I hooked up a hose to
> it and actually blew into it gently. I was able to make it change
> +- 1 inch, so I don't think I did it any violence. But it still
> returns to 27.3 in. when I leave it be.
What is the source of the barometric pressure you are using to
compare the MP indication against? Is it really the true barometric
pressure, or is it possible that it is sea level corrected barometric
pressure? What is the elevation of your shop, roughly speaking?
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://www.kilohotel.com/rv8
________________________________________________________________________________
| From: | sarg314 <sarg314(at)comcast.net> |
| Subject: | Re: VM1000 manifold pressure and CHT sensors |
Larry:
I am at 2200 ft. altitude. The 30.00 is what I'd uses as the
altimeter setting. I didn't think 2200 ft would account for 2.7 in. of
pressure difference, but I admit I was just guessing.
Larry Pardue wrote:
> What do you mean by when the pressure is 30.00, the altimeter
> setting? What is your altitude? If your elevation is around 2,700
> feet the MP is probably correct.
>
> Larry Pardue
> Carlsbad, NM
>
________________________________________________________________________________
| From: | "Tim Bryan" <n616tb(at)btsapps.com> |
| Subject: | VM1000 manifold pressure and CHT sensors |
Tom,
Is this already all installed in your airplane? I have an original VM1000
and if it wasn't installed I would drop it like a rock. It would be a hard
decision because of what I spent for the system, but I would change mine out
even now if the sensors were compatible with something else.
I had a bad DPU resulting in no oil pressure reading. I have been flying
with a mechanical oil pressure gauge installed under the dash for 10 months.
I finally got it taken care of but it took a lot including a flight to VM.
I would be very surprised if they had any spare parts at all. In fact I
would be very surprised how much longer they will even have parts.
JPI bought them out but they are kind of like little orphans stuck in a
little hanger in Texas with little to no facilities. My hangar at home is
better equipped than VM.
If it isn't installed, have you asked them about upgrading (actually
downgrading cost wise) to the VM1000c version? I would steer completely
away from VM but since you have it they might swap you for a VM1000C latest
version.
Anyway, just my thoughts. I am not happy with them and was very
un-impressed when I went to their facility. It actually wasn't a facility
at all.
Tim
> -----Original Message-----
> From: owner-rv-list-server(at)matronics.com [mailto:owner-rv-list-
> server(at)matronics.com] On Behalf Of sarg314
> Sent: Sunday, September 09, 2007 5:34 PM
> To: rv-list(at)matronics.com
> Subject: RV-List: VM1000 manifold pressure and CHT sensors
>
>
> I have a VM1000 that has sat in a box for 6 years. VisionMicro (=JPI)
> tells me they have an inventory of VM1000 spare parts but are not going
> to maintain it any more. When those parts are gone, they're gone forever.
>
> I finally got the VM1000 installed and powered up. It was flaky until I
> reseated the 4 socketted DIP components in the main control box. I
> attribute that to sitting unused for so long (and maybe cheap sockets).
> Seems to come up reliably now, but shows 2 problems. The CHT3 is
> consistently 15 - 20 deg. low and the manifold pressure is about 2.5
> inches low. It reads 27.3 when the barometric pressure is 30.00. The
> M.P. sensor is a bellows type and can get stuck, so the tech at Vision
> Micro recommended I just run the engine a bit. Well, I'm a few months
> away from being able to do that and their inventory of spare parts is
> only getting smaller, so rather than wait, I hooked up a hose to it and
> actually blew into it gently. I was able to make it change +- 1 inch,
> so I don't think I did it any violence. But it still returns to 27.3 in.
> when I leave it be.
>
> There must be lots of people out there with experience with these
> things. Should I spend the $250 to buy a new MP sensor now, or wait
> until the engine is actually running and hope that all the vibration and
> pressure swings will get the thing working, OR that Vision Micro will
> still have sensors on the shelf?
>
> Since the CHT is a thermocouple, it is as likely that the failure is the
> amplifier circuit it is connected to as it is a bad thermocouple. I
> don't know anything about the innards of these things. What is the
> typical failure mode for a VM1000 temp. sensor? Is it the sensor itself
> or the circuitry reading it? All the other thermo probes seem OK.
>
> Thanks,
> --
> Tom Sargent, RV-6A, electrical system
>
>
>
>
________________________________________________________________________________
| From: | Larry Pardue <n5lp(at)warpdriveonline.com> |
| Subject: | Re: VM1000 manifold pressure and CHT sensors |
The rough rule of thumb for lower altitudes is one inch per
thousand. The altimeter setting is an entirely different thing than
the true pressure.
Larry
On Sep 9, 2007, at 5:45 PM, sarg314 wrote:
>
> Larry:
> I am at 2200 ft. altitude. The 30.00 is what I'd uses as the
> altimeter setting. I didn't think 2200 ft would account for 2.7
> in. of pressure difference, but I admit I was just guessing.
> Larry Pardue wrote:
>
>> What do you mean by when the pressure is 30.00, the altimeter
>> setting? What is your altitude? If your elevation is around
>> 2,700 feet the MP is probably correct.
>>
>> Larry Pardue
>> Carlsbad, NM
>>
>
>
________________________________________________________________________________
| From: | Kevin Horton <khorton01(at)rogers.com> |
| Subject: | Re: VM1000 manifold pressure and CHT sensors |
There is a big difference between altimeter setting and barometric
pressure. At sea level they would be the same thing. If the
altimeter setting is 29.92, that just means that the barometric
pressure at that location is the same as the standard atmosphere
pressure for that elevation. The standard pressure for 2200 ft
elevation is 27.62 " HG, so your MP gauge should read somewhere
around that value, depending on whether the pressure of the day is
higher or lower than a standard atmosphere.
The altimeter setting is just a way to adjust the altimeter to
account for non standard pressure. 2200 ft elevation with an
altimeter setting of 30.00 gives a pressure altitude of 2127 ft, and
the standard pressure for that altitude is 27.69 inches of mercury.
So, the MP indication should have been 27.7, which isn't a huge
amount different from the 27.3 that you reported. You might have a
small error, but in my experience many MP gauges have errors of
around 0.5". HG.
Kevin Horton
On 9 Sep 2007, at 19:45, sarg314 wrote:
>
> Larry:
> I am at 2200 ft. altitude. The 30.00 is what I'd uses as the
> altimeter setting. I didn't think 2200 ft would account for 2.7
> in. of pressure difference, but I admit I was just guessing.
> Larry Pardue wrote:
>
>> What do you mean by when the pressure is 30.00, the altimeter
>> setting? What is your altitude? If your elevation is around
>> 2,700 feet the MP is probably correct.
>>
>> Larry Pardue
>> Carlsbad, NM
>>
________________________________________________________________________________
| From: | sarg314 <sarg314(at)comcast.net> |
| Subject: | Re: VM1000 manifold pressure and CHT sensors |
Kevin:
That's awfully close. I'd better check this before I "fix" the MP
sensor. I guess I was shooting from the hip on that one.
Thanks.
Kevin Horton wrote:
>
> There is a big difference between altimeter setting and barometric
> pressure. At sea level they would be the same thing. If the
> altimeter setting is 29.92, that just means that the barometric
> pressure at that location is the same as the standard atmosphere
> pressure for that elevation. The standard pressure for 2200 ft
> elevation is 27.62 " HG, so your MP gauge should read somewhere
> around that value, depending on whether the pressure of the day is
> higher or lower than a standard atmosphere.
