RV-Archive.digest.vol-tr
September 05, 2008 - September 25, 2008
Federal Aviation RegulationSec. 91.409
Part 91 GENERAL OPERATING AND FLIGHT RULES
Subpart E--Maintenance=2C Preventive Maintenance=2C and Alterations
Sec. 91.409Inspections.(a) Except as provided in paragraph (c) of this sect
ion=2C no person may operate an aircraft unless=2C within the preceding 12
calendar months=2C it has had--(1) An annual inspection in accordance with
part 43 of this chapter and has been approved for return to service by a pe
rson authorized by Sec. 43.7 of this chapter=3B
Sec. 43.16Airworthiness Limitations.Each person performing an inspection or
other maintenance specified in an Airworthiness Limitations section of a m
anufacturer's maintenance manual or Instructions for Continued Airworthines
s shall perform the inspection or other maintenance in accordance with that
section=2C or in accordance with operations specifications approved by the
Administrator under part 121 or 135=2C or an inspection program approved u
nder Sec. 91.409(e).(e) Large airplanes (to which part 125 is not applicabl
e)=2C turbojet multiengine airplanes=2C turbopropeller-powered multiengine
airplanes=2C and turbine-powered rotorcraft.
It's only a deal if it's where you want to go. Find your travel deal here.
_________________________________________________________________
See how Windows Mobile brings your life together=97at home=2C work=2C or on
the go.
________________________________________________________________________________
| From: | "John Fasching" <n1cxo320(at)salidaco.com> |
| Subject: | Re: A&P Standard |
Dead on, Mike.
I have an A&E with IA in the hangar next to me. He doesn't "practice"
anymore, but offered good suggestions while I was building my RV6A.
I think I know more about the specific plane I spent 4-years building
than a causal observer or someone who spends perhaps an hour looking at
it. I don't mind suggestions, or even constructive critisims, but I know
that all examinations (like A&E, Law, Physiciams, etc) are all designed
to measure if the candidate has the MINIMUM knowledge to proceed. So
mere possession of any "credential" is always proof positive that the
person is all knowledgeable.
I do my own annual condtion inspections in strict accord with the
operating limitations, and feel very comfortable doing so...and have
done so for the past 13 or more years.
FWIW
John at Salida, CO
________________________________________________________________________________
| From: | Bob <panamared5(at)brier.net> |
Long and boring answer, delete if you are tired of this discussion.
>Excellent post and understandable. So here is a hypothetical question:
>Mr. John Jones builds an RX-4 and gets his AWC as an experimental
>Homebuilt Aircraft. But he decides since it is an experimental and
>he can do whatever he wants to he decides to use several non
>aircraft type parts and automotive wiring, plus RC model servo
>equipment for electric trims. Each year if he also obtained the A&P
>license for this aircraft can perform the conditional inspection.
Anybody can perform the conditional inspection. However, only the
repairman or an A&P can sign the logbook with the appropriate
statement in my operating conditions assigned to me by the FAA, I must sate:
"I certify that this aircraft has been inspected in accordance with the
scope and detail of Part 43, appendix D and found to be in a condition
for safe flight."
As far a non certified parts, when the aircraft receives the DAR
inspection, or in my case the FAA inspection, then non standard
parts, engineering, etc should be discussed and then evaluated by the
builder and inspector for its appropriateness for safe flight. My
FAA inspector did not allow me to do some things that I wanted, made
me change a few things. So just because it is an experimental, that
did not give me a license to do anything I wanted. A wild
example: I don't expect I would be allowed to hold my wings on with
rubber bands the way I do with some R/C aircraft! But, I can use a
non certified experimental oil filter for my formerly certified
Lycoming engine!
It is my opinion that many non certified parts/equipment are as good
or maybe better than the certified parts (yes I agree some are not,
buyer beware). But, we will never know, because most of the time the
reason a part is not certified is because of the extra cost and
burden associated with the testing and evaluation, i.e destructive
testing and the endless paper trail (this is good and bad).
>But then in year 4 he is real busy with work so he hires a licensed
>A&P mechanic to do his condition inspection. Does that A&P have the
>leisure to inspect this aircraft and have no concerns for the parts
>that were used in this aircraft? Is he in jeopardy if he inspects
>this aircraft and one of those parts causes an accident? This is my
>real question as an A&P has some obligation to follow the accepted
>practices in the aviation field but an experimental doesn't really
>have to meet the same criteria. It is an experiment.
Like anything in life there is a risk. I will give my opinion, but
the issue can only be resolved in a court of law, or with more
specific FAA regulations (which I don't think we need or want).
I have an obnoxious A&P/IA friend who has refused to do a conditional
inspection on a retaliative's homebuilt aircraft because parts
installed did not meet the detail of Part 43, appendix D. He has
done conditional inspections on numerous homebuilts. He uses his
professional judgment on the issue in question on whether the
aircraft is airworthy/safe or not. It is his right to refuse to do
the inspection, or to not sign the logbook if in his judgement he
determines the aircraft is not safe or unairworthy using Part 43,
appendix D as a guide. Yes if there is a part that fails
(experimental or certified) I am sure the FAA will question him if
there is a crash.
As for experimental parts. If the manufacturer installs this part,
i.e. the builder, even if the builder is Cessna , then by installing
the part, the manufacturer is making a statement that the part is
necessary and safe for flight and during testing will determine if
it is safe and or appropriate. The way I see it, once the FAA or DAR
inspector inspects the aircraft, it is as if by decree, all parts
(certified or non certified) are airworthy. Certified parts fail
(Slick Mags), non certified parts fail, the question would be, did
the part failure cause the crash, and was the part inspected or
checked using reasonable sound inspection techniques?
Some non certified parts/equipment give inspection criteria within
the owners manual, i.e. the Rocky Mountain Instruments Micro Encoder.
On the other hand , I have a non certified fuel injection system, how
does it get checked/inspected? The same way a certified fuel system
would be checked. I have a non certified Lycoming engine, it gets
inspected the same way a certified engine does.
Now 4 years later, I decide to change out a part because I designed a
new, better, faster, part (example: I build a tapered wing for my
RV6, spar and leading edge all the same, but aft ribs and trailing
edge is tapered). My operating procedures spell out what I must do
to maintain the airworthiness of my aircraft if I make a major
alteration such as this, (or if I just go from a fixed pitched prop
to a constant speed). I put my aircraft back into phase 1 testing
for 5 hours. After the 5 hours and I have worked all the bugs out, I
sign the log book with the work done and the test results. After
that time the A&P would be inspecting the airplane based upon the
changes made. Sort of like the STC/337 process.
On the other hand, I am not a professional builder, I have had many
A&P/IAs look at my aircraft to give me advice on how to, is it right,
is it safe. I welcome an A&P/IA comments/advice. Things that I did
not know how to do, I hired an A&P/IA to do the work and inspect it,
i.e. time the Mags and Mag inspection.
As far as parts go, I had to design and fabricate my own throttle
mixture bracket for a Fuel Injected servo. Vans did not have one,
nor did anyone else at the time. Non standard part, not even on the
aircraft plans. Of all the A&P/IAs that have checked my aircraft
(especially the engine installation) not one has ever mention
this! I often wonder why?
As I said before, this is really not a big issue, it is spelled out
in the FAA regulations on how to do it. It should also be in the
aircraft operating conditions that are required to be a part of the
aircraft documents. If this issue really bothers you, then don't
deal with homebuilts, simple solution.
Note: We are allowed to put auto engines in our homebuilts. What
better place to get parts and stuff for the installation than
"Autozone," .....well personally, I might use "Summit Racing," but
Autozone would do.
Bob
RV6 "Wicked Witch of the West"
________________________________________________________________________________
| From: | bert murillo <robertrv607(at)yahoo.com> |
Hello:
Well finally I am ready to connect the Wing Leveler "Nav Aid"
but I cannot do center the "arm, I tried but is difficult
to do, since it has to be in place, mine is under the seat....hard
to work with...
So I wanted to ship the unit to Nav Aid, and pay them to center
lthe arm etc... I called but the numnber I have is not in service.
Does any one, knows the new number....?
Thanks,
Bert
rv6a
P>S. any one has a real clear picture of the servo, and how
you center the thing???Any one near DELand Aiport...(DED)
________________________________________________________________________________
| From: | Sam Buchanan <sbuc(at)hiwaay.net> |
| Subject: | Re: Navaid question |
bert murillo wrote:
>
> Hello:
>
> Well finally I am ready to connect the Wing Leveler "Nav Aid"
> but I cannot do center the "arm, I tried but is difficult
> to do, since it has to be in place, mine is under the seat....hard
> to work with...
>
> So I wanted to ship the unit to Nav Aid, and pay them to center
> lthe arm etc... I called but the numnber I have is not in service.
>
> Does any one, knows the new number....?
>
> Thanks,
>
> Bert
> rv6a
>
> P>S. any one has a real clear picture of the servo, and how
> you center the thing???Any one near DELand Aiport...(DED)
Bert,
Navaid is out of business. I am not aware of anyone who offers service
or parts for the system.
Sam Buchanan
________________________________________________________________________________
| From: | "Carl Froehlich" <carl.froehlich(at)cox.net> |
This is an adjustment you can do yourself. You will find you will also need
to reposition the gear that drives the feedback potentiometer as well. The
instructions cover this, but not well.
Recommend you find an RV builder in the area who has already done this.
My Navaid has been flying for five years and works as advertised. It did
take some tweaking however to get it zeroed out such that the wings are
level with the "Trim" and "Turn" panel controls in the mid (pointing
straight up) position. This tweaking can only be done with the servo
installed and the servo cover removed, so sending it back to the factory is
not an option.
The next autopilot will be a new servo connected to the Dynon EFIS that is
already in the panel.
Carl Froehlich
RV-8A (450 hrs)
RV-10 (fuselage)
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Sam Buchanan
Sent: Friday, September 05, 2008 4:57 PM
Subject: Re: RV-List: Navaid question
bert murillo wrote:
>
> Hello:
>
> Well finally I am ready to connect the Wing Leveler "Nav Aid"
> but I cannot do center the "arm, I tried but is difficult
> to do, since it has to be in place, mine is under the seat....hard
> to work with...
>
> So I wanted to ship the unit to Nav Aid, and pay them to center
> lthe arm etc... I called but the numnber I have is not in service.
>
> Does any one, knows the new number....?
>
> Thanks,
>
> Bert
> rv6a
>
> P>S. any one has a real clear picture of the servo, and how
> you center the thing???Any one near DELand Aiport...(DED)
Bert,
Navaid is out of business. I am not aware of anyone who offers service
or parts for the system.
Sam Buchanan
________________________________________________________________________________
| Subject: | Re: Builder Available! |
| From: | "N395V" <Bearcat(at)bearcataviation.com> |
This is a long read but offers some background as to why A&Ps IA are concerned
about liability.
http://www.avweb.com/news/savvyaviator/savvy_aviator_51_mechanics_liability_196570-1.html
--------
Milt
2003 F1 Rocket
2006 Radial Rocket
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 2837#202837
________________________________________________________________________________
| From: | "David Leonard" <wdleonard(at)gmail.com> |
| Subject: | Re: Navaid question |
Your other option (though much more expensive) is to just leave the servo in
place and install the trio control head. It has software that will
compensate for a non-centered servo.
Dave Leonard
On Fri, Sep 5, 2008 at 2:35 PM, Carl Froehlich wrote:
>
> This is an adjustment you can do yourself. You will find you will also
> need
> to reposition the gear that drives the feedback potentiometer as well. The
> instructions cover this, but not well.
>
> Recommend you find an RV builder in the area who has already done this.
>
> My Navaid has been flying for five years and works as advertised. It did
> take some tweaking however to get it zeroed out such that the wings are
> level with the "Trim" and "Turn" panel controls in the mid (pointing
> straight up) position. This tweaking can only be done with the servo
> installed and the servo cover removed, so sending it back to the factory is
> not an option.
>
> The next autopilot will be a new servo connected to the Dynon EFIS that is
> already in the panel.
>
> Carl Froehlich
> RV-8A (450 hrs)
> RV-10 (fuselage)
>
> -----Original Message-----
> From: owner-rv-list-server(at)matronics.com
> [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Sam Buchanan
> Sent: Friday, September 05, 2008 4:57 PM
> To: rv-list(at)matronics.com
> Subject: Re: RV-List: Navaid question
>
>
> bert murillo wrote:
> >
> > Hello:
> >
> > Well finally I am ready to connect the Wing Leveler "Nav Aid"
> > but I cannot do center the "arm, I tried but is difficult
> > to do, since it has to be in place, mine is under the seat....hard
> > to work with...
> >
> > So I wanted to ship the unit to Nav Aid, and pay them to center
> > lthe arm etc... I called but the numnber I have is not in service.
> >
> > Does any one, knows the new number....?
> >
> > Thanks,
> >
> > Bert
> > rv6a
> >
> > P>S. any one has a real clear picture of the servo, and how
> > you center the thing???Any one near DELand Aiport...(DED)
>
>
> Bert,
>
> Navaid is out of business. I am not aware of anyone who offers service
> or parts for the system.
>
> Sam Buchanan
>
>
--
David Leonard
Turbo Rotary RV-6 N4VY
http://N4VY.RotaryRoster.net
http://RotaryRoster.net
________________________________________________________________________________
| From: | Mike Robertson <mrobert569(at)hotmail.com> |
| Subject: | A request for action |
This is going to take a bit=2C so if you don't want to get involved this is
a good time to hit delete.
Gentleman=2C and any ladies that may still be with us=2C
I have a request for all of you that =2C if heard=2C will benefit everyone.
Everyone has known me for quite a while. I built my first RV in 1998=2C
and have been building and flying RV's ever since.
Over that time I have been greatly involved with my job in certificating an
d overseeing amateur-built aircraft. I have also seen a very disturbing tr
end that I feel now needs to be addressed. And that is the lack of service
you have receiving from the Flight Standards Offices. I am requesting tha
t all of you call=2C or email=2C you US Representative and/or US Senator=2C
and let them know that you are NOT receiving service from the FAA that you
r tax dollars are paying for. As a matter of fact you have been paying a p
rivate user fee for quite some time now=2C and you have the right to tell t
hem it needs to stop. And this involves your having to pay for certificati
on of your amateur-built aircraft. And with the attempt by the FAA to chan
ge the Amateur-built rules and a recent change to the authority of the DARs
you are going to have to pay more very soon. I would also request that you
keep my name out of it off of this list.
Now...Let me explain. Please bare with me as I need to explain the system
just a little so you can be somewhat educated.
Within the FAA there are two branches that are tasked with conducting inspe
ctions and issuing airworthiness certificates to all aircraft=2C be they St
andard category or Experimental. Those two branches are the Manufacturing
Inspection District Offices (MIDO) and the Flight Standards District Office
s (FSDO). Most of the work is done by the FSDOs due to the fact that MIDOs
are located with the regional offices=2C thus very far from most of us. T
here are only 9 MIDOs in the country.
Due to politics and high profiles the management within the flight standard
s has made the decision that focusing on inspections of scheduled Air Carri
ers (i.e=2C United Airlines=2C etc.) gives them the biggest bang for the bu
ck=2C if you will. If the Flight Standards management had their way ALL gen
eral aviation would have to use designees and pay for service. And that is
exactly what they are trying to do through the back door.
Most of you already know that if you contact your FSDO to get an inspection
done=2C they will refer you to a DAR telling you that they no longer do in
spections. That is a LIE. It is part of the job description of every airw
orthiness inspector in the FAA. Granted=2C many of them do not know anythi
ng about the types of aircraft we build but there are many many more who do
know=2C want to do them=2C and have the time do do them=2C but management
within the Flight Standards has declared=2C in writing=2C that we are not t
o bother with Amateur-builders=2C and are to send everyone to a DAR=2C irre
gardless of what it may cost you=2C the builder.
Your tax dollar pays for the operation of the FAA and you have the right to
receive service for that dollar. You are not. Please do not get me wrong
. As you know from the recent Southwest Airlines fiasco=2C inspecting big
air carriers is important. But general aviation inspectors do NOT routinel
y inspect big air carriers.. We inspect general aviation operators=2C such
as charter operations=2C flight schools=2C crop dusters=2C and repair stati
ons. And at no additional cost to the FAA of travel dollars airworthiness
inspectors could include certification of Amateur-built aircraft in their
surveillence/inspections trips. Each of us goes on the road often enough t
o include everyone=2C if we were allowed.
I am sorry for being up on a soap box for so long but I am tired of telling
people 'no'=2C I can't help you even though I have the expertise and the t
ime. And I have talked with numerous airworthiness inspectors who feel the
same way. But from the inside we have no way to buck the system. It has
to come from outside=2C and that is why I am asking for all of you to take
action. Contact your Representatives=2C Senators=2C the EAA=2C and AOPA an
d let them know that you are not happy about what is happening.
Mike R.
RV Builder
Tech Counselor
A&P
Das ***
_________________________________________________________________
See how Windows Mobile brings your life together=97at home=2C work=2C or on
the go.
________________________________________________________________________________
| From: | " Bruce Bell" <brucebell74(at)sbcglobal.net> |
| Subject: | Re: A request for action |
Thank you for going out on the line!
Bruce Bell
Lubbock, Texas
RV-4 #2888 N23BB
----- Original Message -----
From: Mike Robertson
To: rv list
Sent: Saturday, September 06, 2008 1:46 AM
Subject: RV-List: A request for action
This is going to take a bit, so if you don't want to get involved this
is a good time to hit delete.
Gentleman, and any ladies that may still be with us,
I have a request for all of you that , if heard, will benefit
everyone. Everyone has known me for quite a while. I built my first RV
in 1998, and have been building and flying RV's ever since.
Over that time I have been greatly involved with my job in
certificating and overseeing amateur-built aircraft. I have also seen a
very disturbing trend that I feel now needs to be addressed. And that
is the lack of service you have receiving from the Flight Standards
Offices. I am requesting that all of you call, or email, you US
Representative and/or US Senator, and let them know that you are NOT
receiving service from the FAA that your tax dollars are paying for. As
a matter of fact you have been paying a private user fee for quite some
time now, and you have the right to tell them it needs to stop. And
this involves your having to pay for certification of your amateur-built
aircraft. And with the attempt by the FAA to change the Amateur-built
rules and a recent change to the authority of the DARs you are going to
have to pay more very soon. I would also request that you keep my name
out of it off of this list.
Now...Let me explain. Please bare with me as I need to explain the
system just a little so you can be somewhat educated.
Within the FAA there are two branches that are tasked with conducting
inspections and issuing airworthiness certificates to all aircraft, be
they Standard category or Experimental. Those two branches are the
Manufacturing Inspection District Offices (MIDO) and the Flight
Standards District Offices (FSDO). Most of the work is done by the
FSDOs due to the fact that MIDOs are located with the regional offices,
thus very far from most of us. There are only 9 MIDOs in the country.
Due to politics and high profiles the management within the flight
standards has made the decision that focusing on inspections of
scheduled Air Carriers (i.e, United Airlines, etc.) gives them the
biggest bang for the buck, if you will. If the Flight Standards
management had their way ALL general aviation would have to use
designees and pay for service. And that is exactly what they are trying
to do through the back door.
Most of you already know that if you contact your FSDO to get an
inspection done, they will refer you to a DAR telling you that they no
longer do inspections. That is a LIE. It is part of the job
description of every airworthiness inspector in the FAA. Granted, many
of them do not know anything about the types of aircraft we build but
there are many many more who do know, want to do them, and have the time
do do them, but management within the Flight Standards has declared, in
writing, that we are not to bother with Amateur-builders, and are to
send everyone to a DAR, irregardless of what it may cost you, the
builder.