>
________________________________________________________________________________
| From: | sarg314 <sarg314(at)comcast.net> |
| Subject: | Re: VM1000 manifold pressure and CHT sensors |
Tim:
Thanks for relating your recent experiences. I'm afraid I'm
"married" to the thing at this point. It's fully installed. These
things seemed to be the way to go 5 or 10 years ago, but I guess they
are quite dated now. The JPI buy out certainly doesn't help.
Advice to other builders who aren't as far along as I am: Don't buy the
expensive, complicated electronic stuff until you really have to in
order to proceed. This stuff changes fast and gets smarter and more
cost effective as time goes on. I bought the VM1000 because I was
offered a good price just before a price hike was going to happen. Of
course, I didn't think it was going to take me this long to finish the
plane at that time, but that's a different problem.
Tim Bryan wrote:
>
>
>Tom,
>
>Is this already all installed in your airplane? I have an original VM1000
>and if it wasn't installed I would drop it like a rock. It would be a hard
>decision because of what I spent for the system, but I would change mine out
>even now if the sensors were compatible with something else.
>
>
--
Tom Sargent
________________________________________________________________________________
| From: | sarg314 <sarg314(at)comcast.net> |
| Subject: | Re: VM1000 manifold pressure and CHT sensors - a formula |
I found an absolute air pressure calculator at the link below.
http://www.csgnetwork.com/barcorrectthcalc.html
When I fill in the numbers it gives me a 2.02 in. hg correction, so I
have a 0.7 in. error, not a 2.7 in error.
--
Tom S.
________________________________________________________________________________
| From: | Garey Wittich <gareywittich2000(at)yahoo.com> |
| Subject: | Relays used on Flap / Trim Motor Control |
Greetings:
Does anybody have a recommendation (Mfg, Part No.)
for Relays that they have used to control the
direction of the Flap and Trim (Az & Elev) Motors ???
Thanks, Garey
________________________________________________________________________________
| Subject: | Re: Relays used on Flap / Trim Motor Control |
http://www.aircraftextras.com/
Danny Melnik
F1 #25
Melbourne (FL) Rocket Factory
-----Original Message-----
From: Garey Wittich <gareywittich2000(at)yahoo.com>
Sent: Sun, 9 Sep 2007 10:10 pm
Subject: RV-List: Relays used on Flap / Trim Motor Control
Greetings:
Does anybody have a recommendation (Mfg, Part No.)
for Relays that they have used to control the
direction of the Flap and Trim (Az & Elev) Motors ???
Thanks, Garey
________________________________________________________________________
Email and AIM finally together. You've gotta check out free AOL Mail! - http://mail.aol.com
________________________________________________________________________________
| From: | "Ken Cantrell" <kcflyrv(at)comcast.net> |
| Subject: | Relays used on Flap / Trim Motor Control |
Hello,
I'm in the process of replacing the relay for my elevator trim. The people
at Ray Allen Co. are really helpful. Until recently, mine has been trouble
free for over 5 years and 650 hours. Check there website @
http://www.rayallencompany.com/
Ken Cantrell
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Garey Wittich
Sent: Sunday, September 09, 2007 7:11 PM
Subject: RV-List: Relays used on Flap / Trim Motor Control
Greetings:
Does anybody have a recommendation (Mfg, Part No.)
for Relays that they have used to control the
direction of the Flap and Trim (Az & Elev) Motors ???
Thanks, Garey
________________________________________________________________________________
| From: | Paul Besing <pbesing(at)yahoo.com> |
| Subject: | Re: Relays used on Flap / Trim Motor Control |
Radio Shack sells many. I put a wiring diagram and the p/n is on there too. This
is only one way to do it, and is for wiring two sticks on the flap circuit.
There are other ways to skin that cat, like wire them so only one works at
a time, etc, but this one worked out well for me.
http://lacodeworks.com/besing/flap.htm
Paul Besing
Garey Wittich wrote:
Greetings:
Does anybody have a recommendation (Mfg, Part No.)
for Relays that they have used to control the
direction of the Flap and Trim (Az & Elev) Motors ???
Thanks, Garey
---------------------------------
Need a vacation? Get great deals to amazing places on Yahoo! Travel.
________________________________________________________________________________
| Subject: | Re: Relays used on Flap / Trim Motor Control |
| From: | Doug Gray <dgra1233(at)bigpond.net.au> |
Nice simple idea but don't hit both the up and down switches together!
You will pop your flap breaker.
Doug Gray
> Radio Shack sells many. I put a wiring diagram and the p/n is on
> there too. This is only one way to do it, and is for wiring two
> sticks on the flap circuit. There are other ways to skin that cat,
> like wire them so only one works at a time, etc, but this one worked
> out well for me.
>
> http://lacodeworks.com/besing/flap.htm
>
> Paul Besing
>
> Garey Wittich wrote:
>
> Greetings:
>
> Does anybody have a recommendation (Mfg, Part No.)
> for Relays that they have used to control the
> direction of the Flap and Trim (Az & Elev) Motors ???
>
> Thanks, to amazing places on Yahoo! Travel.
>
>
>
________________________________________________________________________________
| From: | "Steve Sampson" <ssamps(at)gmail.com> |
| Subject: | Re: Relays used on Flap / Trim Motor Control |
The relays I use are these and can be seen at
http://211.217.75.113/Promotion/PDF%20CATEGORY/Relays%20&%20Solenoids.pdf go
to page 41 and then look for part number 619-760. This is the Farnell
catalogue, not RS.
In the USA I think Farnell is called Newark. You will find the same part in
all the major catalogues, or B&C if you want to pay a lot more for the same
part.
Steve
________________________________________________________________________________
| From: | Paul Besing <pbesing(at)yahoo.com> |
| Subject: | Re: Relays used on Flap / Trim Motor Control |
Hopefully the other person in the other seat won't have their hand on the stick
while you are landing :-) I never had to worry about that, but yes, there are
other ways to wire it, but I wanted to keep it simple as I could, and even this
was alot of wiring.
Paul Besing
Doug Gray wrote:
Nice simple idea but don't hit both the up and down switches together!
You will pop your flap breaker.
Doug Gray
> Radio Shack sells many. I put a wiring diagram and the p/n is on
> there too. This is only one way to do it, and is for wiring two
> sticks on the flap circuit. There are other ways to skin that cat,
> like wire them so only one works at a time, etc, but this one worked
> out well for me.
>
> http://lacodeworks.com/besing/flap.htm
>
> Paul Besing
>
> Garey Wittich wrote:
>
> Greetings:
>
> Does anybody have a recommendation (Mfg, Part No.)
> for Relays that they have used to control the
> direction of the Flap and Trim (Az & Elev) Motors ???
>
> Thanks, to amazing places on Yahoo! Travel.
>
>
>
---------------------------------
Luggage? GPS? Comic books?
Check out fitting gifts for grads at Yahoo! Search.
________________________________________________________________________________
| From: | Kevin Horton <khorton01(at)rogers.com> |
| Subject: | Re: VM1000 manifold pressure and CHT sensors - a formula |
On 9 Sep 2007, at 22:00, sarg314 wrote:
>
> I found an absolute air pressure calculator at the link below.
>
> http://www.csgnetwork.com/barcorrectthcalc.html
>
> When I fill in the numbers it gives me a 2.02 in. hg correction, so
> I have a 0.7 in. error, not a 2.7 in error.
I'm not sure this calculator does what you think it does. It seems
to calculate the sea level referenced barometric pressure, which is a
number that the meteorologists like, as it removes the effect of
elevation on the pressures they are analysing.
Look at the standard atmosphere calculator at:
http://www.digitaldutch.com/atmoscalc/
It will show you the pressure that would be present at 2200 ft
elevation, assuming you had a standard atmosphere.
If you want to correct for non-standard pressures, and you have
access to an altimeter setting from a local airport, look at:
http://wahiduddin.net/calc/calc_da.htm
It is really designed to calculate density altitude, so it won't run
unless you also input temperature and dew point. But, it also
displays absolute pressure, which is what your MP gauge is
reporting. The absolute pressure calculation is not affected by
temperature or dew point, so you can input any values for those
parametres.
Kevin
________________________________________________________________________________
| From: | "Ralph E. Capen" <recapen(at)earthlink.net> |
| Subject: | Re: VM1000 manifold pressure and CHT sensors |
I have one of the early ones too. Initially Vision Microsystems was the best on
the market and their service was pretty good too. I had mine upgraded to the
RS232 connectors and the DPU was initially set up for the wrong fuel pressure
sender (but they shipped the correct sender). I got a great deal when I bought
it. It was completely installed - waiting for the rest of the project to
finish.
Since reading about their purchase by JPI (another can of worms itself) and their
dropping of support for the first and second generation units, I've decided
to remove it and install an AFS3400EM - it's now completely installed and I've
been parting out the VMS1000 parts to keep existing units running.
Ralph Capen
-----Original Message-----
>From: sarg314 <sarg314(at)comcast.net>
>Sent: Sep 9, 2007 6:33 PM
>To: rv-list(at)matronics.com
>Subject: RV-List: VM1000 manifold pressure and CHT sensors
>
>
>I have a VM1000 that has sat in a box for 6 years. VisionMicro (=JPI)
>tells me they have an inventory of VM1000 spare parts but are not going
>to maintain it any more. When those parts are gone, they're gone forever.
>
>I finally got the VM1000 installed and powered up. It was flaky until I
>reseated the 4 socketted DIP components in the main control box. I
>attribute that to sitting unused for so long (and maybe cheap sockets).
>Seems to come up reliably now, but shows 2 problems. The CHT3 is
>consistently 15 - 20 deg. low and the manifold pressure is about 2.5
>inches low. It reads 27.3 when the barometric pressure is 30.00. The
>M.P. sensor is a bellows type and can get stuck, so the tech at Vision
>Micro recommended I just run the engine a bit. Well, I'm a few months
>away from being able to do that and their inventory of spare parts is
>only getting smaller, so rather than wait, I hooked up a hose to it and
>actually blew into it gently. I was able to make it change +- 1 inch,
>so I don't think I did it any violence. But it still returns to 27.3 in.
>when I leave it be.
>
>There must be lots of people out there with experience with these
>things. Should I spend the $250 to buy a new MP sensor now, or wait
>until the engine is actually running and hope that all the vibration and
>pressure swings will get the thing working, OR that Vision Micro will
>still have sensors on the shelf?
>
>Since the CHT is a thermocouple, it is as likely that the failure is the
>amplifier circuit it is connected to as it is a bad thermocouple. I
>don't know anything about the innards of these things. What is the
>typical failure mode for a VM1000 temp. sensor? Is it the sensor itself
>or the circuitry reading it? All the other thermo probes seem OK.
>
>Thanks,
>--
>Tom Sargent, RV-6A, electrical system
>
>
________________________________________________________________________________
| From: | Vanremog(at)aol.com |
| Subject: | Re: VM1000 manifold pressure and CHT sensors |
In a message dated 9/9/2007 4:13:59 P.M. Pacific Daylight Time,
sarg314(at)comcast.net writes:
Thanks, I guess I'll have to swap CHT sensors. I don't like handling
those things - I keep expecting that stiff T.C. wire to fatigue and break.
I was looking for a "trouble shooting" section in the manual, but mine
doesn't have one. I didn't get anything else with the unit and their
web page has no downloads. How did you get yours?
==========================================
Tom-
I have a sheet of troubleshooting info for each of the instrument systems in
hard copy. I will happily fax it to you if you like.
N1GV (RV-6A, Flying 865hrs, O-360-A1A, C/S, Silicon Valley)
________________________________________________________________________________
| From: | "Rob Prior" <rv7(at)b4.ca> |
| Subject: | Re: Almost An Emergency |
On 7:37 2007-09-10 Reuven Silberman wrote:
> The emergency
> information does not get passed to FSDO unless there has been an
> accident or a violation of FAR's. At non-towered airports where the
> airport operator monitors the frequency the above comments apply.
For what it's worth, up here in Canada *every* event, every Emergency, Pan,
Mayday, even a comment like "the engine sounds a little rough so i'm coming
back", all gets logged into a system called CADORS. That stands for Civil
Aviation Daily Occurrence Reporting System. The system is owned/maintained
by Transport Canada (Canada's FAA), and is drawn upon mostly for
statistical purposes. It's my understanding that every event is reviewed
by TC, but (similar to the US) only events where there was a safety concern
(or CAR violation) would be followed up on.
The system is public in that anyone can search it for events by a number of
fields. Aircraft registration isn't one of them, but the "notes" field is,
and frequently the controllers enter the registration there as part of
their narrative of events.
If anyone wants to look around:
<http://www.tc.gc.ca/CivilAviation/SystemSafety/CADORS/menu.htm>
-Rob
________________________________________________________________________________
| From: | "Travis Hamblen" <travishamblen(at)gmail.com> |
| Subject: | IO-390 test flight info |
I have received a bunch of requests for performance of my IO-390 from
Barrett Precision Engines. I'm not a professional test pilot, and the data
that follows was not meant to be a comparative analysis between ROP and LOP.
The data below is just to samples I took during a recent flight test. As
far as Barrett Precision Engines go, I would not buy an engine anywhere
else. I can call them at anytime and get on the spot advice and answers
from the top! Although I haven't needed any work or modifications, I know
that with a phone call they will 100% stand behind the engine and do
whatever needs to be done to make sure I am 100% satisfied. So I hope that
answers your questions about doing business with the Barrett family.
I started off with the Van's provided Niagara 20002A cooler, which is great
for a 160hp engine, not so great on 215 HP!! At 6.4 hours I upgraded to a
much beefier cooler, still mounted on the back of the baffles and everything
is just perfect! With the new oil cooler (Stewart Warner 10599R) I have NO
oil temp problems, everything is just perfect. I experimented with leaning
to best power setting and also LOP operation. LOP obviously results in MUCH
better operating conditions; I can dial the engine in to almost perfect
operating conditions! I have Airflow Performance fuel injection & Dynon
EFIS & EMS with CHT and EGT probes on all cylinders. I have always run
carbureted engines, so this ability to extremely fine-tune all the settings
to almost down to a degree of change is just amazing!