Your tax dollar pays for the operation of the FAA and you have the
right to receive service for that dollar. You are not. Please do not
get me wrong. As you know from the recent Southwest Airlines fiasco,
inspecting big air carriers is important. But general aviation
inspectors do NOT routinely inspect big air carriers.. We inspect
general aviation operators, such as charter operations, flight schools,
crop dusters, and repair stations. And at no additional cost to the
FAA of travel dollars airworthiness inspectors could include
certification of Amateur-built aircraft in their
surveillence/inspections trips. Each of us goes on the road often
enough to include everyone, if we were allowed.
I am sorry for being up on a soap box for so long but I am tired of
telling people 'no', I can't help you even though I have the expertise
and the time. And I have talked with numerous airworthiness inspectors
who feel the same way. But from the inside we have no way to buck the
system. It has to come from outside, and that is why I am asking for
all of you to take action. Contact your Representatives, Senators, the
EAA, and AOPA and let them know that you are not happy about what is
happening.
Mike R.
RV Builder
Tech Counselor
A&P
Das ***
-------------------------------------------------------------------------
-----
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________________________________________________________________________________
| From: | Marty Helller <marty_away(at)hotmail.com> |
FWIW=2C Talking with the DYNON president at AirVenture=2C he stated they ar
e trying to add synthetic vision to their system next year.
Marty Heller
RV-7=2C fitting canopy
> From: carl.froehlich(at)cox.net> To: rv-list(at)matronics.com> Subject: RE: RV-
List: Efis Question> Date: Fri=2C 5 Sep 2008 22:47:55 -0400> > --> RV-List
message posted by: "Carl Froehlich" > > Bert=2C> >
I replaced an electric RC Allen AI with the D10A. I feed it with the serial
> output from my GX-60 GPS nav/comm=2C and will also feed it from a SL-30>
nav/comm when I save up a few more pennies.> > In short=2C the D10A has don
e everything Dynon advertises it would do=2C and> considering the continuou
s (and free) software upgrades from Dynon I expect> it will do more in the
future. The D10A is about the best bang for the buck> as you can get.> > So
me thoughts:> 1. Get the EDC D10A remote compass. While I flew with just th
e internal> compass for a few months and found it to work well=2C the exter
nal compass is> far easier to calibrate and it is required if you want to i
nput outside air> temperature into the D10A. With outside air temperature t
he D10A provides> continuous True Air Speed indication as well as wind dire
ction and wind> speed. I find I use this wind information far more than I e
xpected and now> would not want to be without it. > 2. As I have dual batte
ries I did not get the battery backup. Your install> may be different.> 3.
As I only removed the AI to install the D10A=2C I still have all the> stand
ard steam gauges (air speed=2C altitude=2C vertical speed). Considering> th
e minor cost=2C I would recommend having these standard instruments in the>
panel along with the D10A.> 4. The HSI function works just as good as a st
andard HSI.> 5. If you are going to use the D10A for glide slope and locali
zer> indication=2C you should consider getting two D10As. That way you can
keep> the normal display up on one and HSI on the other. Considering the co
st of> a CDI head these day=2C a second D10A make a whole lot more sense th
an putting> a standalone CDI in the panel.> 6. If you can solder wires to a
D connector=2C you can install the D10A.> 7. Dynon has a list of known GPS
and Nav radios that customer report> working with the D10A. You should cal
l them to see if what you are planning> to feed it is on the list or not. >
8. While the D10A does not need GPS input to work=2C the GPS input provide
s> the data to compute wind speed and direction. Either a GPS or a Nav inpu
t> is needed of course for HSI functions.> 9. I have a Navaid wing level fo
r my autopilot. When it dies I'll get the> Dynon servo and feed it off the
D10A. Again the best bang for the buck for> an autopilot. > > Carl Froehlic
h> RV-8A (450 hrs)> RV-10 (fuselage)> > -----Original Message-----> From: o
wner-rv-list-server(at)matronics.com> [mailto:owner-rv-list-server(at)matronics.c
om] On Behalf Of bert murillo> Sent: Friday=2C September 05=2C 2008 3:19 PM
> To: rv-list(at)matronics.com> Subject: RV-List: Efis Question> > --> RV-List
message posted by: bert murillo > > Hello:> > > I a
m considering buying the Efis-D10A=2C For those with this unit=2C> question
1- Do you find it=2C to work proplerly=2C and are you happy with> it.> > 2
- How difficult is to connect. I am tired of working under that> crowded sp
ace=2C=2C=2C=2CAll I need would be basic fuctions...> > NO G or anyof the o
ptions...> > Does any one has the schematic=2C drawings for connection..> >
it shows a 25 pin connector....do I have to have 25 wires????> > Finally
=2C when installing this unit=2C what instruments one remove> from the pann
el....I believe the Attitud Ind. is out??> > What happens if the unit fails
? one would be without a very essential> tool..... for safety etc...> > You
r comments and suggestions appreciated...> > > Bert> > rv6a> > Do not Archi
==========> > >
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50F681DAD532637!5295.entry?ocid=TXT_TAGLM_WL_domore_092008
________________________________________________________________________________
| Subject: | A request for action |
| From: | "John Cox" <johnwcox(at)pacificnw.com> |
Mike, your contribution to the RV-10 community, the RV community and the
Experimental Built Amateur Owned community has been valued over the
years. Your loss to the Oregon community has become Spokane's gain. I
think of you at every EAA 105 breakfast just like this morning.
I support whole heartedly the value in owners seeking their
Airworthiness Inspectors insight, training and wisdom in the
certification process of OBAM aircraft. I am only aware of one
Inspector nationwide who like some DARs are repetitively signing off
aircraft mass produced by Pro Builders. Most are an invaluable resource
to make our projects safer. I found with my 23 years while serving as a
DPE for NM-09 that the staff and inspectors, both Ops and Airworthiness
to be a wonderful resource for aviation. You civil servants have too
often been maligned and few understand the long hours and dedication you
provide.
For those of you reading this, take Mike's heed and write your
legislators. In Oregon we have Rep. DeFazio and may soon have VP Sarah
Palin who has come out in support of GA on behalf of her husband (the
family pilot). We need all the friends we can get to preserve our
wonderful activity. Make your voices heard and your tax dollars count.
John Cox
RV Builder
Tech Counselor
A&P I/A
Airline Mechanic
Pilot
Voter
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Mike Robertson
Sent: Friday, September 05, 2008 11:46 PM
Subject: RV-List: A request for action
This is going to take a bit, so if you don't want to get involved this
is a good time to hit delete.
Gentleman, and any ladies that may still be with us,
I have a request for all of you that , if heard, will benefit everyone.
Everyone has known me for quite a while. I built my first RV in 1998,
and have been building and flying RV's ever since.
Over that time I have been greatly involved with my job in certificating
and overseeing amateur-built aircraft. I have also seen a very
disturbing trend that I feel now needs to be addressed. And that is the
lack of service you have receiving from the Flight Standards Offices. I
am requesting that all of you call, or email, you US Representative
and/or US Senator, and let them know that you are NOT receiving service
from the FAA that your tax dollars are paying for. As a matter of fact
you have been paying a private user fee for quite some time now, and you
have the right to tell them it needs to stop. And this involves your
having to pay for certification of your amateur-built aircraft. And
with the attempt by the FAA to change the Amateur-built rules and a
recent change to the authority of the DARs you are going to have to pay
more very soon. I would also request that you keep my name out of it off
of this list.
Now...Let me explain. Please bare with me as I need to explain the
system just a little so you can be somewhat educated.
Within the FAA there are two branches that are tasked with conducting
inspections and issuing airworthiness certificates to all aircraft, be
they Standard category or Experimental. Those two branches are the
Manufacturing Inspection District Offices (MIDO) and the Flight
Standards District Offices (FSDO). Most of the work is done by the
FSDOs due to the fact that MIDOs are located with the regional offices,
thus very far from most of us. There are only 9 MIDOs in the country.
Due to politics and high profiles the management within the flight
standards has made the decision that focusing on inspections of
scheduled Air Carriers (i.e, United Airlines, etc.) gives them the
biggest bang for the buck, if you will. If the Flight Standards
management had their way ALL general aviation would have to use
designees and pay for service. And that is exactly what they are trying
to do through the back door.
Most of you already know that if you contact your FSDO to get an
inspection done, they will refer you to a DAR telling you that they no
longer do inspections. That is a LIE. It is part of the job
description of every airworthiness inspector in the FAA. Granted, many
of them do not know anything about the types of aircraft we build but
there are many many more who do know, want to do them, and have the time
do do them, but management within the Flight Standards has declared, in
writing, that we are not to bother with Amateur-builders, and are to
send everyone to a DAR, irregardless of what it may cost you, the
builder.
Your tax dollar pays for the operation of the FAA and you have the right
to receive service for that dollar. You are not. Please do not get me
wrong. As you know from the recent Southwest Airlines fiasco,
inspecting big air carriers is important. But general aviation
inspectors do NOT routinely inspect big air carriers.. We inspect
general aviation operators, such as charter operations, flight schools,
crop dusters, and repair stations. And at no additional cost to the
FAA of travel dollars airworthiness inspectors could include
certification of Amateur-built aircraft in their
surveillence/inspections trips. Each of us goes on the road often
enough to include everyone, if we were allowed.
I am sorry for being up on a soap box for so long but I am tired of
telling people 'no', I can't help you even though I have the expertise
and the time. And I have talked with numerous airworthiness inspectors
who feel the same way. But from the inside we have no way to buck the
system. It has to come from outside, and that is why I am asking for
all of you to take action. Contact your Representatives, Senators, the
EAA, and AOPA and let them know that you are not happy about what is
happening.
Mike R.
RV Builder
Tech Counselor
A&P
Das ***
________________________________
See how Windows Mobile brings your life
together-nkwxp1020093182mrt/direct/01/' target='_new'>See Now
________________________________________________________________________________
| From: | "William Gill" <wgill10(at)comcast.net> |
| Subject: | A request for action |
Hello Mike,
When I was ready for my inspection last year, I called the Kansas City
FSDO and was told EXACTLY what you are informing us about. I got the
"lack of budget" because of failure to pass the "User Fee" legislation
and was told to contact a DAR. I explained that I was entitled to the
FREE services of the FAA as a result of my tax dollars. They finally
agreed to do the inspection, but informed me that they would only grant
a minimal test area for the RV-7 during a required 40-hour phase one.
The FAA obviously wanted no part of the experimental airworthiness
inspections. Since I wanted (and needed) a larger test area, I
reluctantly contacted a DAR and paid for the service. You're right, the
current treatment/actions of the FAA is unwarranted and unfair.
Now, I'm actually seeing the experimentals getting MORE attention from
the FAA in the KC FSDO area - from equipment installations (trying to
tell us what's legal - WRONG), ramp checks, and airworthiness
inspections. It appears that the high fuel costs are significantly
reducing GA operations, especially for the Spam Cans. Overall, the fuel
efficient experimentals are flying more regularly than the certified
ships. As a result, I believe the FAA uses the increasing numbers of
experimentals to justify their jobs or reqs for additional positions.
Bill
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Mike Robertson
Sent: Saturday, September 06, 2008 1:46 AM
Subject: RV-List: A request for action
This is going to take a bit, so if you don't want to get involved this
is a good time to hit delete.
Gentleman, and any ladies that may still be with us,
I have a request for all of you that , if heard, will benefit everyone.
Everyone has known me for quite a while. I built my first RV in 1998,
and have been building and flying RV's ever since.
Over that time I have been greatly involved with my job in certificating
and overseeing amateur-built aircraft. I have also seen a very
disturbing trend that I feel now needs to be addressed. And that is the
lack of service you have receiving from the Flight Standards Offices. I
am requesting that all of you call, or email, you US Representative
and/or US Senator, and let them know that you are NOT receiving service
from the FAA that your tax dollars are paying for. As a matter of fact
you have been paying a private user fee for quite some time now, and you
have the right to tell them it needs to stop. And this involves your
having to pay for certification of your amateur-built aircraft. And
with the attempt by the FAA to change the Amateur-built rules and a
recent change to the authority of the DARs you are going to have to pay
more very soon. I would also request that you keep my name out of it off
of this list.
Now...Let me explain. Please bare with me as I need to explain the
system just a little so you can be somewhat educated.
Within the FAA there are two branches that are tasked with conducting
inspections and issuing airworthiness certificates to all aircraft, be
they Standard category or Experimental. Those two branches are the
Manufacturing Inspection District Offices (MIDO) and the Flight
Standards District Offices (FSDO). Most of the work is done by the
FSDOs due to the fact that MIDOs are located with the regional offices,
thus very far from most of us. There are only 9 MIDOs in the country.
Due to politics and high profiles the management within the flight
standards has made the decision that focusing on inspections of
scheduled Air Carriers (i.e, United Airlines, etc.) gives them the
biggest bang for the buck, if you will. If the Flight Standards
management had their way ALL general aviation would have to use
designees and pay for service. And that is exactly what they are trying
to do through the back door.
Most of you already know that if you contact your FSDO to get an
inspection done, they will refer you to a DAR telling you that they no
longer do inspections. That is a LIE. It is part of the job
description of every airworthiness inspector in the FAA. Granted, many
of them do not know anything about the types of aircraft we build but
there are many many more who do know, want to do them, and have the time
do do them, but management within the Flight Standards has declared, in
writing, that we are not to bother with Amateur-builders, and are to
send everyone to a DAR, irregardless of what it may cost you, the
builder.
Your tax dollar pays for the operation of the FAA and you have the right
to receive service for that dollar. You are not. Please do not get me
wrong. As you know from the recent Southwest Airlines fiasco,
inspecting big air carriers is important. But general aviation
inspectors do NOT routinely inspect big air carriers.. We inspect
general aviation operators, such as charter operations, flight schools,
crop dusters, and repair stations. And at no additional cost to the
FAA of travel dollars airworthiness inspectors could include
certification of Amateur-built aircraft in their
surveillence/inspections trips. Each of us goes on the road often
enough to include everyone, if we were allowed.
I am sorry for being up on a soap box for so long but I am tired of
telling people 'no', I can't help you even though I have the expertise
and the time. And I have talked with numerous airworthiness inspectors
who feel the same way. But from the inside we have no way to buck the
system. It has to come from outside, and that is why I am asking for
all of you to take action. Contact your Representatives, Senators, the
EAA, and AOPA and let them know that you are not happy about what is
happening.
Mike R.
RV Builder
Tech Counselor
A&P
Das ***
_____
See how Windows Mobile brings your life
together-nkwxp1020093182mrt/direct/01/' target='_new'>See Now
________________________________________________________________________________
| From: | "Larry Bowen" <larry(at)bowenaero.com> |
| Subject: | Re: A request for action |
Despite the opinions I was wasting my time, I contacted the FSDO @ GSO for
my RV-8 inspection back in 2004. It worked out great. The inspector was
professional, interested, and a joy to work with. He even had to come out
a
second time after I had fixed a CS prop that would not cycle. Moral of the
story: it usually doesn't hurts to ask!
--
Larry Bowen
Larry(at)BowenAero.com
http://BowenAero.com
RV-7 QB fuse ...
On Sat, Sep 6, 2008 at 10:11 AM, John Cox wrote:
> Mike, your contribution to the RV-10 community, the RV community and the
> Experimental Built Amateur Owned community has been valued over the
years.
> Your loss to the Oregon community has become Spokane's gain. I think of
you
> at every EAA 105 breakfast just like this morning.
>
>
> I support whole heartedly the value in owners seeking their Airworthiness
> Inspectors insight, training and wisdom in the certification process of
OBAM
> aircraft. I am only aware of one Inspector nationwide who like some DARs
> are repetitively signing off aircraft mass produced by Pro Builders. Mos
t
> are an invaluable resource to make our projects safer. I found with my 23
> years while serving as a DPE for NM-09 that the staff and inspectors, bot
h
> Ops and Airworthiness to be a wonderful resource for aviation. You civil
> servants have too often been maligned and few understand the long hours
and
> dedication you provide.
>
>
> For those of you reading this, take Mike's heed and write your
legislators.
> In Oregon we have Rep. DeFazio and may soon have VP Sarah Palin who has
come
> out in support of GA on behalf of her husband (the family pilot). We nee
d
> all the friends we can get to preserve our wonderful activity. Make your
> voices heard and your tax dollars count.
>
>
> John Cox
>
> RV Builder
>
> Tech Counselor
>
> A&P I/A
>
> Airline Mechanic
>
> Pilot
>
> Voter
>
>
> From: owner-rv-list-server(at)matronics.com
> [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Mike Robertson
> Sent: Friday, September 05, 2008 11:46 PM
> To: rv list
> Subject: RV-List: A request for action
>
>
> This is going to take a bit, so if you don't want to get involved this is
a
> good time to hit delete.
>
> Gentleman, and any ladies that may still be with us,
>
> I have a request for all of you that , if heard, will benefit everyone.
> Everyone has known me for quite a while. I built my first RV in 1998, an
d
> have been building and flying RV's ever since.
>
> Over that time I have been greatly involved with my job in certificating
and
> overseeing amateur-built aircraft. I have also seen a very disturbing
trend
> that I feel now needs to be addressed. And that is the lack of service
you
> have receiving from the Flight Standards Offices. I am requesting that
all
> of you call, or email, you US Representative and/or US Senator, and let
them
> know that you are NOT receiving service from the FAA that your tax dollar
s
> are paying for. As a matter of fact you have been paying a private user
fee
> for quite some time now, and you have the right to tell them it needs to
> stop. And this involves your having to pay for certification of your
> amateur-built aircraft. And with the attempt by the FAA to change the
> Amateur-built rules and a recent change to the authority of the DARs you
are
> going to have to pay more very soon. I would also request that you keep m
y
> name out of it off of this list.
>
> Now...Let me explain. Please bare with me as I need to explain
> the system just a little so you can be somewhat educated.
>
> Within the FAA there are two branches that are tasked with conducting
> inspections and issuing airworthiness certificates to all aircraft, be
they
> Standard category or Experimental. Those two branches are the
Manufacturing
> Inspection District Offices (MIDO) and the Flight Standards District
Offices
> (FSDO). Most of the work is done by the FSDOs due to the fact that MIDOs
> are located with the regional offices, thus very far from most of us.
There
> are only 9 MIDOs in the country.
>
> Due to politics and high profiles the management within the flight
standards
> has made the decision that focusing on inspections of scheduled Air
Carriers
> (i.e, United Airlines, etc.) gives them the biggest bang for the buck, if
> you will. If the Flight Standards management had their way ALL general
> aviation would have to use designees and pay for service. And that is
> exactly what they are trying to do through the back door.
>
> Most of you already know that if you contact your FSDO to get an
inspection
> done, they will refer you to a DAR telling you that they no longer do
> inspections. That is a LIE. It is part of the job description of every
> airworthiness inspector in the FAA. Granted, many of them do not know
> anything about the types of aircraft we build but there are many many mor
e
> who do know, want to do them, and have the time do do them, but managemen
t
> within the Flight Standards has declared, in writing, that we are not to
> bother with Amateur-builders, and are to send everyone to a DAR,
> irregardless of what it may cost you, the builder.
>
> Your tax dollar pays for the operation of the FAA and you have the right
to
> receive service for that dollar. You are not. Please do not get me
wrong.
> As you know from the recent Southwest Airlines fiasco, inspecting big air
> carriers is important. But general aviation inspectors do NOT routinely
> inspect big air carriers.. We inspect general aviation operators, such as
> charter operations, flight schools, crop dusters, and repair stations.
And
> at no additional cost to the FAA of travel dollars airworthiness
inspectors
> could include certification of Amateur-built aircraft in their
> surveillence/inspections trips. Each of us goes on the road often enough
to
> include everyone, if we were allowed.
>
> I am sorry for being up on a soap box for so long but I am tired of
telling
> people 'no', I can't help you even though I have the expertise and the
> time. And I have talked with numerous airworthiness inspectors who feel
the
> same way. But from the inside we have no way to buck the system. It has
to
> come from outside, and that is why I am asking for all of you to take
> action. Contact your Representatives, Senators, the EAA, and AOPA and le
t
> them know that you are not happy about what is happening.
>
> Mike R.
> RV Builder
> Tech Counselor
> A&P
> Das ***
>
>
> ________________________________
>
> See how Windows Mobile brings your life
> together=97nkwxp1020093182mrt/direct/01/' target='_new'>See Now
>
>
> http://www.matronics.com/Navigator?RV-List
>
> http://forums.matronics.com
>
> http://www.matronics.com/contribution
>
>
===========
===========
===========
===========
>
>
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
| Subject: | Re: A request for action (you asked) |
So, John, are you saying that you like aviation user fees or are you
praying for a death from old age the day after inauguration? :-)
You might want to explain (to those of us who are seeing our retirement
savings and investments disappear before we can even retire) how massive
deficit spending is different from taxation. The current policies have
already crippled my ability to fly; having a VP who's husband owns a
plane isn't likely to help us any. McCain owns more houses than he can
count; did he help, or help cause the current mortgage debacle? Check
McCain's voting record on veterans' affairs. I think you'll be shocked.
The current crop of Republicans (who are NOT conservative), with their
borrow-and-spend tactics, make tax-and-spend Democrats look conservative.
I'd strongly suggest that you look beyond Ms. Palin's acceptance speech
& look at her long list of past activities, like attempted book banning,
attempting to fire the town librarian when she wouldn't go along with
the book banning, favoring Alaska secession, massive deficit spending on
'frills' (still running at a deficit today) while letting infrastructure
decay in her home town, firing the head law enforcement official in
Alaska because he wouldn't fire her ex-brother in law, sale of that jet,
not on Ebay, but to a big Alaskan GOP contributor, *at a loss*, actively
supporting Ted Stevens' "bridge to nowhere" until it became obvious that
there was near universal opposition, even among Alaskans, actively
seeking earmarks, shall I continue?
Please do not read this as an endorsement of the Democratic ticket. If
we want to see improvements in this country, we will have to look
outside the two major parties.
Charlie
John Cox wrote:
>
> Mike, your contribution to the RV-10 community, the RV community and
> the Experimental Built Amateur Owned community has been valued over
> the years. Your loss to the Oregon community has become Spokane's
> gain. I think of you at every EAA 105 breakfast just like this morning.
>
> I support whole heartedly the value in owners seeking their
> Airworthiness Inspectors insight, training and wisdom in the
> certification process of OBAM aircraft. I am only aware of one
> Inspector nationwide who like some DARs are repetitively signing off
> aircraft mass produced by Pro Builders. Most are an invaluable
> resource to make our projects safer. I found with my 23 years while
> serving as a DPE for NM-09 that the staff and inspectors, both Ops and
> Airworthiness to be a wonderful resource for aviation. You civil
> servants have too often been maligned and few understand the long
> hours and dedication you provide.
>
> For those of you reading this, take Mike's heed and write your
> legislators. In Oregon we have Rep. DeFazio and may soon have VP Sarah
> Palin who has come out in support of GA on behalf of her husband (the
> family pilot). We need all the friends we can get to preserve our
> wonderful activity. Make your voices heard and your tax dollars count.
>
> John Cox
>
> RV Builder
>
> Tech Counselor
>
> A&P I/A
>
> Airline Mechanic
>
> Pilot
>
> Voter
>
> *From:* owner-rv-list-server(at)matronics.com
> [mailto:owner-rv-list-server(at)matronics.com] *On Behalf Of *Mike Robertson
> *Sent:* Friday, September 05, 2008 11:46 PM
> *To:* rv list
> *Subject:* RV-List: A request for action
>
> This is going to take a bit, so if you don't want to get involved this
> is a good time to hit delete.
>
> Gentleman, and any ladies that may still be with us,
>
> I have a request for all of you that , if heard, will benefit
> everyone. Everyone has known me for quite a while. I built my first RV
> in 1998, and have been building and flying RV's ever since.
>
> Over that time I have been greatly involved with my job in
> certificating and overseeing amateur-built aircraft. I have also seen
> a very disturbing trend that I feel now needs to be addressed. And
> that is the lack of service you have receiving from the Flight
> Standards Offices. I am requesting that all of you call, or email, you
> US Representative and/or US Senator, and let them know that you are
> NOT receiving service from the FAA that your tax dollars are paying
> for. As a matter of fact you have been paying a private user fee for
> quite some time now, and you have the right to tell them it needs to
> stop. And this involves your having to pay for certification of your
> amateur-built aircraft. And with the attempt by the FAA to change the
> Amateur-built rules and a recent change to the authority of the DARs
> you are going to have to pay more very soon. I would also request that
> you keep my name out of it off of this list.
>
> Now...Let me explain. Please bare with me as I need to explain the
> system just a little so you can be somewhat educated.
>
> Within the FAA there are two branches that are tasked with conducting
> inspections and issuing airworthiness certificates to all aircraft, be
> they Standard category or Experimental. Those two branches are the
> Manufacturing Inspection District Offices (MIDO) and the Flight
> Standards District Offices (FSDO). Most of the work is done by the
> FSDOs due to the fact that MIDOs are located with the regional
> offices, thus very far from most of us. There are only 9 MIDOs in the
> country.
>
> Due to politics and high profiles the management within the flight
> standards has made the decision that focusing on inspections of
> scheduled Air Carriers (i.e, United Airlines, etc.) gives them the
> biggest bang for the buck, if you will. If the Flight Standards
> management had their way ALL general aviation would have to use
> designees and pay for service. And that is exactly what they are
> trying to do through the back door.
>
> Most of you already know that if you contact your FSDO to get an
> inspection done, they will refer you to a DAR telling you that they no
> longer do inspections. That is a LIE. It is part of the job
> description of every airworthiness inspector in the FAA. Granted, many
> of them do not know anything about the types of aircraft we build but
> there are many many more who do know, want to do them, and have the
> time do do them, but management within the Flight Standards has
> declared, in writing, that we are not to bother with Amateur-builders,
> and are to send everyone to a DAR, irregardless of what it may cost
> you, the builder.
>
> Your tax dollar pays for the operation of the FAA and you have the
> right to receive service for that dollar. You are not. Please do not
> get me wrong. As you know from the recent Southwest Airlines fiasco,
> inspecting big air carriers is important. But general aviation
> inspectors do NOT routinely inspect big air carriers.. We inspect
> general aviation operators, such as charter operations, flight
> schools, crop dusters, and repair stations. And at no additional cost
> to the FAA of travel dollars airworthiness inspectors could include
> certification of Amateur-built aircraft in their
> surveillence/inspections trips. Each of us goes on the road often
> enough to include everyone, if we were allowed.
>
> I am sorry for being up on a soap box for so long but I am tired of
> telling people 'no', I can't help you even though I have the expertise
> and the time. And I have talked with numerous airworthiness inspectors
> who feel the same way. But from the inside we have no way to buck the
> system. It has to come from outside, and that is why I am asking for
> all of you to take action. Contact your Representatives, Senators, the
> EAA, and AOPA and let them know that you are not happy about what is
> happening.
>
> Mike R.
> RV Builder
> Tech Counselor
> A&P
> Das ***
>
>
> ------------------------------------------------------------------------
>
> See how Windows Mobile brings your life
> togethernkwxp1020093182mrt/direct/01/' target='_new'>See Now
>
> * *
> * *
> **
> **
> *http://www.matronics.com/Navigator?RV-List*
> **
> **
> *http://forums.matronics.com*
> **
> **
> **
> *http://www.matronics.com/contribution*
> **
> * *
> *
>
>
> *
> ------------------------------------------------------------------------
>
>
> Checked by AVG - http://www.avg.com
>
>
________________________________________________________________________________
| From: | Paul Rice <rice737(at)msn.com> |
| Subject: | A request for action (you asked) |
Charlie=2C
If you read Mike's letter=2C you will note that he and his counterparts hav
e the TIME and experience to perform our inspections. "Time"=2C means that
no other personnel would have to be hired by the FAA to do this job and no
more money spent=2C therefore no reason for them to bring up user fees=2C
let alone you bringing up your view of politics. Stop blaming the governme
nt for all your problems=2C get on with flying=2C and only post things pert
aining to aircraft building.
Paul
RV8
Flying Siren
> Date: Sat=2C 6 Sep 2008 13:05:10 -0500> From: ceengland(at)bellsouth.net> To
: rv-list(at)matronics.com> Subject: Re: RV-List: A request for action (you as
.net>> > So=2C John=2C are you saying that you like aviation user fees or a
re you > praying for a death from old age the day after inauguration? :-)>
> You might want to explain (to those of us who are seeing our retirement >
savings and investments disappear before we can even retire) how massive >
deficit spending is different from taxation. The current policies have > a
lready crippled my ability to fly=3B having a VP who's husband owns a > pla
ne isn't likely to help us any. McCain owns more houses than he can > count
=3B did he help=2C or help cause the current mortgage debacle? Check > McCa
in's voting record on veterans' affairs. I think you'll be shocked.> > The
current crop of Republicans (who are NOT conservative)=2C with their > borr
ow-and-spend tactics=2C make tax-and-spend Democrats look conservative.> >
I'd strongly suggest that you look beyond Ms. Palin's acceptance speech > &
look at her long list of past activities=2C like attempted book banning=2C
> attempting to fire the town librarian when she wouldn't go along with >
the book banning=2C favoring Alaska secession=2C massive deficit spending o
n > 'frills' (still running at a deficit today) while letting infrastructur
e > decay in her home town=2C firing the head law enforcement official in >
Alaska because he wouldn't fire her ex-brother in law=2C sale of that jet
=2C > not on Ebay=2C but to a big Alaskan GOP contributor=2C *at a loss*=2C
actively > supporting Ted Stevens' "bridge to nowhere" until it became obv
ious that > there was near universal opposition=2C even among Alaskans=2C a
ctively > seeking earmarks=2C shall I continue?> > Please do not read this
as an endorsement of the Democratic ticket. If > we want to see improvement
s in this country=2C we will have to look > outside the two major parties.>
> Charlie> > > John Cox wrote:> >> > Mike=2C your contribution to the RV-1
0 community=2C the RV community and > > the Experimental Built Amateur Owne
d community has been valued over > > the years. Your loss to the Oregon com
munity has become Spokane's > > gain. I think of you at every EAA 105 break
fast just like this morning.> >> > I support whole heartedly the value in o
wners seeking their > > Airworthiness Inspectors insight=2C training and wi
sdom in the > > certification process of OBAM aircraft. I am only aware of
one > > Inspector nationwide who like some DARs are repetitively signing of
f > > aircraft mass produced by Pro Builders. Most are an invaluable > > re
source to make our projects safer. I found with my 23 years while > > servi
ng as a DPE for NM-09 that the staff and inspectors=2C both Ops and > > Air
worthiness to be a wonderful resource for aviation. You civil > > servants
have too often been maligned and few understand the long > > hours and dedi
cation you provide.> >> > For those of you reading this=2C take Mike's heed
and write your > > legislators. In Oregon we have Rep. DeFazio and may soo
n have VP Sarah > > Palin who has come out in support of GA on behalf of he
r husband (the > > family pilot). We need all the friends we can get to pre
serve our > > wonderful activity. Make your voices heard and your tax dolla
rs count.> >> > John Cox> >> > RV Builder> >> > Tech Counselor> >> > A&P I/
A> >> > Airline Mechanic> >> > Pilot> >> > Voter> >> > *From:* owner-rv-lis
t-server(at)matronics.com > > [mailto:owner-rv-list-server(at)matronics.com] *On
Behalf Of *Mike Robertson> > *Sent:* Friday=2C September 05=2C 2008 11:46 P
M> > *To:* rv list> > *Subject:* RV-List: A request for action> >> > This i
s going to take a bit=2C so if you don't want to get involved this > > is a
good time to hit delete.> >> > Gentleman=2C and any ladies that may still
be with us=2C> >> > I have a request for all of you that =2C if heard=2C wi
ll benefit > > everyone. Everyone has known me for quite a while. I built m
y first RV > > in 1998=2C and have been building and flying RV's ever since
.> >> > Over that time I have been greatly involved with my job in > > cert
ificating and overseeing amateur-built aircraft. I have also seen > > a ver
y disturbing trend that I feel now needs to be addressed. And > > that is t
he lack of service you have receiving from the Flight > > Standards Offices
. I am requesting that all of you call=2C or email=2C you > > US Representa
tive and/or US Senator=2C and let them know that you are > > NOT receiving
service from the FAA that your tax dollars are paying > > for. As a matter
of fact you have been paying a private user fee for > > quite some time now
=2C and you have the right to tell them it needs to > > stop. And this invo
lves your having to pay for certification of your > > amateur-built aircraf
t. And with the attempt by the FAA to change the > > Amateur-built rules an
d a recent change to the authority of the DARs > > you are going to have to
pay more very soon. I would also request that > > you keep my name out of
it off of this list.> >> > Now...Let me explain. Please bare with me as I n
eed to explain the > > system just a little so you can be somewhat educated
.> >> > Within the FAA there are two branches that are tasked with conducti
ng > > inspections and issuing airworthiness certificates to all aircraft
=2C be > > they Standard category or Experimental. Those two branches are t
he > > Manufacturing Inspection District Offices (MIDO) and the Flight > >
Standards District Offices (FSDO). Most of the work is done by the > > FSDO
s due to the fact that MIDOs are located with the regional > > offices=2C t
hus very far from most of us. There are only 9 MIDOs in the > > country.> >
> > Due to politics and high profiles the management within the flight > >
standards has made the decision that focusing on inspections of > > schedul
ed Air Carriers (i.e=2C United Airlines=2C etc.) gives them the > > biggest
bang for the buck=2C if you will. If the Flight Standards > > management h
ad their way ALL general aviation would have to use > > designees and pay f
or service. And that is exactly what they are > > trying to do through the
back door.> >> > Most of you already know that if you contact your FSDO to
get an > > inspection done=2C they will refer you to a DAR telling you that
they no > > longer do inspections. That is a LIE. It is part of the job >
> description of every airworthiness inspector in the FAA. Granted=2C many
> > of them do not know anything about the types of aircraft we build but >
> there are many many more who do know=2C want to do them=2C and have the
> > time do do them=2C but management within the Flight Standards has > > d
eclared=2C in writing=2C that we are not to bother with Amateur-builders=2C
> > and are to send everyone to a DAR=2C irregardless of what it may cost
> > you=2C the builder.> >> > Your tax dollar pays for the operation of the
FAA and you have the > > right to receive service for that dollar. You are
not. Please do not > > get me wrong. As you know from the recent Southwest
Airlines fiasco=2C > > inspecting big air carriers is important. But gener
al aviation > > inspectors do NOT routinely inspect big air carriers.. We i
nspect > > general aviation operators=2C such as charter operations=2C flig
ht > > schools=2C crop dusters=2C and repair stations. And at no additional
cost > > to the FAA of travel dollars airworthiness inspectors could inclu
de > > certification of Amateur-built aircraft in their > > surveillence/in
spections trips. Each of us goes on the road often > > enough to include ev
eryone=2C if we were allowed.> >> > I am sorry for being up on a soap box f
or so long but I am tired of > > telling people 'no'=2C I can't help you ev
en though I have the expertise > > and the time. And I have talked with num
erous airworthiness inspectors > > who feel the same way. But from the insi
de we have no way to buck the > > system. It has to come from outside=2C an
d that is why I am asking for > > all of you to take action. Contact your R
epresentatives=2C Senators=2C the > > EAA=2C and AOPA and let them know tha
t you are not happy about what is > > happening.> >> > Mike R.> > RV Builde
r> > Tech Counselor> > A&P> > Das ***> >> >> >> > -------------------------
-----------------------------------------------> >> > See how Windows Mobil
e brings your life > > together=97nkwxp1020093182mrt/direct/01/' target='
_new'>See Now> >> > * *> > * *> > **> > **> > *http://www.matronics.com/Nav
igator?RV-List*> > **> > **> > *http://forums.matronics.com*> > **> > **> >
**> > *http://www.matronics.com/contribution*> > **> > * *> > *> >> >> > *
> > -----------------------------------------------------------------------
========================> _
======================> > >
________________________________________________________________________________
| From: | Garey Wittich <gareywittich2000(at)yahoo.com> |
| Subject: | Dimpling of Elevator Trim Tab Piano Hinge ???? |
Greetings:
Ref: Elevator Trim Tab PIANO HINGE
Anybody have any idea why Vans recommends Dimpling the Elevator Skin, machine countersinking
the Trim Tab Spar and then attaching the Elevator Trim Tab Piano
Hinge ??
Why not dimple the Elevator Skin (per Vans directions), DIMPLE the Trim Tab Spar
and DIMPLE the Piano Hinge ?? This does away with the machine countersinking
the Elev Trim Tab SPAR ????
Just wondering. Thanks, Garey
________________________________________________________________________________
| From: | "Bill Boyd" <sportav8r(at)gmail.com> |
| Subject: | Re: A request for action (you asked) |
Evidently the temptation to introduce B. Hussein's talking points onto the
list was too much to pass over, Paul.
Charlie, we've had our disagreements in the past, when I mistook you for a
fellow conservative and sent you some pro-2nd amendment stuff - I won't go
there again with you since it ruffles your feathers so, and to no net
positive effect that I can see. But I think you might possibly find the
thread referenced here ->
http://www.ar15.com/forums/topic.html?b=1&f=5&t=749631 worth your ti
me,
since not everything you have heard and repeated about Gov. Palin is, in
fact, true.
Respectfully,
Bill B.
On Sat, Sep 6, 2008 at 4:38 PM, Paul Rice wrote:
> Charlie,
>
> If you read Mike's letter, you will note that he and his counterparts hav
e
> the *TIME* and experience to perform our inspections. *"Time*", means
> that no other personnel would have to be hired by the FAA to do this job
and
> no more money spent, therefore no reason for them to bring up user fees,
let
> alone you bringing up your view of politics. Stop blaming the government
> for all your problems, get on with flying, and only post things pertainin
g
> to aircraft building.
>
> Paul
> RV8
> Flying Siren
>
>
> > Date: Sat, 6 Sep 2008 13:05:10 -0500
> > From: ceengland(at)bellsouth.net
> > To: rv-list(at)matronics.com
> > Subject: Re: RV-List: A request for action (you asked)
>
> >
>
> >
> > So, John, are you saying that you like aviation user fees or are you
> > praying for a death from old age the day after inauguration? :-)
> >
> > You might want to explain (to those of us who are seeing our retirement
> > savings and investments disappear before we can even retire) how massiv
e
> > deficit spending is different from taxation. The current policies have
> > already crippled my ability to fly; having a VP who's husband owns a
> > plane isn't likely to help us any. McCain owns more houses than he can
> > count; did he help, or help cause the current mortgage debacle? Check
> > McCain's voting record on veterans' affairs. I think you'll be shocked.
> >
> > The current crop of Republicans (who are NOT conservative), with their
> > borrow-and-spend tactics, make tax-and-spend Democrats look conservativ
e.
> >
> > I'd strongly suggest that you look beyond Ms. Palin's acceptance speech
> > & look at her long list of past activities, like attempted book banning
,
> > attempting to fire the town librarian when she wouldn't go along with
> > the book banning, favoring Alaska secession, massive deficit spending o
n
> > 'frills' (still running at a deficit today) while letting infrastructur
e
> > decay in her home town, firing the head law enforcement official in
> > Alaska because he wouldn't fire her ex-brother in law, sale of that jet
,
> > not on Ebay, but to a big Alaskan GOP contributor, *at a loss*, activel
y
> > supporting Ted Stevens' "bridge to nowhere" until it became obvious tha
t
> > there was near universal opposition, even among Alaskans, actively
> > seeking earmarks, shall I continue?
> >
> > Please do not read this as an endorsement of the Democratic ticket. If
> > we want to see improvements in this country, we will have to look
> > outside the two major parties.