If you are looking at the performance numbers, keep in mind that with the
fairings installed I would get about 20 knots better performance on the
RV-7A. Below are the results:
*Test #1 (ROP):*
47 degrees F OAT @ altitude
8600 MSL
9590 Density Alt
155 knots corrected TAS (NO FAIRINGS AT ALL)
2410 RPM
21.2" MP
1485 was approx peak EGT
Peak EGT at this setting results in 8.8 GPH
I leaned to 50 degrees ROP which results in 10.3 GPH
CHTs were 391, 393, 408, 353
EGTs I didn't record EGTs for some reason
Oil temp 198F
Oil pressure 72
*Test #2 (LOP):*
52 degrees F OAT @ altitude
6280 MSL
7100 Density Alt.
144 corrected knots TAS (NO FAIRINGS AT ALL)
2300 RPM
23" MP
I leaned to 50 degrees F LOP which results in 8.7 GPH
CHTs were 366, 367, 369, 334
EGTs were 1435, 1410, 1412, 1423
Oil temp 185F
Oil pressure 72
Obviously I could run much higher power settings such as increasing the RPMs
up to 2600 or so at altitude, but I didn't have time to get into
experimenting with these settings very much. I did check, and at 6500 MSL
with 23" MP and 2700 RPM (very briefly) I saw 165 corrected KTAS (with no
fairings). The speeds all seem right, with fairings it looks like I will
see a top speed of 215MPH. But the beauty of the 390 is the climb!! I
climb out at 100 kts and usually see at least 2400 fpm. At best rate of
climb I would guess that I will see 3000 fpm, but I haven't got to that part
of the flight testing yet. Oil consumption seems okay, but I don't have
definitive results on that yet. After replacing the oil cooler at
6.4hours, I went ahead and changed the oil, so that I would have
pristine oil
that has never been ran at high oil temps. So far it looks like I have
burned/lost about 1/2 a quart after 3.5 hours of tach time. So probably
about 1/2 a quart in 4.2 hobbs hours or so, I'm thinking this is normal for
the break in period of the engine.
In the near future I will start doing some comparative testing and be a
little more scientific in the way I perform the test and record the data. I'll
report back with the more scientific data in the next couple weeks. In past
testing I was just happy to finally be flying, but now I want to answer a
bunch of my own questions about performance and do some apple to apple
comparisons of LOP/ROP for range and such. I hope this helps you guys on
the fence about the IO-390, if not keep your eyes open for my next data
sampling; it may cause you to take the IO-390 plunge!
Travis
RV-7A w/ 10.2 hours on the Hobbs!
________________________________________________________________________________
| From: | sarg314 <sarg314(at)comcast.net> |
| Subject: | Re: VM1000 manifold pressure and CHT sensors - a formula |
Kevin:
The DigitalDutch link seems to give results for a standard
atmosphere though - it takes no baro input. It's computing for 29.92
inches Hg. The second link (wahiduddin, where'd they get THAT name?) is
just what I need. Thanks very much.
Kevin Horton wrote:
>
> I'm not sure this calculator does what you think it does. It seems
> to calculate the sea level referenced barometric pressure, which is a
> number that the meteorologists like, as it removes the effect of
> elevation on the pressures they are analysing.
>
> Look at the standard atmosphere calculator at:
>
> http://www.digitaldutch.com/atmoscalc/
>
> It will show you the pressure that would be present at 2200 ft
> elevation, assuming you had a standard atmosphere.
>
> If you want to correct for non-standard pressures, and you have
> access to an altimeter setting from a local airport, look at:
>
> http://wahiduddin.net/calc/calc_da.htm
>
________________________________________________________________________________
| From: | sarg314 <sarg314(at)comcast.net> |
I talked to the VM1000 parts guy gain today and he makes the situation
sound a bit better than I indicated in my previous email. He says they
intend to maintain a parts inventory for the old VM1000, unless some of
the parts become very diffcult to get or they are fored to order in
large quantities. Then they will drop a part.
Still it is hard to have much confidence that they will keep up this
minimal level of support. They could just change their minds at some
time in the future since the product line is a step-child at this point.
On the plus side he indicated that if I have a bad CHT probe, he would
swap it out for me even though my unit is 6 years old.
--
Tom Sargent, RV-6A.
________________________________________________________________________________
| From: | Vanremog(at)aol.com |
| Subject: | Re: VM1000 parts |
In a message dated 9/10/2007 7:58:49 P.M. Pacific Daylight Time,
sarg314(at)comcast.net writes:
Still it is hard to have much confidence that they will keep up this
minimal level of support. They could just change their minds at some
time in the future since the product line is a step-child at this point.
=========================================
It would be nice for the original VM1000 user community if JPI would at
least publish a listing of the manufacturer and part number of all "off the
shelf" (OTS) parts that they buy and resell as part of their system. Then we
could at least buy these non-proprietary items elsewhere if they stop carrying
them.
Anyone want to try and convince them to do this for the benefit of the
RV-List archives? If they don't want to do this, then maybe we can cobble a list
together from our users that have the parts in their possession, but not yet
installed. Just a thought for those of you that still have the parts
accessible.
For my part I am having their sender troubleshooting pages scanned from hard
copies I have and will post them to the archives as .pdfs.
N1GV (RV-6A, Flying 865hrs, O-360-A1A, C/S, Silicon Valley)
________________________________________________________________________________
| From: | "H.Ivan Haecker" <baremetl(at)gvtc.com> |
| Subject: | Spark Plug Gapper Tool |
Listers,
There is an ad that appears frequently in General Aviation News (GAN)
that touts "The finest Spark Plug Gapper Tool ever made". It is from
LeDoux Aviation in Red Lake Falls, MN. Does anyone use this tool, and if
so, is it significantly better than the cheap threaded tools with the
thumb screws that are so common? Is it worth "Only $55.00"? Are there
other gapping tools for massive electrode spark plugs that are favorites
among users?
Ivan Haecker -4 1408 hrs S Cen TX
________________________________________________________________________________
| From: | "Dale Walter" <dale1rv6(at)comcast.net> |
I gently push the pedal that is on the top during the time the wings are
more vertical (about 45 degrees before and after) in the 2nd half of the
roll only, this keeps the longitudal axis more stable and keeps the rate of
roll going. Experimenting with the rudder pressure and timing will help you
find your smoothest rolls. I agree, it is safer to learn spins, etc with a
qualified instructor, I did. Thanks to Mark Cwikla, a fantastic CFII 1983,
wherever he is. You may notice in the spin video the rate of spin varies
quite a bit as the airflow jumps around the airfoils. Cessna 152 & 172s spin
much smoother.
Dale
http://www.youtube.com/watch?v=y0ujjspDGXM
_____
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Bill Boyd
Sent: Wednesday, September 12, 2007 10:39 AM
Subject: Re: RV-List: Spins in RV6a
Interesting, Dale. I've never had spin training, so I'll abide by Van's
suggestion that I not teach myself in the 6A.
I did notice your roll rate seems faster than mine, particularly the second
half. Maybe I'm anticipating the roll-out to level too early, but I think
your barrel roll time is a good half second or more faster than my 6A will
do to the left. I don't use rudder input for the maneuver. Do you? Maybe
that's the difference.
-Stormy
On 9/12/07, Dale Walter wrote:
Hello,
FWIW here is a little video of spins in an RV6a:
<http://www.youtube.com/watch?v=y0ujjspDGXM>
<http://www.youtube.com/watch?v=y0ujjspDGXM>
<http://www.youtube.com/watch?v=y0ujjspDGXM>
<http://www.youtube.com/watch?v=y0ujjspDGXM>
<http://www.youtube.com/watch?v=y0ujjspDGXM>
Email Forum -
Features Navigator to browse
such as the Subscriptions page,
7-Day Browse, Chat, FAQ,
more:
http://www.matronics.com/Navigator?RV-List
________________________________________________________________________________
| From: | "Charles Heathco" <cheathco(at)cox.net> |
| Subject: | Re: Spins in RV6aSpins in RV6a |
I was required to do 3 turn spins in Cherokee when qulifying for coml. I
hated em, took my instructor (vietnam l-19 driver)up for aditional help,
he damn near tore the wings off, skin was rippling and airspeed way past
red line. I would never intenionally try to spin my 6a, (chicken Charlie)
________________________________________________________________________________
| From: | "Richard E. Tasker" <retasker(at)optonline.net> |
| Subject: | Re: Aircraft zoning issue |
Does our emailing the City Council really have any effect? Most
politicians are very careful to only pay attention to their constituents
(if they even pay any attention to them). Normally, people from outside
their districts are of no consequence to them.
If any of them do pay attention, which ones should we email to? There
are 19 members listed at the web site.
Dick Tasker
Brian Kraut wrote:
>
>Many of you have helped us in the past to try and defeat the ordinance that
>was passed in Jacksonville about a year ago that basically makes it illegal
>to work on any aircraft, experimental or otherwise, in the privacy of your
>home in Jacksonville or to store one on residentialy zoned property unless
>it is in a completely enclosed building.
>
>After fighting this for a long time we have finally gotten a council member
>to sponsor a repeal of the law. We need your support one more time to email
>or mail all of the council members to support ordinance 2007-0955 which is
>the repeal of zoning code section 656.420.
>
>In their legislative summary it shows how many people have expressed an
>opinion on the bill and we want thousands of emails and letters of support.
>Something as simple as stating that you support bill 2007-0955 will suffice,
>but you are free to give all of your opinions. Pass this on to anyone else
>that you think could lend us some support. You can find the email addresses
>of the City Council members here:
>
>http://www.coj.net/City+Council/City+Council+members.htm
>
>The latest news from the EAA is here:
>
>http://www.eaa.org/communications/eaanews/070830_jacksonville.html
>
>The proposed repeal of the ordinance is here:
>
>http://citycirc.coj.net/coj/COJBillList.asp?Bill 07-0955
>
>The City Council mailing address is:
>
>Jacksonville City Council
>117 West Duval St., Suite 425
>Jacksonville, FL 32202
>
>And our terribly unupdated web site is www.jaxairplane.com
>
>Brian Kraut
>www.jaxairplane.com
>
---
Please Note:
No trees were destroyed in the sending of this message. We do concede, however,
that a significant number of electrons may have been temporarily inconvenienced.
--
________________________________________________________________________________
| From: | Paul Besing <pbesing(at)yahoo.com> |
| Subject: | Re: Spins in RV6aSpins in RV6a |
When was this, Charles? The commercial doesn't require spins..only flight instructor
applicants are required to do spin training.
I used to be afraid of them, and then started to accept them and work with them.
I then demo'd them to my private pilot students (if they were comfortable
with them) to give them an idea of how important coordinated flight is, especially
when demonstrating power on maneuvers.
Charles Heathco wrote:
I was required to do 3 turn spins in Cherokee when qulifying for coml.
I hated em, took my instructor (vietnam l-19 driver)up for aditional help, he
damn near tore the wings off, skin was rippling and airspeed way past red line.
I would never intenionally try to spin my 6a, (chicken Charlie)
---------------------------------
Catch up on fall's hot new shows on Yahoo! TV. Watch previews, get listings, and
more!
________________________________________________________________________________
| From: | Rick Galati <rick6a(at)yahoo.com> |
| Subject: | RE: Heated pitot retrofit |
Dimpling after an assembly is built is easy and you don't have to compromise on
the quality of the dimple by using screws or pop rivet dimple sets etc. If you
have the means to drill holes through a bucking bar, you can fit regular dimple
dies to a spare rivet set and bucking bar by drilling holes into them and
then use the dimple dies with your rivet gun. Fitted with a male dimple die,
you can use the female receptacle fitted to many C frame dimplers. It is sized
to fit a standard rivet gun. Or you can buy the special tools needed at ATS
which are essentially as I just outlined.
http://tinyurl.com/yvvr5v
Rick Galati RV-6A "Darla!"
RV-8 FWF
________________________________________________________________________________
| From: | "Brian Kraut" <brian.kraut(at)engalt.com> |
| Subject: | Aircraft zoning issue |
It really does have an effect for several reasons. One of the things that
we have been telling them is that the law is making Jacksonville look bad in
the eyes of people all over the world. Most of them do not answer the
emails, but some of them are answered and it is obvious by the responses we
have seen that they are getting the message. We got a pretty good response
from one council member about knowing of the national attention they have
gotten, but being surprised that it has no gone worldwide after he got an
email from New Zeland.
It also shows them that we have a lot of support and are not going to back
down until they repeal the law.
The emails also get put in the legislative folder for the ordinance and the
number of emails supporting or going against the law goes on the summary
that they all see.
For an update and some good news see
http://www.eaa.org/communications/eaanews/070913_jacksonville.html
The Planning Commission makes a recommendation to the Land Use and Zoning
board and they vote Tuesday. Their vote becomes a recommendation to the
full City Council who votes the following Tuesday so we need emails flowing
now. If you already sent one send another. Send it to all of the council
members and also copy dfarris(at)coj.net. She is the head of Legislative
Services and is the one that makes sure that copies of the emails get in the
legislative folder.
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Richard E.
Tasker
Sent: Thursday, September 13, 2007 11:53 PM
Subject: Re: RV-List: Aircraft zoning issue
Does our emailing the City Council really have any effect? Most
politicians are very careful to only pay attention to their constituents
(if they even pay any attention to them). Normally, people from outside
their districts are of no consequence to them.
If any of them do pay attention, which ones should we email to? There
are 19 members listed at the web site.
Dick Tasker
Brian Kraut wrote:
>
>Many of you have helped us in the past to try and defeat the ordinance that
>was passed in Jacksonville about a year ago that basically makes it illegal
>to work on any aircraft, experimental or otherwise, in the privacy of your
>home in Jacksonville or to store one on residentialy zoned property unless
>it is in a completely enclosed building.
>
>After fighting this for a long time we have finally gotten a council member
>to sponsor a repeal of the law. We need your support one more time to email
>or mail all of the council members to support ordinance 2007-0955 which is
>the repeal of zoning code section 656.420.
>
>In their legislative summary it shows how many people have expressed an
>opinion on the bill and we want thousands of emails and letters of support.
>Something as simple as stating that you support bill 2007-0955 will
suffice,
>but you are free to give all of your opinions. Pass this on to anyone else
>that you think could lend us some support. You can find the email addresses
>of the City Council members here:
>
>http://www.coj.net/City+Council/City+Council+members.htm
>
>The latest news from the EAA is here:
>
>http://www.eaa.org/communications/eaanews/070830_jacksonville.html
>
>The proposed repeal of the ordinance is here:
>
>http://citycirc.coj.net/coj/COJBillList.asp?Bill 07-0955
>
>The City Council mailing address is:
>
>Jacksonville City Council
>117 West Duval St., Suite 425
>Jacksonville, FL 32202
>
>And our terribly unupdated web site is www.jaxairplane.com
>
>Brian Kraut
>www.jaxairplane.com
>
---
Please Note:
No trees were destroyed in the sending of this message. We do concede,
however,
that a significant number of electrons may have been temporarily
inconvenienced.
--
________________________________________________________________________________
| From: | "Rob Prior" <rv7(at)b4.ca> |
Bill Dube is one of our RV-Listers. Hope you're okay, Bill!