> >
> > Charlie
> >
> >
> > John Cox wrote:
> > >
> > > Mike, your contribution to the RV-10 community, the RV community and
> > > the Experimental Built Amateur Owned community has been valued over
> > > the years. Your loss to the Oregon community has become Spokane's
> > > gain. I think of you at every EAA 105 breakfast just like this mornin
g.
> > >
> > > I support whole heartedly the value in owners seeking their
> > > Airworthiness Inspectors insight, training and wisdom in the
> > > certification process of OBAM aircraft. I am only aware of one
> > > Inspector nationwide who like some DARs are repetitively signing off
> > > aircraft mass produced by Pro Builders. Most are an invaluable
> > > resource to make our projects safer. I found with my 23 years while
> > > serving as a DPE for NM-09 that the staff and inspectors, both Ops an
d
> > > Airworthiness to be a wonderful resource for aviation. You civil
> > > servants have too often been maligned and few understand the long
> > > hours and dedication you provide.
> > >
> > > For those of you reading this, take Mike's heed and write your
> > > legislators. In Oregon we have Rep. DeFazio and may soon have VP Sara
h
> > > Palin who has come out in support of GA on behalf of her husband (the
> > > family pilot). We need all the friends we can get to preserve our
> > > wonderful activity. Make your voices heard and your tax dollars count
.
> > >
> > > John Cox
> > >
> > > RV Builder
> > >
> > > Tech Counselor
> > >
> > > A&P I/A
> > >
> > > Airline Mechanic
> > >
> > > Pilot
> > >
> > > Voter
> > >
> > > *From:* owner-rv-list-server(at)matronics.com
> > > [mailto:owner-rv-list-server(at)matronics.com] *On Behalf Of *Mike
> Robertson
> > > *Sent:* Friday, September 05, 2008 11:46 PM
> > > *To:* rv list
> > > *Subject:* RV-List: A request for action
> > >
> > > This is going to take a bit, so if you don't want to get involved thi
s
> > > is a good time to hit delete.
> > >
> > > Gentleman, and any ladies that may still be with us,
> > >
> > > I have a request for all of you that , if heard, will benefit
> > > everyone. Everyone has known me for quite a while. I built my first R
V
> > > in 1998, and have been building and flying RV's ever since.
> > >
> > > Over that time I have been greatly involved with my job in
> > > certificating and overseeing amateur-built aircraft. I have also seen
> > > a very disturbing trend that I feel now needs to be addressed. And
> > > that is the lack of service you have receiving from the Flight
> > > Standards Offices. I am requesting that all of you call, or email, yo
u
> > > US Representative and/or US Senator, and let them know that you are
> > > NOT receiving service from the FAA that your tax dollars are paying
> > > for. As a matter of fact you have been paying a private user fee for
> > > quite some time now, and you have the right to tell them it needs to
> > > stop. And this involves your having to pay for certification of your
> > > amateur-built aircraft. And with the attempt by the FAA to change the
> > > Amateur-built rules and a recent change to the authority of the DARs
> > > you are going to have to pay more very soon. I would also request tha
t
> > > you keep my name out of it off of this list.
> > >
> > > Now...Let me explain. Please bare with me as I need to explain the
> > > system just a little so you can be somewhat educated.
> > >
> > > Within the FAA there are two branches that are tasked with conducting
> > > inspections and issuing airworthiness certificates to all aircraft, b
e
> > > they Standard category or Experimental. Those two branches are the
> > > Manufacturing Inspection District Offices (MIDO) and the Flight
> > > Standards District Offices (FSDO). Most of the work is done by the
> > > FSDOs due to the fact that MIDOs are located with the regional
> > > offices, thus very far from most of us. There are only 9 MIDOs in the
> > > country.
> > >
> > > Due to politics and high profiles the management within the flight
> > > standards has made the decision that focusing on inspections of
> > > scheduled Air Carriers (i.e, United Airlines, etc.) gives them the
> > > biggest bang for the buck, if you will. If the Flight Standards
> > > management had their way ALL general aviation would have to use
> > > designees and pay for service. And that is exactly what they are
> > > trying to do through the back door.
> > >
> > > Most of you already know that if you contact your FSDO to get an
> > > inspection done, they will refer you to a DAR telling you that they n
o
> > > longer do inspections. That is a LIE. It is part of the job
> > > description of every airworthiness inspector in the FAA. Granted, man
y
> > > of them do not know anything about the types of aircraft we build but
> > > there are many many more who do know, want to do them, and have the
> > > time do do them, but management within the Flight Standards has
> > > declared, in writing, that we are not to bother with Amateur-builders
,
> > > and are to send everyone to a DAR, irregardless of what it may cost
> > > you, the builder.
> > >
> > > Your tax dollar pays for the operation of the FAA and you have the
> > > right to receive service for that dollar. You are not. Please do not
> > > get me wrong. As you know from the recent Southwest Airlines fiasco,
> > > inspecting big air carriers is important. But general aviation
> > > inspectors do NOT routinely inspect big air carriers.. We inspect
> > > general aviation operators, such as charter operations, flight
> > > schools, crop dusters, and repair stations. And at no additional cost
> > > to the FAA of travel dollars airworthiness inspectors could include
> > > certification of Amateur-built aircraft in their
> > > surveillence/inspections trips. Each of us goes on the road often
> > > enough to include everyone, if we were allowed.
> > >
> > > I am sorry for being up on a soap box for so long but I am tired of
> > > telling people 'no', I can't help you even though I have the expertis
e
> > > and the time. And I have talked with numerous airworthiness inspector
s
> > > who feel the same way. But from the inside we have no way to buck the
> > > system. It has to come from outside, and that is why I am asking for
> > > all of you to take action. Contact your Representatives, Senators, th
e
> > > EAA, and AOPA and let them know that you are not happy about what is
> > > happening.
> > >
> > > Mike R.
> > > RV Builder
> > > Tech Counselor
> > > A&P
> > > Das ***
> > >
> > >
> > >
> > >
> ------------------------------------------------------------------------
> > >
> > > See how Windows Mobile brings your life
> > > together=97nkwxp1020093182mrt/direct/01/' target='_new'>See Now
> > >
> > > * *
> > > * *
> > > **
> > > **
> > > *http://www.matronics.com/Navigator?RV-List*
> > > **
> > > **
> > > *http://forums.matronics.com*
> > > **
> > > **
> > > **
> > > *http://www.matronics.com/contribution*
> > > **
> > > * *
> > > *
> > >
> > >
> > > *
> > >
> ------------------------------------------------------------------------
> > >
> > >
> > > Checked by AVG - http://www.avg.com < Archive Search & Download, 7-Da
y
> Browse, Chat, FAQ,
> >====================
> > _====
> >
> >
> >
>
> *
>
===========
===========
===========
===========
> *
>
>
________________________________________________________________________________
| From: | Charles Brame <chasb(at)satx.rr.com> |
| Subject: | Strobe switch problem |
Fellow RVers,
My strobe system blew its fuse. Replaced, the fuse blew again when
the Master Power was turned on with the strobe switch OFF.
Investigation found the switch shorted internally and the fast on
connectors charred from heat. The switch was a B&C 700 series 1-3
toggle operating a 12v Whelen single pack strobe system.
I put the above info on the AeroElectric list. It turns out switch
failures on Whelen Strobe systems is fairly common. There were
several cases where the switch had not failed, but the fast on
contacts were blackened from heat. Bob Nuckolls is investigating just
why a strobe system would cause switch failures and switch heating
with reasonable 12 v amperages.
I would like to recommend that every RV owner with a strobe system,
check the strobe ON-OFF switch for signs of over heating.
Charlie Brame
RV-6A N11CB
San Antonio
________________________________________________________________________________
| From: | MikeNellis <mike(at)bmnellis.com> |
| Subject: | Re: Dimpling of Elevator Trim Tab Piano Hinge ???? |
The piano hinge is a little thick to be dimpling but even if you did, it
would deform the hinge enough that the wire might not line up. Try it
with a scrap piece of hinge and I think you'll find it gets deformed
enough after dimpling that the hing won't go together with the wire
properly.
Mike
> Anybody have any idea why Vans recommends Dimpling the Elevator Skin, machine
countersinking the Trim Tab Spar and then attaching the Elevator Trim Tab Piano
Hinge ??
>
> Why not dimple the Elevator Skin (per Vans directions), DIMPLE the Trim Tab Spar
and DIMPLE the Piano Hinge ?? This does away with the machine countersinking
the Elev Trim Tab SPAR ????
>
> Just wondering. Thanks, Garey
>
>
>
>
>
>
________________________________________________________________________________
| From: | Vanremog(at)aol.com |
| Subject: | Re: Strobe switch problem |
In a message dated 9/6/2008 2:54:06 P.M. Pacific Daylight Time,
chasb(at)satx.rr.com writes:
My strobe system blew its fuse. Replaced, the fuse blew again when
the Master Power was turned on with the strobe switch OFF.
Investigation found the switch shorted internally and the fast on
connectors charred from heat. The switch was a B&C 700 series 1-3
toggle operating a 12v Whelen single pack strobe system.
I put the above info on the AeroElectric list. It turns out switch
failures on Whelen Strobe systems is fairly common. There were
several cases where the switch had not failed, but the fast on
contacts were blackened from heat. Bob Nuckolls is investigating just
why a strobe system would cause switch failures and switch heating
with reasonable 12 v amperages.
I would like to recommend that every RV owner with a strobe system,
check the strobe ON-OFF switch for signs of over heating.
==================================
Odd. I am using a Carlingswitch DPST rocker switch to run three Whelen
single strobe Power Supplies triggered together for wing tip and tail coverage.
I have seen no such situation with this combination and I run them every time
I fly, day and night.
N1GV (RV-6A, Flying 900hrs, O-360-A1A, C/S, Silicon Valley)
**************Psssst...Have you heard the news? There's a new fashion blog,
plus the latest fall trends and hair styles at StyleList.com.
(http://www.stylelist.com/trends?ncid=aolsty00050000000014)
________________________________________________________________________________
| From: | Vanremog(at)aol.com |
| Subject: | Re: A request for action (you asked) |
In a message dated 9/6/2008 11:15:00 A.M. Pacific Daylight Time,
ceengland(at)bellsouth.net writes:
You might want to explain (to those of us who are seeing our retirement
savings and investments disappear before we can even retire) how massive
deficit spending is different from taxation. The current policies have
already crippled my ability to fly; having a VP who's husband owns a
plane isn't likely to help us any. McCain owns more houses than he can
count; did he help, or help cause the current mortgage debacle? Check
McCain's voting record on veterans' affairs. I think you'll be shocked.
============================================
Good shot Charlie. Many of us are not ready to drink the Kool-aid, so you
are not alone.
N1GV (RV-6A, Flying 900hrs, O-360-A1A, C/S, Silicon Valley)
**************Psssst...Have you heard the news? There's a new fashion blog,
plus the latest fall trends and hair styles at StyleList.com.
(http://www.stylelist.com/trends?ncid=aolsty00050000000014)
________________________________________________________________________________
| From: | "Tim Bryan" <n616tb(at)btsapps.com> |
| Subject: | 121.5 MHz ELT termination |
Hi Listers,
I have noticed a few hints of this on the list over the last year but never
really knew (or obviously paid attention) to the reasons. A few days ago I
received a post card from the NOAA informing me the Satellite Coverage for
121.5 MHz ELT's will end on February 1, 2009. It further indicates in order
to receive Satellite coverage I would need to be operating on 406 MHz.
Does this mean there will be a mandatory change of ELT device in order to
maintain my AW? I realize it would be near useless to continue with the one
I got if I don't change it. The question is more about what the
requirements are going to be. I also noticed just a week or two ago where
someone was purchasing a new unit at something like $895. This is about
twice what I remember paying for my current ELT that works perfectly. What
are others doing here?
I really hate this! That is my fuel budget for several months.
Tim Bryan
RV-6 Flying
N616TB over 100 hours now
________________________________________________________________________________
| From: | "Ron Lee" <ronlee(at)pcisys.net> |
| Subject: | Re: 121.5 MHz ELT termination |
"Satellite" coverage ends. Not all monitoring of 121.5 MHz
406 MHz ELT not now required in USA. Check AOPA or VAF
for recent discussions.
Spend that money on fuel for now.
Ron Lee
________________________________________________________________________________
| From: | bert murillo <robertrv607(at)yahoo.com> |
| Subject: | Re: 121.5 MHz ELT termination |
Tim: I am with you as to the expense, but yes, AOPA has told us
for the past year, the change and explain all the details...
What we do we the old unit...I wish some one could use them,
The reality is we have to get the new unit, otherwise we will not
have any communication incase of accident etc... I better star
saving for the $800 or so...
Bert
rv6a
--- On Sun, 9/7/08, Tim Bryan wrote:
> From: Tim Bryan <n616tb(at)btsapps.com>
> Subject: RV-List: 121.5 MHz ELT termination
> To: rv-list(at)matronics.com
> Date: Sunday, September 7, 2008, 10:16 AM
>
>
> Hi Listers,
>
> I have noticed a few hints of this on the list over the
> last year but never
> really knew (or obviously paid attention) to the reasons.
> A few days ago I
> received a post card from the NOAA informing me the
> Satellite Coverage for
> 121.5 MHz ELT's will end on February 1, 2009. It
> further indicates in order
> to receive Satellite coverage I would need to be operating
> on 406 MHz.
>
> Does this mean there will be a mandatory change of ELT
> device in order to
> maintain my AW? I realize it would be near useless to
> continue with the one
> I got if I don't change it. The question is more about
> what the
> requirements are going to be. I also noticed just a week
> or two ago where
> someone was purchasing a new unit at something like $895.
> This is about
> twice what I remember paying for my current ELT that works
> perfectly. What
> are others doing here?
>
> I really hate this! That is my fuel budget for several
> months.
>
> Tim Bryan
> RV-6 Flying
> N616TB over 100 hours now
>
>
>
>
________________________________________________________________________________
| From: | Vanremog(at)aol.com |
| Subject: | Re: 121.5 MHz ELT termination |
In a message dated 9/7/2008 7:19:31 A.M. Pacific Daylight Time,
n616tb(at)btsapps.com writes:
I have noticed a few hints of this on the list over the last year but never
really knew (or obviously paid attention) to the reasons. A few days ago I
received a post card from the NOAA informing me the Satellite Coverage for
121.5 MHz ELT's will end on February 1, 2009. It further indicates in order
to receive Satellite coverage I would need to be operating on 406 MHz.
Does this mean there will be a mandatory change of ELT device in order to
maintain my AW? I realize it would be near useless to continue with the one
I got if I don't change it. The question is more about what the
requirements are going to be. I also noticed just a week or two ago where
someone was purchasing a new unit at something like $895. This is about
twice what I remember paying for my current ELT that works perfectly. What
are others doing here?
I really hate this! That is my fuel budget for several months.
==================================
I have the older ACK E-01 ELT and their new compliant ELT E-04 that uses the
same panel mounted control and will fit in the same tray is going to be out
in a few weeks. The retrofit kit is going for MSRP of $560. Maybe ACS will
discount it slightly so perhaps it's worth calling them to see once it is
released.
I will probably budget mine for Q1CY09. My suspicion is that once their new
design and qualification investment is recaptured they will deal on these,
but it could be a few years.
N1GV (RV-6A, Flying 900hrs, O-360-A1A, C/S, Silicon Valley)
**************Psssst...Have you heard the news? There's a new fashion blog,
plus the latest fall trends and hair styles at StyleList.com.
(http://www.stylelist.com/trends?ncid=aolsty00050000000014)
________________________________________________________________________________
| From: | Sam Buchanan <sbuc(at)hiwaay.net> |
| Subject: | Re: 121.5 MHz ELT termination |
bert murillo wrote:
>
> Tim: I am with you as to the expense, but yes, AOPA has told us
> for the past year, the change and explain all the details...
>
> What we do we the old unit...I wish some one could use them,
> The reality is we have to get the new unit, otherwise we will not
> have any communication incase of accident etc... I better star
> saving for the $800 or so...
>
> Bert
> rv6a
>
There are no regulatory requirements to purchase a new ELT at this time.
Our ELTs are still perfectly legal, we just need to be aware that
satellites will no longer be listening on 121.5. If our ELT is
triggered, responses will be based on either aircraft monitoring 121.5
(nearly all commercial aircraft do so) or monitoring by ground stations.
The satellite-based ELTs are obviously superior to the 121.5 only units,
and each pilot must decide how important it is to have the latest ELT
technology. But the FAA has left that decision to us.
Canadian pilots MUST make the change to the 406 ELT.
Sam Buchanan
________________________________________________________________________________
| From: | "Tim Bryan" <n616tb(at)btsapps.com> |
| Subject: | 121.5 MHz ELT termination |
Thanks everyone, I will monitor the prices and keep what I got until I am
more comfortable with the price. One additional question if anyone knows.
I almost always fly with flight following. If for some reason, I dropped
off the scope, would they pin point that spot and call emergency or would
they just say: "oh, must have lost him" and cancel the squak code? I would
hope I at least had time to notify them I was in trouble but you never know.
Tim Bryan
RV-6 Flying
N616TB over 100 hours now
> -----Original Message-----
> From: owner-rv-list-server(at)matronics.com [mailto:owner-rv-list-
> server(at)matronics.com] On Behalf Of Sam Buchanan
> Sent: Sunday, September 07, 2008 11:11 AM
> To: rv-list(at)matronics.com
> Subject: Re: RV-List: 121.5 MHz ELT termination
>
>
> bert murillo wrote:
> >
> > Tim: I am with you as to the expense, but yes, AOPA has told us
> > for the past year, the change and explain all the details...
> >
> > What we do we the old unit...I wish some one could use them,
> > The reality is we have to get the new unit, otherwise we will not
> > have any communication incase of accident etc... I better star
> > saving for the $800 or so...
> >
> > Bert
> > rv6a
> >
>
> There are no regulatory requirements to purchase a new ELT at this
> time.
>
> Our ELTs are still perfectly legal, we just need to be aware that
> satellites will no longer be listening on 121.5. If our ELT is
> triggered, responses will be based on either aircraft monitoring 121.5
> (nearly all commercial aircraft do so) or monitoring by ground
> stations.
>
> The satellite-based ELTs are obviously superior to the 121.5 only
> units,
> and each pilot must decide how important it is to have the latest ELT
> technology. But the FAA has left that decision to us.
>
> Canadian pilots MUST make the change to the 406 ELT.
>
> Sam Buchanan
>
>
________________________________________________________________________________
| From: | Sam Buchanan <sbuc(at)hiwaay.net> |
| Subject: | Re: 121.5 MHz ELT termination |
Tim Bryan wrote:
>
> Thanks everyone, I will monitor the prices and keep what I got until I am
> more comfortable with the price. One additional question if anyone knows.
> I almost always fly with flight following. If for some reason, I dropped
> off the scope, would they pin point that spot and call emergency or would
> they just say: "oh, must have lost him" and cancel the squak code? I would
> hope I at least had time to notify them I was in trouble but you never know.
>
> Tim Bryan
> RV-6 Flying
> N616TB over 100 hours now
Tim, if you want to learn more about an exciting enhancement to aircraft
tracking, check out the APRS forum on the VansAirforce forum:
http://www.vansairforce.com/community/forumdisplay.php?f=104
You can read about the installation of an APRS tracker in my plane:
http://home.hiwaay.net/~sbuc/journal/tracker.htm
And the August issue of KitPlanes magazine has an article I wrote about
aviation APRS.
Sam Buchanan
http://thervjournal.com
________________________________________________________________________________
| From: | "Ron Lee" <ronlee(at)pcisys.net> |
| Subject: | Re: 121.5 MHz ELT termination |
> The reality is we have to get the new unit, otherwise we will not
> have any communication incase of accident etc... I better star
> saving for the $800 or so...
WRONG!!!!!!!!!
I have no intent to get a 406 MHz ELT at this time. I have an unreliable
121.5 MHz ELT.
I have a 406 MHz PLB (GPS enabled)
I intend to get an APRS system.