<http://www.tgdaily.com/content/view/33853/113>
Maybe you should stick to flying... :)
-Rob
________________________________________________________________________________
| From: | "Ed Anderson" <eanderson(at)carolina.rr.com> |
| Subject: | Re: Bill? You okay? |
Bill's OK. Apparently a couple of stitches, but he is up and commenting
on the accident. This is off one of the news outlets
wasn't wearing a helmet, because we did not intend the bike to even
move!
We were spinning the tire in soapy water. The tire unexpectantly
gripped, (water ran out?) and launched the bike. I couldn't get it shut
down as quickly as I would have liked. I had to release the front brake
to fully untwist the throttle. I then managed to slow it down to about
20 mph.
The positive message here is that when we crunched the battery pack,
NOTHING happened. No smoke. No flames. Not even sparks. Not only are
these cells more powerful, they are the safest possible for automobiles.
Also, there was NO ONE in front of the bike or in the possible
trajectory of the bike.
Bill Dube
So here you are seeing a true entrepreneur - taking what could be a bad
situation and turning into a marketing opportunity for his product.
Bill's a great guy!
Ed
Ed Anderson
Rv-6A N494BW Rotary Powered
Matthews, NC
eanderson(at)carolina.rr.com
http://members.cox.net/rogersda/rotary/configs.htm#N494BW
http://www.dmack.net/mazda/index.html
----- Original Message -----
From: "Rob Prior" <rv7(at)b4.ca>
Sent: Friday, September 14, 2007 1:30 PM
Subject: RV-List: Bill? You okay?
>
> Bill Dube is one of our RV-Listers. Hope you're okay, Bill!
>
> <http://www.tgdaily.com/content/view/33853/113>
>
> Maybe you should stick to flying... :)
>
> -Rob
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Larry Pardue <n5lp(at)warpdriveonline.com> |
| Subject: | Re: Bill? You okay? |
On Sep 14, 2007, at 4:50 PM, Scott wrote:
>
> Glad to hear that! That is one awesome bike. How long before
> something like that motor/battery combo goes into an airplane
> (maybe a self-launched glider)??
http://www.nadler.com/public/Antares.html
Don't know what kind of batteries this glider uses, but it seems to
work well.
Larry Pardue
Carlsbad, NM
________________________________________________________________________________
| From: | Brian Huffaker <bifft(at)xmission.com> |
| Subject: | installing manual trim cable. |
Getting ready to put in the manual trim cable, can't figure out how to get
the big nut off the control end. Do you need to completely remove the
trim knob and attachments?
Brian Huffaker, DSWL (bifft(at)xmission.com)
RV-8A 80091 Installing manual trim cable.
1/4 Starduster II N23UT flying
________________________________________________________________________________
| Subject: | Re: installing manual trim cable. |
Mine had a nut on the back side of the control which when taken off and with
the knob pushed fully in exposed a bicycle control cable type of round slug
that could be rotated and removed leaving the control free of the cable.
Rgds
Tom Olson
----- Original Message -----
From: "Brian Huffaker" <bifft(at)xmission.com>
Sent: Saturday, September 15, 2007 3:38 PM
Subject: RV-List: installing manual trim cable.
>
> Getting ready to put in the manual trim cable, can't figure out how to get
> the big nut off the control end. Do you need to completely remove the
> trim knob and attachments?
>
> Brian Huffaker, DSWL (bifft(at)xmission.com)
> RV-8A 80091 Installing manual trim cable.
> 1/4 Starduster II N23UT flying
>
>
>
________________________________________________________________________________
| Subject: | LOE vs. Copperstate |
| From: | "Robin Marks" <robin1(at)mrmoisture.com> |
Asking the fly-in experts out there. If I had to go to one fly-in this
year between:
LOE
http://www.vansairforce.net/loe/loervfi.htm
Copperstate
http://www.copperstate.org/
Which one would you choose?
Thanks,
Robin
________________________________________________________________________________
| From: | "Russell Daves" <dav1111(at)suddenlink.net> |
| Subject: | Re: LOE vs. Copperstate |
It would depend on what you want to see. If you want to see vendors go
to copperstate (no vendors at LOE). If you want to see RV'S and visit
with builders go to LOE (probably 150 or more RV'S will flyin).
Russ Daves
N710RV - Flying RV-10
________________________________________________________________________________
| From: | RV6 Flyer <rv6_flyer(at)hotmail.com> |
| Subject: | LOE vs. Copperstate |
LOE.
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell,
2,05204 + Flying Hours So. CA, USA
> Subject: RV-List: LOE vs. Copperstate
> Date: Sun, 16 Sep 2007 02:20:07 -0400
> From: robin1(at)mrmoisture.com
> To: rv-list(at)matronics.com
>
>
> Asking the fly-in experts out there. If I had to go to one fly-in this
> year between:
>
> LOE
> http://www.vansairforce.net/loe/loervfi.htm
>
> Copperstate
> http://www.copperstate.org/
>
> Which one would you choose?
>
> Thanks,
> Robin
_________________________________________________________________
Kick back and relax with hot games and cool activities at the Messenger Caf
=E9.
http://www.cafemessenger.com?ocid=TXT_TAGLM_SeptWLtagline
________________________________________________________________________________
| Subject: | Re: LOE vs. Copperstate |
| From: | "gbrasch" <gbrasch(at)earthlink.net> |
For sure LOE if it's RV's your interested in....personally, I go to both, but it's
easy for me, I'm close.
--------
Glenn Brasch
RV-9A Finishing #90623, O-360
Tucson, Arizona
Van's Aircraft Belt Buckles
http://home.earthlink.net/~gbrasch/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=134667#134667
________________________________________________________________________________
| From: | "Wheeler North" <wnorth(at)sdccd.edu> |
Go to both....
Copperstate has much greater diversity of and many more - airplanes/vendors
people, LOE is about RVs, which, much as they don't see themselves that way
are a bit of a tight crowd. And don't get all pissy, it is not a negative
statement, they are just really into their airplanes and so into each other
as a community.
SO LOE tends to have a number of large RV groups that somewhat revolve
around each other. But for the outsider it is a bit daunting to break into
that unless you are obnoxious like me and don't care, or local to one of the
groups and can pester your way in. But they are very friendly folks, it's
just that they are so familiar with each other that one is left missing a
part of the joke as it were. Getting past that takes time, which fly-ins are
not famous for, they tend to go ba,da ba,doo ba,ding, time to go home.
Copperstate is more aimed at being a fly-in for the public and the fly-in
public, vs LOE is aimed at being a fly-in for the RV'ers
If you really want to have a good time become a volunteer at either, or
both, it matters not what you do, just volunteer, be somewhat self directed
and motivated and you'll be in the thick of it in no time.
W
________________________________________________________________________________
| From: | Brian Huffaker <bifft(at)xmission.com> |
| Subject: | Re: installing manual trim cable. |
On Sat, 15 Sep 2007, tcolson wrote:
>
> Mine had a nut on the back side of the control which when taken off and with
> the knob pushed fully in exposed a bicycle control cable type of round slug
> that could be rotated and removed leaving the control free of the cable.
>
Ok, was easier than I thought, was just afraid to take it too far apart
and not be able to get it back together again.
Brian Huffaker, DSWL (bifft(at)xmission.com)
RV-8A 80091 installing trim tab line.
1/4 Starduster II N23UT flying
________________________________________________________________________________
| From: | sarg314 <sarg314(at)comcast.net> |
| Subject: | high temp cable ties |
It is acceptable/practical to use high temp. nylon cable ties under the
cowling? Will a DAR accept the use of these to secure wires to the
engine mount tubes?