The later two offer better "services" that the 121.5 MHz ELT in my opinion.
Ron Lee
________________________________________________________________________________
| From: | Kelly McMullen <kellym(at)aviating.com> |
| Subject: | Re: 121.5 MHz ELT termination |
You only need 406 if you want to fly in Canada or parts of Mexico. Not
required for US at this time.
Tim Bryan wrote:
>
>
> I really hate this! That is my fuel budget for several months.
>
> Tim Bryan
> RV-6 Flying
> N616TB over 100 hours now
>
>
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | My Interpretation Of Tip Installation... |
Dear Listers,
Today marks the completion of my RV-8 Tail including all of the
fiberglassing and tip installation. I had asked the List a while
back about filling the backs of the tips on the Vert/Horz Stabs and
got some great feedback. I used some hard foam and built a "dam" and
glassed the inside then rapped the outside with tape and filled with
resin/flockedcotton and then sanded it down to the right
size. Worked great and the next time I could do the whole thing in a
couple of days.
Rather than glassing over the whole end of the surface onto the
fiberglass tips, I opted to just mount using screws and platenuts and
only glassed AL-to-tip on the Elevator counterbalances where
necessary. They came out very nice I think with minimal fuss and
muss. Since the Rudder bottom and Fin Top had to be removable for
access to wiring, I decided that I wanted everything to look the same
and so I used the screws and platenuts throughout. Really didn't add
that much weight and allows for tip removal down the road without
paint damage.
The mount for the VOR/GS/LOC antenna on the Vert Stab came out very
nice I think and is very solid.
I definitely learned a lot about fiberglassing in the last couple of
weeks as well as gel-coating.
Lots of pictures attached.
Best regards,
Matt Dralle
RV-8 #82880 - N844RV (res)
________________________________________________________________________________
| From: | "Scott Kuebler" <scottam65(at)gmail.com> |
| Subject: | RV-6 / 6a kit for sale |
RV-6 / 6a kit for sale.
Empennage: Complete except for fiberglass tips. Includes electric elevator
trim kit. All parts are alodined and primed with Marhyde primer.
Wings & Phlogiston Spar: Both skeletons fully assembled. Top skins
riveted. Both tanks are complete and sealed. Flaps and ailerons complete,
but not fitted. Includes electric aileron trim kit. All parts are alodined
and primed with Deft epoxy primer (Mil-P-23377G).
Both kits are the pre-punched versions purchased in 1997 & 1998 by myself.
Construction is excellent. Preview plans and Orndorff videos are included
for both kits.
Detailed photos are available upon request.
Must sell. The first $3750 takes it all. Buyer arranges transportation.
If all items were purchased separately the price would be more than $6500
for the unassembled kits.
Regards,
Scott Kuebler
Buffalo, NY
716-510-0318- cell
scottam65(at)gmail.com
________________________________________________________________________________
| Subject: | NE Builders Forum with RV's +++ this weekend |
| From: | rv6160hp(at)AOL.COM |
Reminder it is this Friday-Saturday and ending with Sunday Pancake Breakfast.
Sept 12-13-14.? NE Builders forum, used to be RV only dedicated but it has expanded.
Last year there was hands on wood rib building, hands on MIG welding and saftey
wiring.
2 Tech Advisors manning those and numerous other houlry presentors in main classroom.
KFZY Oswego County NY EAA 486.
http://www.eaachapter486.com/
See photos & past details on the website.
Mike Seager and Van's Factory RV7 to attend give lessons.
EAA lodge ammenities & simple camping on field allowed.
Hope to see you there...
Regards
David McManmon
RV6 Builder-pilot.
________________________________________________________________________________
| From: | "Steve Glasgow" <willfly(at)carolina.rr.com> |
Light weight RV-8 canopy cover For Sale. Excellent condition.
Steve Glasgow-Cappy
N123SG RV-8
Cappy's Toy
704-362-0005 Home
704-281-7884 Cell
________________________________________________________________________________
| From: | "Randy Garrett" <rgarrett7(at)gmail.com> |
| Subject: | Hangar available: Manassas, VA |
My hangar mate is moving out. I'm looking for an RV builder to share the
space and rent.
Beautiful new hangar with insulation, heat, electricity at HEF. $300 per
month.
Randy
RV-6A
800+ hours
________________________________________________________________________________
| From: | Kevin Horton <khorton01(at)rogers.com> |
| Subject: | Re: Engine monitor question.. |
bert murillo wrote:
> Question to those who have the Grand rapids, Engine Monitor...
>
> I notice that when I set the Rpm,,,numbers, they never remain steady....
>
> example if I pull down to 1700 RPM it goes up and down, is that normal, any
> suggestions,, does any one has this problem?
>
>
Small fluctuations are likely quite normal, especially if you have a
fixed pitch prop. Even with a constant speed prop there will be
occasional 10 to 20 rpm fluctuations as the prop governor reacts to
gusts, etc.
Do you have a fixed pitch or constant speed prop? How large
fluctuations are you seeing?
--
Kevin Horton
RV-8 (Flight Test Phase)
Ottawa, Canada
http://www.kilohotel.com/rv8
________________________________________________________________________________
| Subject: | Re: Canopy Cover |
| From: | "N395V" <Bearcat(at)bearcataviation.com> |
They are also a perfect fit for F1s and Harmons
--------
Milt
2003 F1 Rocket
2006 Radial Rocket
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 3554#203554
________________________________________________________________________________
| From: | bert murillo <robertrv607(at)yahoo.com> |
| Subject: | Re: Engine monitor question.. |
I have a fixed Porp Kevin::
-
the fluctuation is 10 or 20 rpms... I know is not much, but I see my frien
that
has the old steam gauges,,, and it seems that stays steady as a rock... may
be
I am wrong..
-
Thanks
-
bert
--- On Wed, 9/10/08, Kevin Horton wrote:
From: Kevin Horton <khorton01(at)rogers.com>
Subject: Re: RV-List: Engine monitor question..
Date: Wednesday, September 10, 2008, 1:54 AM
bert murillo wrote:
> Question to those who have the Grand rapids, Engine Monitor...
>
> I notice that when I set the Rpm,,,numbers, they never remain steady...
.
>
> example if I pull down to 1700 RPM it goes up and down, is that normal,
any
> suggestions,, does any one has this problem?
>
>
Small fluctuations are likely quite normal, especially if you have a
fixed pitch prop. Even with a constant speed prop there will be
occasional 10 to 20 rpm fluctuations as the prop governor reacts to
gusts, etc.
Do you have a fixed pitch or constant speed prop? How large
fluctuations are you seeing?
--
Kevin Horton
RV-8 (Flight Test Phase)
Ottawa, Canada
http://www.kilohotel.com/rv8
=0A=0A=0A
________________________________________________________________________________
| From: | Dan Brown <dan(at)familybrown.org> |
| Subject: | FOR SALE - PRICE REDUCED: Isham RV Tool Kit with upgrades |
-----BEGIN PGP SIGNED MESSAGE-----
Hash: SHA1
Price on this set is reduced to $2200 OBO plus shipping, now including
the Sioux 1/4" air drill with keyless chuck. Please reply off list if
interested.
Dan Brown wrote:
>
> For a variety of reasons, mostly relating to my being called to active
> duty with the Army, I won't be able to complete my planned RV-7A.
> Consequently, I'll need to sell my tools. This is the complete Isham
> kit pictured at:
>
> http://www.store-planetools.com/index.asp?PageAction=VIEWPROD&ProdID=9
>
> This kit includes a pneumatic rivet squeezer and the popular DRDT-2
> dimpling tool.
>
> In addition, the following extras are included:
>
> Screw-adjustable Rivet Squeezer Ram (a $70 value)
> Avery Longeron Yoke (a $150 value)
> Avery Thin-nose (no-hole) Yoke (a $140 value)
> Avery back-rivet plate (a $50 value)
> Avery flush swivel rivet set (a $40 value)
> A couple of additional countersink cutters
> Additional side-grip clecos (about 10 extra of each, IIRC)
>
> That's $450 in upgrades, in addition to the Isham set. All tools are in
> excellent condition. The air drill is NOT, repeat NOT included;
> everything else is.
>
> This would cost nearly $3000 for these tools ordered new. I'll take
> $2500 OBO, plus shipping. If you're local to Fayetteville, NC, you can
> pick up. Contact me by e-mail at dan(at)familybrown.org if interested.
> Thanks for your interest!
>
> The following tools are included:
>
> DRDT-2 Dimpler* (email for delivery date on DRDT-2)
> Pneumatic Rivet Squeezer (U.S.A.)*
> 3 C-Yoke Installed on Squeezer (U.S.A.)*
> Adjustable Set Holder for Pneumatic Squeezer (U.S.A.)*
> 3X Rivet Gun with excellent teasing trigger*
> EZ change spring for straight rivet sets*
> EZ Change Spring for flush sets (Snap-On Ind U.S.A.)*
> Swivel and Air Flow Restrictor with fine precision adjustment*
> 1 Diameter Flush Rivet Set (Snap-On U.S.A.)*
> 3/32 Cupped Rivet Set 3.5 (Snap-On U.S.A.)*
> 1/8 Cupped Rivet Set 3.5 (Snap-On U.S.A.)*
> 3/16 Cupped Rivet Set 3.5 (Snap-On U.S.A.)*
> 1/8 Double Offset Rivet Set (Snap-On U.S.A.)*
> Back Rivet Set* (Special Small 1/2" Diameter for RV's)
> Mini-Bucking Bar, 1 lb. (Snap-On U.S.A.)*
> Bulkhead Bucking Bar (Snap-On U.S.A.)*
> Footed Bucking Bar (Snap-On U.S.A.)*
> Microstop Countersink Unit, needle-bearing, non-chattering (U.S.A.)*
> #40 Countersink Bit, 3/32 (Snap-On U.S.A.)*
> #30 Countersink Bit, for 1/8 & #6 Screw (Snap-On U.S.A.)*
> #8 Countersink Bit, #8 Screw (Snap-On U.S.A.)*
> #10 Countersink Bit, #10 Screw (Snap-On U.S.A.)*
> Left Cut Snips, easy to use offset type (Klein Tools U.S.A.)*
> Right Cut Snips, easy to use offset type (Klein Tools U.S.A.)*
> Straight Cut Snips, easy to use offset type (Klein Tools U.S.A.)*
> #40 Aviation Cobalt Drill Bits for 3/32 rivets, 8 each
> #30 Aviation Cobalt Drill Bits for 1/8 rivets, 6 each
> #27 Aviation Cobalt Drill Bit
> #21 Aviation Cobalt Drill Bit
> #19 Aviation Cobalt Drill Bit
> #12 Aviation Cobalt Drill Bit
> 1/4" Aviation Cobalt Drill Bit
> 12 Aviation Extra Long #40 Drill Bit
> 12 Aviation Extra Long #30 Drill Bit
> Deburr Tool, Speed Handle Type for small & large holes (U.S.A.)*
> Cleco Pliers*
> 4 Cleco Clamps, 1/2" (Calif Assoc Prod or Zephyr U.S.A.)*
> 4 Cleco Clamps, 1 (Calif Assoc Prod or Zephyr U.S.A.)*
> Pop Rivet Tool, Professional Heavy-Duty unit with Swivel Head*
> 3/32" Universal Cupped Squeezer Set (Snap-On U.S.A.)*
> 1/8 Universal Cupped Squeezer Set (Snap-On U.S.A.)*
> 5/32" Universal Cupped Squeezer Set (Snap-On U.S.A.)*
> 3/16 Universal Cupped Squeezer Set (Snap-On U.S.A.)*
> Flat Squeezer Set 1/8 (Snap-On U.S.A.)*
> Flat Squeezer Set 1/4" (Snap-On U.S.A.)*
> Flat Squeezer Set 3/8 (Snap-On U.S.A.)*
> Flat Squeezer Set 1/2" (Snap-On U.S.A.)*
> 3/32 Rivet Dimple Die (Springback U.S.A.)*
> 1/8 Rivet Dimple Die (Springback U.S.A.)*
> 5/32" Dimple Die*
> 3/16" - #10 Screw Dimple Die*
> #8 Screw Dimple Die*
> #6 Screw Dimple Die*
> Squeezer Set Organizer*
> Squeezer Set Adjustment Washers *
> Stainless Steel Rule, 12*
> Unibit 1/4" - 3/4" by 1/16ths, (Klein U.S.A.)*
> 3 Permanent Markers, Sharpie
> 1/2 x 1 Reducers for 3M Wheel*
> 325 Cleco Fasteners, 3/32 (Calif Assoc Prod or Zephyr U.S.A.)*
> 175 Cleco Fasteners, 1/8 (Calif Assoc Prod or Zephyr U.S.A.)*
> 10 Cleco Fasteners, 5/32" (Calif Assoc Prod or Zephyr U.S.A.)*
> 10 Cleco Fasteners, 3/16 (Calif Assoc Prod or Zephyr U.S.A.)*
> Edge Deburring Tool, Hex Swivel type*
> Fluting Pliers, Smooth Flute Nylon Jaws*
> Fluting Pliers, Deep V Nylon Jaws*
> Rivet Cutter*
> Air Tool Oil
> Drill Stop Set of 4 with Allen Wrench*
> Rivet Set DOTS, Easier than Rivet Tape
> 3/32 Pop Rivet Dimple Die, Springback (U.S.A.)*
> 1/8 Pop Rivet Dimple Die, Springback (U.S.A.)*
> Hand Seamer (Klein Tools U.S.A.)*
> 3/32 Drive Pin Punch (Klein Tools U.S.A.)*
> 1/8 Drive Pin Punch (Klein Tools U.S.A.)*
> Scotch Brite Hand Pads, 4 each
> Rivet Length Gauge*
> Rivet Shop Head Gauge, 4-piece*
>
- --
Dan Brown, KE6MKS, dan(at)familybrown.org
"Since all the world is but a story, it were well for thee to buy the
more enduring story rather than the story that is less enduring."
-- The Judgment of St. Colum Cille
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________________________________________________________________________________
| Subject: | Aeroshell 5 or 6 |
| From: | "AndrewTR30" <AndrewTR30(at)aol.com> |
Which one of these two greases is better suited for use in wheel bearings. From
the site, it looks like #5 but in my plans, Vans says to use #6...
Or is there something better altogether?
--------
Andrew Rayhill
RV-10 40078
Phoenix
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 3749#203749
________________________________________________________________________________
| From: | Kelly McMullen <kellym(at)aviating.com> |
| Subject: | Re: Aeroshell 5 or 6 |
I'm no where that far along in the build process..........but, for
grins, I own a Mooney M20E which is 1644 lbs empty, 2575 gross, and it
specifies Aeroshell #5 for wheel bearings. #6 is lighter. I've had it in
Phoenix for 10 years, with no issues on the wheel bearings using #5.
Given our dry heat, I'd be inclined to use #5 unless I got a very good
explanation why #6 was recommended.
Kelly
RV10 40866
CHD
AndrewTR30 wrote:
>
> Which one of these two greases is better suited for use in wheel bearings. From
the site, it looks like #5 but in my plans, Vans says to use #6...
> Or is there something better altogether?
>
> --------
> Andrew Rayhill
> RV-10 40078
> Phoenix
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 3749#203749
>
>
>
________________________________________________________________________________
| From: | Kevin Horton <khorton01(at)rogers.com> |
| Subject: | Re: Engine monitor question.. |
With a fixed pitch prop, if the throttle and mixture settings are
fixed, the engine rpm will depend on the airspeed and altitude. But,
there are always small variations in airspeed and altitude, and that
leads to small variations in rpm. Those variations occur no matter what
type of engine instruments you have, but they are much harder to see on
old steam gauges.
What you are seeing sounds very normal.
Kevin
bert murillo wrote:
> I have a fixed Porp Kevin::
>
> the fluctuation is 10 or 20 rpms... I know is not much, but I see my frien that
> has the old steam gauges,,, and it seems that stays steady as a rock... maybe
> I am wrong..
>
> Thanks
>
> bert
>
> --- On Wed, 9/10/08, Kevin Horton wrote:
>
> From: Kevin Horton <khorton01(at)rogers.com>
> Subject: Re: RV-List: Engine monitor question..
> To: rv-list(at)matronics.com
> Date: Wednesday, September 10, 2008, 1:54 AM
>
>
> bert murillo wrote:
>
>> Question to those who have the Grand rapids, Engine Monitor...
>>
>> I notice that when I set the Rpm,,,numbers, they never remain steady....
>>
>> example if I pull down to 1700 RPM it goes up and down, is that normal,
>>
> any
>
>> suggestions,, does any one has this problem?
>>
>>
>>
> Small fluctuations are likely quite normal, especially if you have a
> fixed pitch prop. Even with a constant speed prop there will be
> occasional 10 to 20 rpm fluctuations as the prop governor reacts to
> gusts, etc.
>
> Do you have a fixed pitch or constant speed prop? How large
> fluctuations are you seeing?
>
>
________________________________________________________________________________
| From: | Bobby Hester <bobbyhester(at)newwavecomm.net> |
| Subject: | Re: Aeroshell 5 or 6 |
My Cleveland wheels had a sticker on them when they were new that said
they put Aeroshell 22 in the bearing at the factory, so that is what I use.
----
Surfing the web from Hopkinsville, KY
Visit my website at: http://www.geocities.com/hester-hoptown/RVSite/
AndrewTR30 wrote:
>
> Which one of these two greases is better suited for use in wheel bearings. From
the site, it looks like #5 but in my plans, Vans says to use #6...
> Or is there something better altogether?
>
> --------
> Andrew Rayhill
> RV-10 40078
> Phoenix
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 3749#203749
>
>
>
________________________________________________________________________________
| From: | bert murillo <robertrv607(at)yahoo.com> |
| Subject: | Re: Engine monitor question.. |
- Thanks Kevin for the info.
-
I feel- better, knowing that is nothing wrong with the Instrument... now
if I can
get my Nav Aid to work....
-
Bert
-
rv6a
--- On Thu, 9/11/08, Kevin Horton wrote:
From: Kevin Horton <khorton01(at)rogers.com>
Subject: Re: RV-List: Engine monitor question..
Date: Thursday, September 11, 2008, 2:28 AM
With a fixed pitch prop, if the throttle and mixture settings are
fixed, the engine rpm will depend on the airspeed and altitude. But,
there are always small variations in airspeed and altitude, and that
leads to small variations in rpm. Those variations occur no matter what
type of engine instruments you have, but they are much harder to see on
old steam gauges.
What you are seeing sounds very normal.
Kevin
bert murillo wrote:
> I have a fixed Porp Kevin::
>
> the fluctuation is 10 or 20 rpms... I know is not much, but I see my frie
n
that
> has the old steam gauges,,, and it seems that stays steady as a rock...
maybe
> I am wrong..
>
> Thanks
>
> bert
>
> --- On Wed, 9/10/08, Kevin Horton wrote:
>
> From: Kevin Horton <khorton01(at)rogers.com>
> Subject: Re: RV-List: Engine monitor question..
> To: rv-list(at)matronics.com
> Date: Wednesday, September 10, 2008, 1:54 AM
>
>
> bert murillo wrote:
>
>> Question to those who have the Grand rapids, Engine Monitor...
>>
>> I notice that when I set the Rpm,,,numbers, they never remain
steady....
>>
>> example if I pull down to 1700 RPM it goes up and down, is that
normal,
>>
> any
>
>> suggestions,, does any one has this problem?
>>
>>
>>
> Small fluctuations are likely quite normal, especially if you have a
> fixed pitch prop. Even with a constant speed prop there will be
> occasional 10 to 20 rpm fluctuations as the prop governor reacts to
> gusts, etc.
>
> Do you have a fixed pitch or constant speed prop? How large
> fluctuations are you seeing?
>
>
=0A=0A=0A
________________________________________________________________________________
| From: | Sam Buchanan <sbuc(at)hiwaay.net> |
| Subject: | Re: Efis Question |
bert murillo wrote:
> Bobby : Again thanks for the reply.. have a question, do you have any schematic
> drawing shoing the wiring, the way you did it?
>
> It would be a great help to see how it is done...
>
> thanks
> Bert
Dynon installation manual with all wiring schematics and pinouts can be
downloaded here:
http://www.dynonavionics.com/downloads/Install_Guides/EFIS-D10A%20Installation%20Guide.pdf
In particular see section 2, "Wiring Overview".
Sam Buchanan
________________________________________________________________________________
| From: | bert murillo <robertrv607(at)yahoo.com> |
| Subject: | Re: Efis Question |
Sam: Thanks for the info.-- One question, when I make the harness,- a
t least I
hope I can,,, hate to pay $200 plus for one....is better to use all the pin
s,
that is connect all 25 wires, even if I do not need them... or should I sav
e myself
a lot of work, and use only the minimun required.. to connect the unit....
-
your suggestions will be appreciated as always.
-
Bert
rv6a
---------
--- On Thu, 9/11/08, Sam Buchanan wrote:
From: Sam Buchanan <sbuc(at)hiwaay.net>
Subject: Re: RV-List: Efis Question
Date: Thursday, September 11, 2008, 2:51 PM
bert murillo wrote:
> Bobby : Again thanks for the reply.. have a question, do you have any
schematic
> drawing shoing the wiring, the way you did it?
>
> It would be a great help to see how it is done...
>
> thanks
> Bert
Dynon installation manual with all wiring schematics and pinouts can be
downloaded here:
http://www.dynonavionics.com/downloads/Install_Guides/EFIS-D10A%20Installat
ion%20Guide.pdf
In particular see section 2, "Wiring Overview".
Sam Buchanan
=0A=0A=0A
________________________________________________________________________________
| From: | Richard Lundin <rlundin46(at)yahoo.com> |
| Subject: | Re: FOR SALE - PRICE REDUCED: Isham RV Tool Kit with upgrades |
I don't need the tool kit but good luck to you in the Army and thank you for your
service.
Best regards,
Rick Lundin
--- On Wed, 9/10/08, Dan Brown wrote:
> From: Dan Brown <dan(at)familybrown.org>
> Subject: RV-List: FOR SALE - PRICE REDUCED: Isham RV Tool Kit with upgrades
> To: rv-list(at)matronics.com
> Date: Wednesday, September 10, 2008, 7:24 PM
>
>
> -----BEGIN PGP SIGNED MESSAGE-----
> Hash: SHA1
>
> Price on this set is reduced to $2200 OBO plus shipping,
> now including
> the Sioux 1/4" air drill with keyless chuck. Please
> reply off list if
> interested.
>
> Dan Brown wrote:
>
> >
> > For a variety of reasons, mostly relating to my being
> called to active
> > duty with the Army, I won't be able to complete my
> planned RV-7A.
> > Consequently, I'll need to sell my tools. This is
> the complete Isham
> > kit pictured at:
> >
> >
> http://www.store-planetools.com/index.asp?PageAction=VIEWPROD&ProdID=9
> >
> > This kit includes a pneumatic rivet squeezer and the
> popular DRDT-2
> > dimpling tool.
> >
> > In addition, the following extras are included:
> >
> > Screw-adjustable Rivet Squeezer Ram (a $70 value)
> > Avery Longeron Yoke (a $150 value)
> > Avery Thin-nose (no-hole) Yoke (a $140 value)
> > Avery back-rivet plate (a $50 value)
> > Avery flush swivel rivet set (a $40 value)
> > A couple of additional countersink cutters
> > Additional side-grip clecos (about 10 extra of each,
> IIRC)
> >
> > That's $450 in upgrades, in addition to the Isham
> set. All tools are in
> > excellent condition. The air drill is NOT, repeat NOT
> included;
> > everything else is.
> >
> > This would cost nearly $3000 for these tools ordered
> new. I'll take
> > $2500 OBO, plus shipping. If you're local to
> Fayetteville, NC, you can
> > pick up. Contact me by e-mail at dan(at)familybrown.org
> if interested.
> > Thanks for your interest!
> >
> > The following tools are included:
> >
> > DRDT-2 Dimpler* (email for delivery date on DRDT-2)
> > Pneumatic Rivet Squeezer (U.S.A.)*
> > 3 C-Yoke Installed on Squeezer (U.S.A.)*
> > Adjustable Set Holder for Pneumatic Squeezer (U.S.A.)*
> > 3X Rivet Gun with excellent teasing trigger*
> > EZ change spring for straight rivet sets*
> > EZ Change Spring for flush sets (Snap-On Ind U.S.A.)*
> > Swivel and Air Flow Restrictor with fine precision
> adjustment*
> > 1 Diameter Flush Rivet Set (Snap-On U.S.A.)*
> > 3/32 Cupped Rivet Set 3.5 (Snap-On U.S.A.)*
> > 1/8 Cupped Rivet Set 3.5 (Snap-On U.S.A.)*
> > 3/16 Cupped Rivet Set 3.5 (Snap-On U.S.A.)*
> > 1/8 Double Offset Rivet Set (Snap-On U.S.A.)*
> > Back Rivet Set* (Special Small 1/2" Diameter for
> RV's)
> > Mini-Bucking Bar, 1 lb. (Snap-On U.S.A.)*
> > Bulkhead Bucking Bar (Snap-On U.S.A.)*
> > Footed Bucking Bar (Snap-On U.S.A.)*
> > Microstop Countersink Unit, needle-bearing,
> non-chattering (U.S.A.)*
> > #40 Countersink Bit, 3/32 (Snap-On U.S.A.)*
> > #30 Countersink Bit, for 1/8 & #6 Screw
> (Snap-On U.S.A.)*
> > #8 Countersink Bit, #8 Screw (Snap-On U.S.A.)*
> > #10 Countersink Bit, #10 Screw (Snap-On U.S.A.)*
> > Left Cut Snips, easy to use offset type (Klein Tools
> U.S.A.)*
> > Right Cut Snips, easy to use offset type (Klein Tools
> U.S.A.)*
> > Straight Cut Snips, easy to use offset type (Klein
> Tools U.S.A.)*
> > #40 Aviation Cobalt Drill Bits for 3/32 rivets, 8
> each
> > #30 Aviation Cobalt Drill Bits for 1/8 rivets, 6
> each
> > #27 Aviation Cobalt Drill Bit
> > #21 Aviation Cobalt Drill Bit
> > #19 Aviation Cobalt Drill Bit
> > #12 Aviation Cobalt Drill Bit
> > 1/4" Aviation Cobalt Drill Bit
> > 12 Aviation Extra Long #40 Drill Bit
> > 12 Aviation Extra Long #30 Drill Bit
> > Deburr Tool, Speed Handle Type for small & large
> holes (U.S.A.)*
> > Cleco Pliers*
> > 4 Cleco Clamps, 1/2" (Calif Assoc Prod or Zephyr
> U.S.A.)*
> > 4 Cleco Clamps, 1 (Calif Assoc Prod or Zephyr
> U.S.A.)*
> > Pop Rivet Tool, Professional Heavy-Duty unit with
> Swivel Head*
> > 3/32" Universal Cupped Squeezer Set (Snap-On
> U.S.A.)*
> > 1/8 Universal Cupped Squeezer Set (Snap-On U.S.A.)*
> > 5/32" Universal Cupped Squeezer Set (Snap-On
> U.S.A.)*
> > 3/16 Universal Cupped Squeezer Set (Snap-On
> U.S.A.)*
> > Flat Squeezer Set 1/8 (Snap-On U.S.A.)*
> > Flat Squeezer Set 1/4" (Snap-On U.S.A.)*
> > Flat Squeezer Set 3/8 (Snap-On U.S.A.)*
> > Flat Squeezer Set 1/2" (Snap-On U.S.A.)*
> > 3/32 Rivet Dimple Die (Springback U.S.A.)*
> > 1/8 Rivet Dimple Die (Springback U.S.A.)*
> > 5/32" Dimple Die*
> > 3/16" - #10 Screw Dimple Die*
> > #8 Screw Dimple Die*
> > #6 Screw Dimple Die*
> > Squeezer Set Organizer*
> > Squeezer Set Adjustment Washers *
> > Stainless Steel Rule, 12*
> > Unibit 1/4" - 3/4" by 1/16ths, (Klein
> U.S.A.)*
> > 3 Permanent Markers, Sharpie
> > 1/2 x 1 Reducers for 3M Wheel*
> > 325 Cleco Fasteners, 3/32 (Calif Assoc Prod or
> Zephyr U.S.A.)*
> > 175 Cleco Fasteners, 1/8 (Calif Assoc Prod or
> Zephyr U.S.A.)*
> > 10 Cleco Fasteners, 5/32" (Calif Assoc Prod or
> Zephyr U.S.A.)*
> > 10 Cleco Fasteners, 3/16 (Calif Assoc Prod or
> Zephyr U.S.A.)*
> > Edge Deburring Tool, Hex Swivel type*
> > Fluting Pliers, Smooth Flute Nylon Jaws*
> > Fluting Pliers, Deep V Nylon Jaws*
> > Rivet Cutter*
> > Air Tool Oil
> > Drill Stop Set of 4 with Allen Wrench*
> > Rivet Set DOTS, Easier than Rivet Tape
> > 3/32 Pop Rivet Dimple Die, Springback (U.S.A.)*
> > 1/8 Pop Rivet Dimple Die, Springback (U.S.A.)*
> > Hand Seamer (Klein Tools U.S.A.)*
> > 3/32 Drive Pin Punch (Klein Tools U.S.A.)*
> > 1/8 Drive Pin Punch (Klein Tools U.S.A.)*
> > Scotch Brite Hand Pads, 4 each
> > Rivet Length Gauge*
> > Rivet Shop Head Gauge, 4-piece*
> >
>
> - --
> Dan Brown, KE6MKS, dan(at)familybrown.org
> "Since all the world is but a story, it were well for
> thee to buy the
> more enduring story rather than the story that is less
> enduring."
> -- The Judgment of St. Colum Cille
> -----BEGIN PGP SIGNATURE-----
> Version: GnuPG v1.2.1 (MingW32)
> Comment: Using GnuPG with Mozilla -
> http://enigmail.mozdev.org
>
> iD8DBQFIyFctyQGUivXxtkERAp4TAKCIURWWxSCdzkPhXv8bVtTYvNrbSQCdEkNc
> 3RPVti0x0O3Cne/DzKFYcNU
> =Xmss
> -----END PGP SIGNATURE-----
>
________________________________________________________________________________
| From: | Sam Buchanan <sbuc(at)hiwaay.net> |
| Subject: | Re: Efis Question |
bert murillo wrote:
> Sam: Thanks for the info. One question, when I make the harness,
> at least I hope I can,,, hate to pay $200 plus for one....is better
> to use all the pins, that is connect all 25 wires, even if I do not
> need them... or should I save myself a lot of work, and use only the
> minimun required.. to connect the unit....
>
> your suggestions will be appreciated as always.
>
> Bert rv6a
Bert, I would use only the pins necessary to make the connections you need.
Sam Buchanan
________________________________________________________________________________
| From: | "Charles Heathco" <cheathco(at)cox.net> |
| Subject: | Re: Aeroshell 5 or 6 |
Anyone know if these numbers mean viscosity? would they be like wire ,
biger number thiner, or vice/versa? Charlie
________________________________________________________________________________
| Subject: | Aeroshell 5 or 6 |
| From: | James H Nelson <rv9jim(at)juno.com> |
Charlie,
The higher the number the thicker the grease. Normally, a #2 is
the most common viscosity you will find. It goes down- #1, 0, 00, 000,
then it goes to heavy oils. "Drop point" temperature is more critical
for our wheel bearings. Our bearings get hot (altho for a short time) so
the higher the drop point temp the better it is for us. This means
that if you put a "blob" of grease on a steel plate and put it vertical
and heat it, what temp will the grease begin to slide down the plate and
off the steel plate. The synthetic based greases are prefered as they
have the highest drop point temps while maintaining their viscosity. I
sell regular #2 grease that has a drop point around 300* and a synthetic
that is also a viscosity #2 that has a drop point temp of 560*.
Needless to say I use the synthetic based greases. The side bar on the
synthetic greases is they are "water proof" vs: regular grease that will
absorb the water and thus put the water in direct contact with the
bearing. Rust occurs even tho you use regular grease. The synthetic
based greases will not absorb water. I live in the Florida area with
lots of trailers that haul boats in and out of the ocean. You can see
real quick what works and what does not.
Jim Nelson
RV9-A
N15JN
____________________________________________________________
Dreaming of getting away? Click here for an island experience in Hawaii.
http://thirdpartyoffers.juno.com/TGL2141/fc/Ioyw6i3nKLOkLZEILgh2wQmZ0yTepHPH9cmbiNAUpUZj9uwiZzJA4D/
________________________________________________________________________________
| From: | "Ed Anderson" <eanderson(at)carolina.rr.com> |
| Subject: | Aeroshell 5 or 6 |
Jim, your note on grease peaked my interest. Do you have any brand names of
the synthetic wheel bearing grease suitable for the RV wheel bearings you'd
care to share??
Thanks
Ed Anderson
Rv-6A N494BW Rotary Powered
Matthews, NC
eanderson(at)carolina.rr.com
http://www.andersonee.com
http://members.cox.net/rogersda/rotary/configs.htm#N494BW
http://www.dmack.net/mazda/index.html
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of James H Nelson
Sent: Friday, September 12, 2008 9:36 AM
Subject: RV-List: Aeroshell 5 or 6
Charlie,
The higher the number the thicker the grease. Normally, a #2 is
the most common viscosity you will find. It goes down- #1, 0, 00, 000,
then it goes to heavy oils. "Drop point" temperature is more critical
for our wheel bearings. Our bearings get hot (altho for a short time) so
the higher the drop point temp the better it is for us. This means
that if you put a "blob" of grease on a steel plate and put it vertical
and heat it, what temp will the grease begin to slide down the plate and
off the steel plate. The synthetic based greases are prefered as they
have the highest drop point temps while maintaining their viscosity. I
sell regular #2 grease that has a drop point around 300* and a synthetic
that is also a viscosity #2 that has a drop point temp of 560*.
Needless to say I use the synthetic based greases. The side bar on the
synthetic greases is they are "water proof" vs: regular grease that will
absorb the water and thus put the water in direct contact with the
bearing. Rust occurs even tho you use regular grease. The synthetic
based greases will not absorb water. I live in the Florida area with
lots of trailers that haul boats in and out of the ocean. You can see
real quick what works and what does not.
Jim Nelson
RV9-A
N15JN
____________________________________________________________
Dreaming of getting away? Click here for an island experience in Hawaii.
http://thirdpartyoffers.juno.com/TGL2141/fc/Ioyw6i3nKLOkLZEILgh2wQmZ0yTepHPH
9cmbiNAUpUZj9uwiZzJA4D/
__________ Information from ESET NOD32 Antivirus, version of virus signature
database 3267 (20080714) __________
The message was checked by ESET NOD32 Antivirus.
__________ Information from ESET NOD32 Antivirus, version of virus signature
database 3267 (20080714) __________
The message was checked by ESET NOD32 Antivirus.
________________________________________________________________________________
| From: | bert murillo <robertrv607(at)yahoo.com> |
| Subject: | Re: Efis Question |
Thanks
-
bert
--- On Thu, 9/11/08, Sam Buchanan wrote:
From: Sam Buchanan <sbuc(at)hiwaay.net>
Subject: Re: RV-List: Efis Question
Date: Thursday, September 11, 2008, 11:16 PM
bert murillo wrote:
> Sam: Thanks for the info. One question, when I make the harness,
> at least I hope I can,,, hate to pay $200 plus for one....is better
> to use all the pins, that is connect all 25 wires, even if I do not
> need them... or should I save myself a lot of work, and use only the
> minimun required.. to connect the unit....
>
> your suggestions will be appreciated as always.
>
> Bert rv6a
Bert, I would use only the pins necessary to make the connections you need.
Sam Buchanan
=0A=0A=0A
________________________________________________________________________________
| Subject: | Synthetic grease |
| From: | James H Nelson <rv9jim(at)juno.com> |
Hi Ed and all,
I sell the Castrol brand. However, any of the major brands that
say it is "synthetic based" will do fine. The spec sheet tells the drop
point. My brand says it is 560*. If it doesn't say its synthetic
based, then it probably is not. I run across "marine" grease but that
does not tell you anything. Its a regular soap based lubricant. And you
say "soap based"??? Yup, most regular grease is soap based. I use the
test to see if its synthetic by putting a blob in my hand. Then I put
water on it and swirl and press it and try to mix the two products. Its
called "homogenation" and if I can make the water disappear in the
grease, its regular grease. A synthetic based grease will not let you
mix the water into the grease. It just pops back on the top of the
grease blob. A neat test.
Jim
____________________________________________________________
See Mexico for less! Click now for great vacation deals!
http://thirdpartyoffers.juno.com/TGL2141/fc/Ioyw6i3mqbsf5YgonuCEuxVazu6Wx8nhhwgdWBRFr9dzWEX6Cs4y7J/
________________________________________________________________________________
| From: | "Steve Glasgow" <willfly(at)carolina.rr.com> |
Hangar Sale
More information and photos on request:
Light Speed Thirty 3 G Headset, like new, one year old.
$250 + Shipping
Light Weight In Ear Auri Comm Aviation Headset by Quiet Technologies.
The ladies love it because it does not mess up their hair.
$125 + Shipping
Avery Hand Dimpling C Type Tool 1001
$ 90 + Shipping
Avery Hand Rivet Squeezer with 1 , 2 , and 4 yokes,
1 yoke modified for tight spots like the end of trim tabs,
with a set of dimple and rivet dies.
$220 + Shipping
3x Rivet Gun with all riveting accessories and 2 bucking bars
$100 + Shipping
Nesco 420 3/8 Pistol Grip Air Drill, with countersink bit.
$ 75 + Shipping
Bogart Tow Bar for RV Tailwheel Airplanes
$ 40 + Shipping
0-360 Engine Drive Fuel Pump, like new
$ 50 + Shipping
Direct Reading Fuel Pressure Gauge, great for testing and other
$ 30 + Shipping
inch torque wrench
$ 30 + Shipping
Steve Glasgow-Cappy
N123SG RV-8
Cappy's Toy
willfly(at)carolina.rr.com
704-362-0005 Home
704-281-7884 Cell
________________________________________________________________________________
| From: | BELTEDAIR(at)aol.com |
| Subject: | Re: Looking for dipstick & tube |
We have several Lycoming metal dipstick tubes these are blems from the
factory, ie. top where dipstick screws in with non concentric flange. These were
given to us by a fellow who used to work at lycoming, they are 11" from top
flange to flange at crankcase, 12.125 overall, send name and address you pay
freight till they are gone.
Jess
In a message dated 9/12/2008 1:50:50 P.M. Pacific Daylight Time,
n212pj(at)gmail.com writes:
--> RV-List message posted by: "John Jessen"
I'm looking for a tube myself. Got two?
John Jessen
Do not archive
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Darrell Reiley
Sent: Monday, September 01, 2008 4:28 PM
Subject: Re: RV-List: Looking for dipstick & tube
-->
Mark,
I've got a a Lycoming oil dip stick extention in the truck I believe.
Darrell
--- On Mon, 9/1/08, Fiveonepw(at)aol.com wrote:
> From: Fiveonepw(at)aol.com <Fiveonepw(at)aol.com>
> Subject: RV-List: Looking for dipstick & tube
> To: rv-list(at)matronics.com
> Date: Monday, September 1, 2008, 5:49 PM Howdy, y'all-
>
> My E3D came with a modified (shortened) oil dipstick and tube, and I'd
> like to replace them with the correct parts, specifically
> LW-14735 (stick), 75736
> (tube) -part#s from Lycoming parts manual- and have wasted about 2
> hours
> googling- tried e-bay, Wentworth, broad search queries etc.