--
Tom Sargent, RV-6A, electrical system.
________________________________________________________________________________
| From: | "Kyle Boatright" <kboatright1(at)comcast.net> |
| Subject: | Re: high temp cable ties |
I used regular zip ties on my airplane and the DAR had no problem with that.
After 6 years and 500 hours, they have not given any trouble.
Kyle Boatright
----- Original Message -----
From: "sarg314" <sarg314(at)comcast.net>
Sent: Monday, September 17, 2007 2:06 AM
Subject: RV-List: high temp cable ties
>
> It is acceptable/practical to use high temp. nylon cable ties under the
> cowling? Will a DAR accept the use of these to secure wires to the
> engine mount tubes?
> --
> Tom Sargent, RV-6A, electrical system.
>
>
>
________________________________________________________________________________
| Subject: | Re: high temp cable ties |
| From: | "Kelly McMullen" <kellym(at)aviating.com> |
Regardless of the temps, it is not acceptable to use cable ties on an
engine mount tube. Oil and dirt get under it and start wearing the tube.
You need a pair of Adel clamps.
KM
A&P/IA
>
> It is acceptable/practical to use high temp. nylon cable ties under the
> cowling? Will a DAR accept the use of these to secure wires to the
> engine mount tubes?
> --
> Tom Sargent, RV-6A, electrical system.
>
>
________________________________________________________________________________
| From: | Sam Buchanan <sbuc(at)hiwaay.net> |
| Subject: | Re: high temp cable ties |
Kelly McMullen wrote:
>
> Regardless of the temps, it is not acceptable to use cable ties on an
> engine mount tube. Oil and dirt get under it and start wearing the tube.
> You need a pair of Adel clamps.
True.
However, the regular ol' nylon zip ties in the engine compartment of my
RV-6, some of which are on mount tubes, were not only passed by the DAR,
but have stood up just fine for eight years and 825 hours and have
caused no damage.
Maybe it is because oil and dirt are not allowed in the engine
compartment of my plane. :-)
Sam Buchanan
________________________________________________________________________________
| From: | "Brian Kraut" <brian.kraut(at)engalt.com> |
| Subject: | high temp cable ties |
Me too. I would stay away from using them to hold your exhaust up though.
Brian Kraut
Engineering Alternatives, Inc.
www.engalt.com
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Kyle Boatright
Sent: Monday, September 17, 2007 7:07 AM
Subject: Re: RV-List: high temp cable ties
I used regular zip ties on my airplane and the DAR had no problem with that.
After 6 years and 500 hours, they have not given any trouble.
Kyle Boatright
----- Original Message -----
From: "sarg314" <sarg314(at)comcast.net>
Sent: Monday, September 17, 2007 2:06 AM
Subject: RV-List: high temp cable ties
>
> It is acceptable/practical to use high temp. nylon cable ties under the
> cowling? Will a DAR accept the use of these to secure wires to the
> engine mount tubes?
> --
> Tom Sargent, RV-6A, electrical system.
>
>
________________________________________________________________________________
| Subject: | high temp cable ties |
| From: | Michael W Stewart <mike.stewart(at)us.ibm.com> |
I had tie wraps of unknown substance cut into my engine mount of my rv-
6 in
~800 hours.
It cut through the powder coating and into the steel.
I do not know what the magic formula was for this to happen.
Too tight? Too much movement? Too loose? Sharp edge tie wraps? I dunno.
But
Ill never use them again and they are forbiden on the heavies.
My heavies mechanic buddy tried to worn me about this when he looked ov
er
my fwf before my first flight. I blew him off and said "yeah right.
Whatever. That plastic aint gonna cut into that steel."
I was wrong! It did. And I learned my lesson. Listen to the guy that se
es
this stuff a lot.
Mike
"Brian Kraut"
<brian.kraut@enga
lt.com>
To
Sent by:
owner-rv-list-ser
cc
ver(at)matronics.com
Subj
ect
RE: RV-List: high temp cable tie
s
09/17/2007 11:25
AM
Please respond to
rv-list@matronics
.com
Me too. I would stay away from using them to hold your exhaust up thou
gh.
Brian Kraut
Engineering Alternatives, Inc.
www.engalt.com
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Kyle Boatright
Sent: Monday, September 17, 2007 7:07 AM
Subject: Re: RV-List: high temp cable ties
t>
I used regular zip ties on my airplane and the DAR had no problem with
that.
After 6 years and 500 hours, they have not given any trouble.
Kyle Boatright
----- Original Message -----
From: "sarg314" <sarg314(at)comcast.net>
Sent: Monday, September 17, 2007 2:06 AM
Subject: RV-List: high temp cable ties
>
> It is acceptable/practical to use high temp. nylon cable ties under t
he
> cowling? Will a DAR accept the use of these to secure wires to the
> engine mount tubes?
> --
> Tom Sargent, RV-6A, electrical system.
>
>
========================
============
========================
============
========================
============
________________________________________________________________________________
| From: | "wskimike" <wskimike(at)mchsi.com> |
| Subject: | Re: high temp cable ties |
You can use tie wraps if you use them properly. You are suppose to use
one to go around both the structure and the cable and don't tighten it
but then use another tie wrap wraped around the first tie wrap in
between the cable and structure to tighten the first tie wrap. If
installed properly, it won't cut into anything.
Mike
----- Original Message -----
From: Michael W Stewart
To: rv-list(at)matronics.com
Sent: Monday, September 17, 2007 11:56 AM
Subject: RE: RV-List: high temp cable ties
I had tie wraps of unknown substance cut into my engine mount of my
rv-6 in ~800 hours.
It cut through the powder coating and into the steel.
I do not know what the magic formula was for this to happen.
Too tight? Too much movement? Too loose? Sharp edge tie wraps? I
dunno. But Ill never use them again and they are forbiden on the
heavies.
My heavies mechanic buddy tried to worn me about this when he looked
over my fwf before my first flight. I blew him off and said "yeah right.
Whatever. That plastic aint gonna cut into that steel."
I was wrong! It did. And I learned my lesson. Listen to the guy that
sees this stuff a lot.
Mike
"Brian Kraut"
"Brian Kraut"
Sent by: owner-rv-list-server(at)matronics.com
09/17/2007 11:25 AM Please respond to
rv-list(at)matronics.com
To
cc
Subject
RE: RV-List: high temp cable ties
Me too. I would stay away from using them to hold your exhaust up
though.
Brian Kraut
Engineering Alternatives, Inc.
www.engalt.com
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Kyle Boatright
Sent: Monday, September 17, 2007 7:07 AM
To: rv-list(at)matronics.com
Subject: Re: RV-List: high temp cable ties
I used regular zip ties on my airplane and the DAR had no problem with
that.
After 6 years and 500 hours, they have not given any trouble.
Kyle Boatright
----- Original Message -----
From: "sarg314" <sarg314(at)comcast.net>
To:
Sent: Monday, September 17, 2007 2:06 AM
Subject: RV-List: high temp cable ties
>
> It is acceptable/practical to use high temp. nylon cable ties under
the
> cowling? Will a DAR accept the use of these to secure wires to the
> engine mount tubes?
> --
> Tom Sargent, RV-6A, electrical system.