> with no joy. Not
> much help digging through current Trade-a-plane either.
>
> Suggestions?
>
> Thanks!
> Mark
>
>
>
> **************It's only a deal if it's where you want to go. Find your
> travel
> deal here.
> (http://information.travel.aol.com/deals?ncid=aoltrv00050000000047)
**************Psssst...Have you heard the news? There's a new fashion blog,
plus the latest fall trends and hair styles at StyleList.com.
(http://www.stylelist.com/trends?ncid=aolsty00050000000014)
________________________________________________________________________________
| From: | Steve Kiekover <stneki(at)hotmail.com> |
Hi Steve: I just talked to you on the phone. I will take the Lightspeed he
adset for $250.00. My address is 15315 Kelly Street=2C Spring Lake=2C MI 49
456. My name is Steve Kiekover. Cell # 616-402-0038. Thanks Steve> Fr
om: willfly(at)carolina.rr.com> To: rv-list(at)matronics.com> Subject: RV-List: H
angar Sale> Date: Fri=2C 12 Sep 2008 16:10:16 -0400> > --> RV-List message
posted by: "Steve Glasgow" > > Hangar Sale> > > >
More information and photos on request:> > > > Light Speed Thirty 3 G Heads
et=2C like new=2C one year old. > $250 + Shipping> > > > Light Weight In Ea
r Auri Comm Aviation Headset by Quiet Technologies.> > The ladies love it b
ecause it does not mess up their hair. > $125 + Shipping> > > > Avery Hand
Dimpling =93C Type=94 Tool 1001 > $ 90 + Shipping> > > > Avery Hand Rivet S
queezer with 1 =BD=2C 2 =BD=2C and 4=94 yokes=2C> > 1 =BD yoke modified for
tight spots like the end of trim tabs=2C> > with a set of dimple and rivet
dies. > $220 + Shipping> > > > 3x Rivet Gun with all riveting accessories
and 2 bucking bars > $100 + Shipping> > > > Nesco 420 3/8 Pistol Grip Air D
rill=2C with countersink bit. > $ 75 + Shipping> > > > Bogart Tow Bar for R
V Tailwheel Airplanes > $ 40 + Shipping> > > > 0-360 Engine Drive Fuel Pump
=2C like new > $ 50 + Shipping> > > > Direct Reading Fuel Pressure Gauge=2C
great for testing and other > $ 30 + Shipping> > > > =BC inch torque wrenc
h > $ 30 + Shipping> > > > Steve Glasgow-Cappy> N123SG RV-8> Cappy's Toy> >
willfly(at)carolina.rr.com> 704-362-0005 Home> 704-281-7884 Cell> > > > > > >
=============> > >
_________________________________________________________________
Want to do more with Windows Live? Learn =9310 hidden secrets=94 from Jamie
.
http://windowslive.com/connect/post/jamiethomson.spaces.live.com-Blog-cns!5
50F681DAD532637!5295.entry?ocid=TXT_TAGLM_WL_domore_092008
________________________________________________________________________________
| From: | "Mike Mckenna" <mmckenna(at)bellsouth.net> |
I am interested in your 1/4" torque wrench.
What type is it (Beam, click, dial)?
What range?
Brand? Model?
Thanks,
Mike McKenna
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Steve Kiekover
Sent: Friday, September 12, 2008 5:17 PM
To: rv-list(at)matronics.com
Subject: RE: RV-List: Hangar Sale
Hi Steve: I just talked to you on the phone. I will take the Lightspeed
headset for $250.00. My address is 15315 Kelly Street, Spring Lake, MI
49456. My name is Steve Kiekover. Cell # 616-402-0038. Thanks Steve
> From: willfly(at)carolina.rr.com
> To: rv-list(at)matronics.com
> Subject: RV-List: Hangar Sale
> Date: Fri, 12 Sep 2008 16:10:16 -0400
>
>
> Hangar Sale
>
>
>
> More information and photos on request:
>
>
>
> Light Speed Thirty 3 G Headset, like new, one year old.
> $250 + Shipping
>
>
>
> Light Weight In Ear Auri Comm Aviation Headset by Quiet Technologies.
>
> The ladies love it because it does not mess up their hair.
> $125 + Shipping
>
>
>
> Avery Hand Dimpling C Type Tool 1001
> $ 90 + Shipping
>
>
>
> Avery Hand Rivet Squeezer with 1 , 2 , and 4 yokes,
>
> 1 yoke modified for tight spots like the end of trim tabs,
>
> with a set of dimple and rivet dies.
> $220 + Shipping
>
>
>
> 3x Rivet Gun with all riveting accessories and 2 bucking bars
> $100 + Shipping
>
>
>
> Nesco 420 3/8 Pistol Grip Air Drill, with countersink bit.
> $ 75 + Shipping
>
>
>
> Bogart Tow Bar for RV Tailwheel Airplanes
> $ 40 + Shipping
>
>
>
> 0-360 Engine Drive Fuel Pump, like new
> $ 50 + Shipping
>
>
>
> Direct Reading Fuel Pressure Gauge, great for testing and other
> $ 30 + Shipping
>
>
>
> inch torque wrench
> $ 30 + Shipping
>
>
>
> Steve Glasgow-Cappy
> N123SG RV-8
> Cappy's Toy
>
> willfly(at)carolina.rr.com
> 704-362-0005 Home
> 704-281-7884 Cell
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
> >
>
>
----------------------------------------------------------------------------
--
Want to do more with Windows Live? Learn 10 hidden secrets from Jamie.
Learn Now
________________________________________________________________________________
| From: | "Ed Anderson" <eanderson(at)carolina.rr.com> |
| Subject: | Synthetic grease |
Thanks Jim, appreciate you sharing your knowledge.
Ed
Ed Anderson
Rv-6A N494BW Rotary Powered
Matthews, NC
eanderson(at)carolina.rr.com
http://www.andersonee.com
http://members.cox.net/rogersda/rotary/configs.htm#N494BW
http://www.dmack.net/mazda/index.html
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of James H Nelson
Sent: Friday, September 12, 2008 12:00 PM
Subject: RV-List: Synthetic grease
Hi Ed and all,
I sell the Castrol brand. However, any of the major brands that
say it is "synthetic based" will do fine. The spec sheet tells the drop
point. My brand says it is 560*. If it doesn't say its synthetic
based, then it probably is not. I run across "marine" grease but that
does not tell you anything. Its a regular soap based lubricant. And you
say "soap based"??? Yup, most regular grease is soap based. I use the
test to see if its synthetic by putting a blob in my hand. Then I put
water on it and swirl and press it and try to mix the two products. Its
called "homogenation" and if I can make the water disappear in the
grease, its regular grease. A synthetic based grease will not let you
mix the water into the grease. It just pops back on the top of the
grease blob. A neat test.
Jim
____________________________________________________________
See Mexico for less! Click now for great vacation deals!
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________________________________________________________________________________
| From: | "Dale Ensing" <densing(at)carolina.rr.com> |
Sorry I missed out on your Light Speed headset. This whole thing saddens me.
Have you decided what your next choice will be?
Dale
----- Original Message -----
From: "Steve Glasgow" <willfly(at)carolina.rr.com>
Sent: Friday, September 12, 2008 4:10 PM
Subject: RV-List: Hangar Sale
>
> Hangar Sale
>
>
> More information and photos on request:
>
>
> Light Speed Thirty 3 G Headset, like new, one year old. $250 + Shipping
>
>
> Light Weight In Ear Auri Comm Aviation Headset by Quiet Technologies.
>
> The ladies love it because it does not mess up their hair. $125 + Shipping
>
>
> Avery Hand Dimpling C Type Tool 1001 $ 90 + Shipping
>
>
> Avery Hand Rivet Squeezer with 1 , 2 , and 4 yokes,
>
> 1 yoke modified for tight spots like the end of trim tabs,
>
> with a set of dimple and rivet dies. $220 + Shipping
>
>
> 3x Rivet Gun with all riveting accessories and 2 bucking bars $100 +
> Shipping
>
>
> Nesco 420 3/8 Pistol Grip Air Drill, with countersink bit. $ 75 +
> Shipping
>
>
> Bogart Tow Bar for RV Tailwheel Airplanes $ 40 + Shipping
>
>
> 0-360 Engine Drive Fuel Pump, like new $ 50 + Shipping
>
>
> Direct Reading Fuel Pressure Gauge, great for testing and other $ 30 +
> Shipping
>
>
> inch torque wrench $ 30 + Shipping
>
>
> Steve Glasgow-Cappy
> N123SG RV-8
> Cappy's Toy
>
> willfly(at)carolina.rr.com
> 704-362-0005 Home
> 704-281-7884 Cell
>
>
>
________________________________________________________________________________
| From: | K Klewin <okcrv6a(at)yahoo.com> |
| Subject: | Fly above 8000 ft ? |
If you do and are interested in flying at higher altitudes safely I have be
en offered a great discount from our supplier on Checkmate Pulse Oximeters.
- If enough folks (5-10) are interested we can get these for $119.95.-
Sportys sells these for $169 so its a great price.-
-
I had my 6A up to 19,000 ft a few weeks ago and these Pulse Oximeters are a
great safety tool.-
-
-Email me at:- bisonmountain(at)gmail.com- to get on the list.- Link t
o our pulse oximeter webpage:- http://www.bisonmountainbags.com/checkmate
..html--- We have lots of other cool RV stuff if you have time to visi
t.- Thanks.
-
Kurt
www.bisonmountainbags.com
bisonmountain(at)gmail.com
-=0A=0A=0A
________________________________________________________________________________
Dear fellow builders,
For my new project I try to get the Aero Composite people on the phone. I
tried it a couple of times and send emails, no respond. Does anybody know
what's going on there or if the business is already sold to someone else?
Stephan
RV8
D-EBRV
185 hrs.
________________________________________________________________________________
| From: | Kelly McMullen <kellym(at)aviating.com> |
| Subject: | Re: Fly above 8000 ft ? |
<http://sedationresource.com/pilot.pdf
<http://sedationresource.com/pilot.pdf>>
Has pulse oximeters much cheaper.
K Klewin wrote:
> If you do and are interested in flying at higher altitudes safely I
> have been offered a great discount from our supplier on Checkmate
> Pulse Oximeters. If enough folks (5-10) are interested we can get
> these for $119.95. Sportys sells these for $169 so its a great price.
>
> I had my 6A up to 19,000 ft a few weeks ago and these Pulse Oximeters
> are a great safety tool.
>
> Email me at: bisonmountain(at)gmail.com
> to get on the list. Link to our
> pulse oximeter webpage:
> http://www.bisonmountainbags.com/checkmate.html We have lots of
> other cool RV stuff if you have time to visit. Thanks.
>
> Kurt
> www.bisonmountainbags.com <http://www.bisonmountainbags.com>
> bisonmountain(at)gmail.com
>
>
>
> *
>
>
> *
________________________________________________________________________________
| From: | "Richard E. Tasker" <retasker(at)optonline.net> |
| Subject: | Nosewheel Breakout Force |
I am installing my nosewheel (RV9A) and attempting to set the breakout
force as specified in the construction manual.
It seems that to get to the 14 ft-lbs (22 lbs side force) I have to
crank the nut down so the two belleville washers are totally
compressed! Is this correct?
Second, the instructions say to temporarily safety the nut and move the
fork back and forth to the stops. How are you supposed to safety the
nut?? Is the fork leg supposed to be already drilled for a cotter pin?
I have a reworked leg and it isn't.
Thanks for your advice!
Dick Tasker
--
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: | "Brian Meyette" <bmeyette(at)gmail.com> |
| Subject: | Nosewheel Breakout Force |
IIRC, mine squished down quite a bit, but not completely flattened.
Once you get the breakout force set, you drill the leg for a cotter pin
Brian
-----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: Saturday, September 13, 2008 6:12 PM
Subject: RV-List: Nosewheel Breakout Force
-->
I am installing my nosewheel (RV9A) and attempting to set the breakout force
as specified in the construction manual.
It seems that to get to the 14 ft-lbs (22 lbs side force) I have to crank
the nut down so the two belleville washers are totally compressed! Is this
correct?
Second, the instructions say to temporarily safety the nut and move the fork
back and forth to the stops. How are you supposed to safety the nut?? Is
the fork leg supposed to be already drilled for a cotter pin?
I have a reworked leg and it isn't.
Thanks for your advice!
Dick Tasker
--
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.
--
Checked by AVG.
2:18 PM
Checked by AVG.
2:18 PM
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | RV-8 Nylon Flap Bolt Interference... |
Dear Listers,
Have a look at the attached photo. The rear predrilled holes for
mounting the flap weldment nylon blocks seems to interfere with the
seatbelt attachment. Am I missing something here? The blocks are
drilled according to the plans and the rear holes are already drilled
and have the platenut installed. Do I just added some washers above
and below and call it good? Seems hokey. Notching the belt attach
also seems like a poor idea.
Thanks,
Matt Dralle
RV-8 #82880 N844RV
________________________________________________________________________________
| From: | Henry <aeroncadoc(at)comcast.net> |
| Subject: | Re: Fly above 8000 ft ? |
On another aviation list they have been discussing cheap pulse
oximeters. Here's a link to two of them. One is $58 and one is $69. I
haven't tried either of them so I can't say they're better than the deal
you can get from Kurt. But you can't beat the price.
http://www.portablenebs.com/ascent.htm
http://sedationresource.com/pilot.pdf
Henry H.
RV-7 N79994 (borrowed from time to time)
K Klewin wrote:
> If you do and are interested in flying at higher altitudes safely I
> have been offered a great discount from our supplier on Checkmate
> Pulse Oximeters. If enough folks (5-10) are interested we can get
> these for $119.95. Sportys sells these for $169 so its a great price.
>
> I had my 6A up to 19,000 ft a few weeks ago and these Pulse Oximeters
> are a great safety tool.
>
> Email me at: bisonmountain(at)gmail.com
> to get on the list. Link to our
> pulse oximeter webpage:
> http://www.bisonmountainbags.com/checkmate.html We have lots of
> other cool RV stuff if you have time to visit. Thanks.
>
> Kurt
> www.bisonmountainbags.com <http://www.bisonmountainbags.com>
> bisonmountain(at)gmail.com
>
>
>
> *
>
> *
________________________________________________________________________________
| From: | Charles Kuss <chaskuss(at)yahoo.com> |
| Subject: | Re: RV-8 Nylon Flap Bolt Interference... |
Matt,
My nylon blocks were so poorly made, that I decided to make a proper set of replacement
pieces myself. I noted the same problem you did. I counter-bored the
tops of my parts to allow the use of SHCS (socket head cap screws aka Allen head
bolts) to retain the flap weldment. This eliminated the interference issue
you have noted. Using the SHCSs also eases future maintenance of this assembly.
Charlie Kuss
PS Sorry, but I never took any photos of this mod. If needed, I suppose I could
take a few.
--- On Sat, 9/13/08, Matt Dralle wrote:
> From: Matt Dralle <dralle(at)matronics.com>
> Subject: RV-List: RV-8 Nylon Flap Bolt Interference...
> To: rv-list(at)matronics.com
> Date: Saturday, September 13, 2008, 7:39 PM
> Dear Listers,
>
> Have a look at the attached photo. The rear predrilled
> holes for
> mounting the flap weldment nylon blocks seems to interfere
> with the
> seatbelt attachment. Am I missing something here? The
> blocks are
> drilled according to the plans and the rear holes are
> already drilled
> and have the platenut installed. Do I just added some
> washers above
> and below and call it good? Seems hokey. Notching the
> belt attach
> also seems like a poor idea.
>
> Thanks,
>
> Matt Dralle
> RV-8 #82880 N844RV
________________________________________________________________________________
| From: | "Carl Froehlich" <carl.froehlich(at)cox.net> |
| Subject: | Nosewheel Breakout Force |
Keep in mind you will need to tighten the nut again after the first few
landings and takeoffs. Make sure you get grease throughout the nose fork.
Carl Froehlich
RV-8A (450 hrs)
RV-10 (wings)
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Brian Meyette
Sent: Saturday, September 13, 2008 7:12 PM
Subject: RE: RV-List: Nosewheel Breakout Force
IIRC, mine squished down quite a bit, but not completely flattened.
Once you get the breakout force set, you drill the leg for a cotter pin
Brian
-----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: Saturday, September 13, 2008 6:12 PM
Subject: RV-List: Nosewheel Breakout Force
-->
I am installing my nosewheel (RV9A) and attempting to set the breakout force
as specified in the construction manual.
It seems that to get to the 14 ft-lbs (22 lbs side force) I have to crank
the nut down so the two belleville washers are totally compressed! Is this
correct?
Second, the instructions say to temporarily safety the nut and move the fork
back and forth to the stops. How are you supposed to safety the nut?? Is
the fork leg supposed to be already drilled for a cotter pin?
I have a reworked leg and it isn't.
Thanks for your advice!
Dick Tasker
--
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.
--
Checked by AVG.
2:18 PM
Checked by AVG.
2:18 PM
________________________________________________________________________________
| From: | "Jack Sparling" <jhs_61(at)yahoo.com> |
| Subject: | FAA Proposed Rule Changes |
Just my thoughts, hope it helps others who might be in the process of
writing.
_____
4002 Oakridge Drive
Crestwood, KY 40014
September 14, 2008
Miguel L. Vasconcelos
Production and Airworthiness Division
AIR-200, Room 815
800 Independence Ave., SW
Washington, D.C. 20591
Reference: Proposed Policy changes regarding Certification of Amateur Built
Aircraft.
Dear Mr. Vasconcelos;
I am a recreational aviation pilot who has built a Van's Aircraft RV-10
metal airplane, which was an educational experience for my whole family.
Building this aircraft took 13 months and 9 days with the help of my wife
and teenage daughters building with me full time. It was certificated in
2006 and we have flown it together all over the U.S. I will be purchasing
another kit and building an airplane in the near future and am very
concerned about the changes to the future 51% construction rules.
I do not see a need to change the rules as they stand. This proposal is the
typical response that takes place when a small percentage of individuals
blatantly disregard the rules. Those types of individuals will always exist
and the new rules will not prohibit their disregard. In any society, there
will always be those who cross the line and the new rules will not be an
exception. Those individuals who tempt fate will ultimately sponsor new and
more stringent rules. The result of which, typifies treatment of the
symptom and not the disease. Enforcement is the real solution, as without
it, those who suffer are the ones adhering to the rules.
My primary concern is that the complexities of this new policy will place
significant new burdens on amateur aircraft builders and make them reluctant
to participate in a market that has become an industry phenomenon. Those of
us who have followed the regulations as they stand today are concerned that
the daunting task of producing an airworthy craft will become secondary to a
bureaucratic nightmare. This would not be in the best interest of the
overall experimental market.
In my lifetime, I have never witnessed a government agency's intervention
actually promote the advancement of the free enterprise system. In fact,
there is a basic premise that I have observed in terms of absolutes and that
is; regulation is not the friend of free enterprise. Has the FAA considered
the negative economic impact that these regulations could induce? It
wouldn't be the first time that regulation killed or crippled an entire
industry. It should be self evident that the overregulated commercial side
of this industry has experienced this crippling effect. This is the primary
reason the experimental market has had so much success. I fear that your
proposed rule changes could have a far reaching and devastating effect on
this market segment, i.e. the vendors, suppliers, and their employees and
families. Please give this point of view the consideration it deserves and
don't fix it if it's not broken. The rules worked well when the industry
was in its infancy, they should work just as well now that it has matured.
You will no doubt receive hundreds if not thousands of letters voicing
concerns about this issue. Many will attempt to espouse the virtues of
their changes to your proposed rules as they have already conceded that
these changes are coming whether we speak out or not. I am of the belief
that you are of an open mind, otherwise you would not have solicited our
input.
I sincerely appreciate the opportunity to submit my comments on this
proposed policy change.