>
>
>
>
>
>
===========
tor?RV-List">http://www.matronics.com/Navigator?RV-List
===========
EB FORUMS -
tp://forums.matronics.com
===========
________________________________________________________________________________
| From: | "Tim Bryan" <n616tb(at)btsapps.com> |
| Subject: | high temp cable ties |
Or alternatively you put one around the structure loose to start with and
the second around your cable and then through the first tie wrap. Then
tighten them.
_____
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of wskimike
Sent: Monday, September 17, 2007 3:08 PM
Subject: Re: RV-List: high temp cable ties
You can use tie wraps if you use them properly. You are suppose to use one
to go around both the structure and the cable and don't tighten it but then
use another tie wrap wraped around the first tie wrap in between the cable
and structure to tighten the first tie wrap. If installed properly, it won't
cut into anything.
Mike
----- Original Message -----
From: Michael W <mailto:mike.stewart(at)us.ibm.com> Stewart
Sent: Monday, September 17, 2007 11:56 AM
Subject: RE: RV-List: high temp cable ties
I had tie wraps of unknown substance cut into my engine mount of my rv-6 in
~800 hours.
It cut through the powder coating and into the steel.
I do not know what the magic formula was for this to happen.
Too tight? Too much movement? Too loose? Sharp edge tie wraps? I dunno. But
Ill never use them again and they are forbiden on the heavies.
My heavies mechanic buddy tried to worn me about this when he looked over my
fwf before my first flight. I blew him off and said "yeah right. Whatever.
That plastic aint gonna cut into that steel."
I was wrong! It did. And I learned my lesson. Listen to the guy that sees
this stuff a lot.
Mike
Inactive hide details for "Brian Kraut" "Brian
Kraut"
"Brian Kraut"
Sent by: owner-rv-list-server(at)matronics.com
09/17/2007 11:25 AM
Please respond to
rv-list(at)matronics.com
To
cc
Subject
RE: RV-List: high temp cable ties
Me too. I would stay away from using them to hold your exhaust up though.
Brian Kraut
Engineering Alternatives, Inc.
www.engalt.com
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Kyle Boatright
Sent: Monday, September 17, 2007 7:07 AM
Subject: Re: RV-List: high temp cable ties
I used regular zip ties on my airplane and the DAR had no problem with that.
After 6 years and 500 hours, they have not given any trouble.
Kyle Boatright
----- Original Message -----
From: "sarg314" <sarg314(at)comcast.net>
Sent: Monday, September 17, 2007 2:06 AM
Subject: RV-List: high temp cable ties
>
> It is acceptable/practical to use high temp. nylon cable ties under the
> cowling? Will a DAR accept the use of these to secure wires to the
> engine mount tubes?
> --
> Tom Sargent, RV-6A, electrical system.
>
>
====================================
tor?RV-List">http://www.matronics.com/Navigator?RV-List
===========
EB FORUMS -
tp://forums.matronics.com
===========
________________________________________________________________________________
| Subject: | high temp cable ties |
| From: | "John W. Cox" <johnwcox(at)pacificnw.com> |
Kyle - Each builder gets to make these choices personally. It could be
wrong for builders to assign responsibility or assume the DARs role was
to do their final "binding" inspection on your project build. That is
one of the reasons the EAA offers "No Charge" progress inspections to
members to provide an added additional sets of eyes to the build
(Initial, Recurrent, Final) through the EAA Tech Counselor Program.
The DAR role (to my understanding) is primarily the review of
documentation and submission for the all important FAA documents. For
many, they can confirm the DARs walk around was only cursory in scope.
I would love to hear of DARS that accept liability for a final
inspection.
As an A&P working for a regional air carrier, SFAR 88 is real and a
definitive FAA effort to assign an explanation and corrective action to
TWA Flight #800. That is to say "other than those conspiracy theorists
who claim the US Navy brought it down". It remains the most costly,
time consuming FAA accident investigation in US Aviation history.
Compliance is a bitch.
I would propose to builders considering "zip ties" that there are indeed
areas where other attachments are recommended (and more valid) on TCDS
Aircraft and possibility a great starting point for Owner Build and
Maintained Aircraft as well. When ties do give trouble, the prudent
builder has thought it out and chosen wisely.
Glad your specific DAR did more than many and that you are flying
happily after so many hours. I cannot speak for DARs. As a Tech
Advisor, I try to point out other alternatives, enlighten builders on
potential avenues, encourage broad questions and further investigation,
and try to promote safety in the build. Tom's question was "is it
acceptable/practical?" Not much is easier than a zip. The builder
decides. He is the manufacturer and the standard to maintain. I try to
enlighten on the potential consequences. Adel's are most often seen on
Air Carrier fleets due to insurance reasons. They come in various
flavors (color and composition) due to environmental concerns that are
"known".
John Cox
EAA TC #5242
A&P/IA
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Kyle Boatright
Sent: Monday, September 17, 2007 4:07 AM
Subject: Re: RV-List: high temp cable ties
I used regular zip ties on my airplane and the DAR had no problem with
that.
After 6 years and 500 hours, they have not given any trouble.
Kyle Boatright
----- Original Message -----
From: "sarg314" <sarg314(at)comcast.net>
Sent: Monday, September 17, 2007 2:06 AM
Subject: RV-List: high temp cable ties
>
> It is acceptable/practical to use high temp. nylon cable ties under
the
> cowling? Will a DAR accept the use of these to secure wires to the
> engine mount tubes?
> --
> Tom Sargent, RV-6A, electrical system.
>
>
>
________________________________________________________________________________
| From: | Louis Willig <larywil(at)comcast.net> |
Is anyone on the list based at Gillespie? I am thinking of retiring
to San Diego and need a place to hangar "Miss Viagra". Please respond
off list.
-
Louis I Willig
1640 Oakwood Dr.
Penn Valley, PA 19072
610 668-4964
RV-4, N180PF "MISS VIAGRA"
190HP IO-360, C/S prop
________________________________________________________________________________
| Subject: | IFR Approaches In An RV |
| From: | "Snow, Daniel A." <Daniel.Snow(at)wancdf.com> |
I don't mean to turn this into an IFR forum, as there are other forums
for that discussion. However, due to the difficulty of slowing RV's
down, I'm curious how people approach IFR approaches. In other words,
when do you start slowing down, what speeds do you use for precision and
non-precision approaches, when do you start lowering flaps, when do you
finish lowering flaps, and when do you settle into your final approach
configuration.
Thanks,
Daniel Snow
RV-9A, 72 hours
________________________________________________________________________________
| From: | "Ron Lee" <ronlee(at)pcisys.net> |
| Subject: | Re: IFR Approaches In An RV |
I question the assertion that it is difficult to slow an RV down.
If you come in at full throttle and chop the power as you enter
downwind then yes it is. So slow down earlier.
Ron Lee
----- Original Message -----
From: "Snow, Daniel A." <Daniel.Snow(at)wancdf.com>
Sent: Tuesday, September 18, 2007 6:36 AM
Subject: RV-List: IFR Approaches In An RV
>
> I don't mean to turn this into an IFR forum, as there are other forums
> for that discussion. However, due to the difficulty of slowing RV's
> down, I'm curious how people approach IFR approaches. In other words,
> when do you start slowing down, what speeds do you use for precision and
> non-precision approaches, when do you start lowering flaps, when do you
> finish lowering flaps, and when do you settle into your final approach
> configuration.
>
>
> Thanks,
>
> Daniel Snow
> RV-9A, 72 hours
>
>
>
>
August 23, 2007 - September 18, 2007
RV-Archive.digest.vol-sy