Very Truly Yours,
Jack H Sparling, Jr.
________________________________________________________________________________
| From: | K Klewin <okcrv6a(at)yahoo.com> |
| Subject: | Re: Fly above 8000 ft ? |
I would guess there are some cheaper models out there.- I would also surm
ise that larger distributerships probably get a better price than I current
ly receive.- If you can find them cheaper (with case) I say buy it...I'm
an RV'r.....I know how we all shop around for the best deal.....avgas is ex
pensive...I sure don't blame anyone at all.--
-
Thanks to those who have visited our site.- We have had a great year with
our RV Flight Bags and will have a few more new bags online in the next fe
w months.- Thanks for passing the word.
-
Happy Building/Flying...
-
Cheers,
-
Kurt
www.bisonmountainbags.com
bisonmountain(at)gmail.com
--- On Sat, 9/13/08, Henry wrote:
From: Henry <aeroncadoc(at)comcast.net>
Subject: Re: RV-List: Fly above 8000 ft ?
Date: Saturday, September 13, 2008, 11:42 PM
On another aviation list they have been discussing cheap pulse
oximeters. Here's a link to two of them. One is $58 and one is $69. I
haven't tried either of them so I can't say they're better than the
deal
you can get from Kurt. But you can't beat the price.
http://www.portablenebs.com/ascent.htm
http://sedationresource.com/pilot.pdf
Henry H.
RV-7 N79994 (borrowed from time to time)
K Klewin wrote:
> If you do and are interested in flying at higher altitudes safely I
> have been offered a great discount from our supplier on Checkmate
> Pulse Oximeters. If enough folks (5-10) are interested we can get
> these for $119.95. Sportys sells these for $169 so its a great price.
>
> I had my 6A up to 19,000 ft a few weeks ago and these Pulse Oximeters
> are a great safety tool.
>
> Email me at: bisonmountain(at)gmail.com
> to get on the list. Link to our
> pulse oximeter webpage:
> http://www.bisonmountainbags.com/checkmate.html We have lots of
> other cool RV stuff if you have time to visit. Thanks.
>
> Kurt
> www.bisonmountainbags.com <http://www.bisonmountainbags.com>
> bisonmountain(at)gmail.com
>
>
>
> *
>
> *
=0A=0A=0A
________________________________________________________________________________
| From: | "Ralph Finch" <rgf(at)dcn.davis.ca.us> |
| Subject: | FAA Proposed Rule Changes |
>From VAF.
I read the postings by Van and the EAA about the NPRM. Vans shows why he's
the man and most of us just gawkers:
"As always, name-calling and vague gripes serve no purpose other than to
help convince the FAA that we are a bunch of idiots."
* The proposed rule has nothing to do with accommodating pro-built
planes, even though some of us, maybe including me, think that should be
allowed. Probably the FAA would need a directive from Congress to address
that. So no point in mentioning such potential accommodation in a response.
* Van again: "Unless the FAA sees a serious safety reason, they will
not re-evaluate existing kits that have previously been found to meet the
major portion rule." So most of us are good now. Of course we can still
comment for the sake of future kit designs, but I see no problem for future
builders of today's kits.
* Aside from some relatively minor changes for clarity, the only
change I'd like to see is a further definition of "fabrication" and
percentage: by time? by task? Unlike the EAA and others, I think the further
refinement of what constitutes an amateur built aircraft is welcome, or at
the very least, simply not a big deal. I find it very unlikely that a
legitimate amateur builder now will not be legit with these new rules. It
might be a little more onerous documenting one's work, but I think better
logging of work is to the good.
* My guess is that in addition to wanting to halt the blatant
pro-building, the FAA wants to head off a potential future problem:
well-meaning amateur builders getting more and more pre-fabbed parts until
only assembly, not fabrication, is done. I think such concern is fair and
even forward-thinking, contrary to some stereotyped responses here.
<http://www.vansairforce.com/community/newreply.php?do=newreply&p=255316>
Reply With Quote
________________________________________________________________________________
| Subject: | Re: FAA Proposed Rule Changes |
| From: | "N395V" <Bearcat(at)bearcataviation.com> |
Well put Jack.
--------
Milt
2003 F1 Rocket
2006 Radial Rocket
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 4356#204356
________________________________________________________________________________
| From: | "Bill Boyd" <sportav8r(at)gmail.com> |
| Subject: | Re: Fly above 8000 ft ? |
Be careful about one thing- the batteries they take. I have a SPO medical
pule ox that I use in the office and in the RV. I got a good deal on it,
but found the lithium battery does not last the claimed 1000 readings, and
in 1/2AA size, is twenty dollars a pop to replace. Get one that uses AAA's
or similar inexpensive battery.
Bill B
On Sun, Sep 14, 2008 at 6:05 PM, K Klewin wrote:
> I would guess there are some cheaper models out there. I would also
> surmise that larger distributerships probably get a better price than I
> currently receive. If you can find them cheaper (with case) I say buy
> it...I'm an RV'r.....I know how we all shop around for the best
> deal.....avgas is expensive...I sure don't blame anyone at all.
>
> Thanks to those who have visited our site. We have had a great year with
> our RV Flight Bags and will have a few more new bags online in the next few
> months. Thanks for passing the word.
>
> Happy Building/Flying...
>
> Cheers,
>
> Kurt
> www.bisonmountainbags.com
> bisonmountain(at)gmail.com
>
>
> --- On *Sat, 9/13/08, Henry * wrote:
>
> From: Henry <aeroncadoc(at)comcast.net>
> Subject: Re: RV-List: Fly above 8000 ft ?
> To: rv-list(at)matronics.com
> Date: Saturday, September 13, 2008, 11:42 PM
>
>
> On another aviation list they have been discussing cheap pulse
> oximeters. Here's a link to two of them. One is $58 and one is $69. I
> haven't tried either of them so I can't say they're better than the
> deal
> you can get from Kurt. But you can't beat the price.
> http://www.portablenebs.com/ascent.htm
>
> http://sedationresource.com/pilot.pdf
>
>
> Henry H.
> RV-7 N79994 (borrowed from time to time)
>
> K Klewin wrote:
> > If you do and are interested in flying at higher altitudes safely I
> > have been offered a great discount from our supplier on Checkmate
> > Pulse Oximeters. If enough folks (5-10) are interested we can get
> > these for $119.95. Sportys sells these for $169 so its a great price.
> >
> > I had my 6A up to 19,000 ft a few weeks ago and these Pulse Oximeters
> > are a great safety tool.
> >
> > Email me at: bisonmountain(at)gmail.com
> > to get on the list. Link to our
> > pulse oximeter webpage:
> > http://www.bisonmountainbags.com/checkmate.html We have lots of
> > other cool RV stuff if you have time to visit. Thanks.
> >
> > Kurt
> > www.bisonmountainbags.com <http://www.bisonmountainbags.com>
> > bisonmountain(at)gmail.com
> >
> >
> >
> > *
> >
> > *
>
>
> *
>
> 3D
>
> *
>
>
________________________________________________________________________________
| From: | Charles Kuss <chaskuss(at)yahoo.com> |
| Subject: | Re: RV-List:Pulse Oximeters was Fly above 8000 ft ? |
Bill,
Can you tell us which ones use commonly available batteries?
Charlie Kuss
--- On Mon, 9/15/08, Bill Boyd wrote:
> From: Bill Boyd <sportav8r(at)gmail.com>
> Subject: Re: RV-List: Fly above 8000 ft ?
> To: rv-list(at)matronics.com
> Date: Monday, September 15, 2008, 10:40 AM
> Be careful about one thing- the batteries they take. I have a SPO > medical
pule ox that I use in the office and in the RV. I got a good > deal on
it, but found the lithium battery does not last the claimed 1000 > readings,
and in 1/2AA size, is twenty dollars a pop to replace. Get
> one that uses AAA's or similar inexpensive battery.
>
> Bill B
snipped
________________________________________________________________________________
| From: | "Bill Boyd" <sportav8r(at)gmail.com> |
| Subject: | Re: RV-List:Pulse Oximeters was Fly above 8000 ft ? |
Nope. Haven't researched it. I only know mine doesn't, and I wish it did
:-)
On Mon, Sep 15, 2008 at 12:23 PM, Charles Kuss wrote:
>
> Bill,
> Can you tell us which ones use commonly available batteries?
> Charlie Kuss
>
>
> --- On Mon, 9/15/08, Bill Boyd wrote:
>
> > From: Bill Boyd <sportav8r(at)gmail.com>
> > Subject: Re: RV-List: Fly above 8000 ft ?
> > To: rv-list(at)matronics.com
> > Date: Monday, September 15, 2008, 10:40 AM
> > Be careful about one thing- the batteries they take. I have a SPO >
> medical pule ox that I use in the office and in the RV. I got a good >
> deal on it, but found the lithium battery does not last the claimed 1000 >
> readings, and in 1/2AA size, is twenty dollars a pop to replace. Get
> > one that uses AAA's or similar inexpensive battery.
> >
> > Bill B
> snipped
>
>
________________________________________________________________________________
| From: | "Wheeler North" <wnorth(at)sdccd.edu> |
| Subject: | Engine-landing gear mount loose |
Warning,
I was working on a project to move stuff away from my cooling outlet and
observed that the four lower bolts holding my engine/landing gear mount on
were in excess of 1/2 a turn loose, as in easily turnable by finger.
These are cotter pinned. TTIS is 1240 on an RV-6, bolts last checked three
years ago and I delayed this because I got tired of ruining good cotter pins
when nothing was ever loose.
So it's back to ruining cotter pins,,, I pulled a few of the bolts out and
explored, but I didn't find any reason for why things got loose in the last
200 hours but didn't in the first 1000???
Also, there was a rant some time ago about AD's and how they do or don't
apply to experimentals. The recent ECI Titan cylinder AD 2008-19-05 pretty
much applies to any installation where that range of serial number cylinders
with a specific part number are in service. While they do use the verbiage
"Lycoming engines with these cylinders installed" the focus is clearly the
cylinders irrespective of what you choose to call your Lycoming parallel
valve engine. They also list cases of engines and aircraft where these might
be found but they do not limit the AD to these groups. The focus is on those
parts as installed in an airplane.
If you have Titan cylinders but not those in that range or part numbers you
might want to note this in the engine logs.
________________________________________________________________________________
| From: | scott bilinski <rv8a2001(at)yahoo.com> |
I have found all sorts of loose bolts on the engine. First it was the exhaust bolts,
I had to tighten them 3 times before they would "hold". Then the valve covers
started leaking, nothing new, this is "normal". Well the screws were so
loose I could remove some with my fingers, now they have been tightened and the
leaks have stopped and have not come loose again since. The last couple bolts
I found loose were to the case halves! From what I have read about others and
their loose hardware experiences, the next upcoming annual just months away,
ALL fasteners will be checked over the entire aircraft.
Scott
________________________________________________________________________________
| From: | Michael Kraus <n223rv(at)wolflakeairport.net> |
Where did you get your engine?
-----Original Message-----
From: scott bilinski <rv8a2001(at)yahoo.com>
Sent: Tuesday, September 16, 2008 8:15 AM
Subject: RV-List: Loose bolts
I have found all sorts of loose bolts on the engine. First it was the exhaust bolts,
I had to tighten them 3 times before they would "hold". Then the valve covers
started leaking, nothing new, this is "normal". Well the screws were so
loose I could remove some with my fingers, now they have been tightened and the
leaks have stopped and have not come loose again since. The last couple bolts
I found loose were to the case halves! From what I have read about others and
their loose hardware experiences, the next upcoming annual just months away,
ALL fasteners will be checked over the entire aircraft.
Scott
________________________________________________________________________________
| From: | John Bright <john_s_bright(at)yahoo.com> |
| Subject: | paint shaker recommendation |
Can anyone recommend a paint shaker for quart and gallon cans?
Thanks,
John Bright
o:757-864-2305
h:757-874-0861
c:757-812-1909
http://www.facebook.com/people/John_Bright/1450601073
________________________________________________________________________________
| From: | "Bob J." <rocketbob(at)gmail.com> |
One of the engineers I know from Lycoming has told me in the past that
Lycoming case half bolts should be checked periodically for torque
(100in/lbs) and that its not uncommon to find loose bolts. In other words
check them at every condition inspection.
Regards,
Bob Japundza
RV-6 flying F1 under const.
On Tue, Sep 16, 2008 at 8:15 AM, scott bilinski wrote:
>
> I have found all sorts of loose bolts on the engine. First it was the
> exhaust bolts, I had to tighten them 3 times before they would "hold". Then
> the valve covers started leaking, nothing new, this is "normal". Well the
> screws were so loose I could remove some with my fingers, now they have been
> tightened and the leaks have stopped and have not come loose again since.
> The last couple bolts I found loose were to the case halves! From what I
> have read about others and their loose hardware experiences, the next
> upcoming annual just months away, ALL fasteners will be checked over the
> entire aircraft.
>
> Scott
>
>
________________________________________________________________________________
| From: | scott bilinski <rv8a2001(at)yahoo.com> |
They were tight when the engine was new/refurbed. This was after several hundred
hours flying.
Scott
----- Original Message ----
From: Michael Kraus <n223rv(at)wolflakeairport.net>
Sent: Tuesday, September 16, 2008 7:00:07 AM
Subject: RE: RV-List: Loose bolts
Where did you get your engine?
-----Original Message-----
From: scott bilinski <rv8a2001(at)yahoo.com>
Sent: Tuesday, September 16, 2008 8:15 AM
Subject: RV-List: Loose bolts
I have found all sorts of loose bolts on the engine. First it was the exhaust bolts,
I had to tighten them 3 times before they would "hold". Then the valve covers
started leaking, nothing new, this is "normal". Well the screws were so
loose I could remove some with my fingers, now they have been tightened and the
leaks have stopped and have not come loose again since. The last couple bolts
I found loose were to the case halves! From what I have read about others and
their loose hardware experiences, the next upcoming annual just months away,
ALL fasteners will be checked over the entire aircraft.
Scott
________________________________________________________________________________
| From: | "Schans, Jeffery" <JSchans(at)lycoming.textron.com> |
Here is the actual tightening procedure.
Jeff Schans
________________________________
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Bob J.
Sent: Tuesday, September 16, 2008 10:34 AM
Subject: Re: RV-List: Loose bolts
One of the engineers I know from Lycoming has told me in the past that
Lycoming case half bolts should be checked periodically for torque
(100in/lbs) and that its not uncommon to find loose bolts. In other
words check them at every condition inspection.
Regards,
Bob Japundza
RV-6 flying F1 under const.
On Tue, Sep 16, 2008 at 8:15 AM, scott bilinski
wrote:
I have found all sorts of loose bolts on the engine. First it was the
exhaust bolts, I had to tighten them 3 times before they would "hold".
Then the valve covers started leaking, nothing new, this is "normal".
Well the screws were so loose I could remove some with my fingers, now
they have been tightened and the leaks have stopped and have not come
loose again since. The last couple bolts I found loose were to the case
halves! From what I have read about others and their loose hardware
experiences, the next upcoming annual just months away, ALL fasteners
will be checked over the entire aircraft.
Scott
________________________________________________________________________________
| From: | "Bill Boyd" <sportav8r(at)gmail.com> |
| Subject: | Re: Fly above 8000 ft ? |
Also tells you if merely deeper breathing is working to increase your
oxygenation. It often helps enough, more than you'd think.
Bill B
On Tue, Sep 16, 2008 at 2:27 PM, scott bilinski wrote:
> Different people react differently to altitude. I know one woman pilot who
> needs oxygen above 8,000. Then there are other people who are in really good
> shape and they dont need Ox until 11~12k.
>
>
> Scott
>
>
________________________________________________________________________________
| From: | Scott <acepilot(at)bloomer.net> |
I think the original poster stated that nuts WITH cotter pins had
loosened. How does this happen? Isn't that what cotter pins are
supposed to prevent? If not, they're just extra weight I can eliminate
on my -4 :)
Scott
scott bilinski wrote:
>
>I have found all sorts of loose bolts on the engine. First it was the exhaust
bolts, I had to tighten them 3 times before they would "hold". Then the valve
covers started leaking, nothing new, this is "normal". Well the screws were so
loose I could remove some with my fingers, now they have been tightened and the
leaks have stopped and have not come loose again since. The last couple bolts
I found loose were to the case halves! From what I have read about others and
their loose hardware experiences, the next upcoming annual just months away,
ALL fasteners will be checked over the entire aircraft.
>
> Scott
>
>
>
>
>
>
>
--
Scott
http://corbenflyer.tripod.com/
Flying Corben Junior Ace - Building RV-4
Gotta Fly or Gonna Die
________________________________________________________________________________
| From: | BELTEDAIR(at)aol.com |
If your cotter pinned bolts are loose, two things to check were they really
torqued correctly the first time or did the Bolts STRECH. If they did,
replace them.
In a message dated 9/16/2008 2:30:29 P.M. Pacific Daylight Time,
acepilot(at)bloomer.net writes:
--> RV-List message posted by: Scott
I think the original poster stated that nuts WITH cotter pins had
loosened. How does this happen? Isn't that what cotter pins are
supposed to prevent? If not, they're just extra weight I can eliminate
on my -4 :)
Scott
scott bilinski wrote:
>--> RV-List message posted by: scott bilinski
>
>I have found all sorts of loose bolts on the engine. First it was the
exhaust bolts, I had to tighten them 3 times before they would "hold". Then the
valve covers started leaking, nothing new, this is "normal". Well the screws
were so loose I could remove some with my fingers, now they have been tightened
and the leaks have stopped and have not come loose again since. The last
couple bolts I found loose were to the case halves! From what I have read about
others and their loose hardware experiences, the next upcoming annual just
months away, ALL fasteners will be checked over the entire aircraft.
>
> Scott
>
>
>
>
>
>
>
--
Scott
http://corbenflyer.tripod.com/
Flying Corben Junior Ace - Building RV-4
Gotta Fly or Gonna Die
**************Psssst...Have you heard the news? There's a new fashion blog,
plus the latest fall trends and hair styles at StyleList.com.
(http://www.stylelist.com/trends?ncid=aolsty00050000000014)
________________________________________________________________________________
| From: | "John Fasching" <n1cxo320(at)salidaco.com> |
| Subject: | Blood Oxygen Levels |
I have lived at about 7,500-ft for over 20-years now so I am probably a
bit more adapted to low levels of Ox then 'flat-landers' but I thought
to add one more data point to your discussion regarding oxygen use.
Tomorrow I will leave home airport, and climb steadily until 13,500 to
cross the continental divide in Colorado....after crossing at Monarch
Pass I will descend to 12,500 to cruise altitude for another 45-minutes
to my destination.
Enroute at various altitudes I will use my rather expensive blood oxygen
meter to see what levels of ox I have in my system. At home I usually
see 86-89 % saturation.
I do have oxygen but will not be using it tomorrow...I've made this
trips many times so there's nothing new going on here. I'll post results
just to add to the discussion.
John
________________________________________________________________________________
| From: | RV6 Flyer <rv6_flyer(at)hotmail.com> |
| Subject: | Blood Oxygen Levels |
John:
Someone like me that lives near sea level=2C I would be falling asleep at t
hat low of O2 level. I have O2 and one of the old expensive blood oxygen m
eters. I need O2 when flying for more than 2 hours above 9=2C500.
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell=2C
2=2C159 + Flying Hours So. CA=2C USA
From: n1cxo320(at)salidaco.com
Subject: RV-List: Blood Oxygen Levels
Date: Tue=2C 16 Sep 2008 18:07:49 -0600
I have lived at about 7=2C500-ft for over 20-years
now so I am probably a bit more adapted to low levels of Ox then 'flat-land
ers'
but I thought to add one more data point to your discussion regarding oxyge
n
use.
Tomorrow I will leave home airport=2C and climb
steadily until 13=2C500 to cross the continental divide in Colorado....afte
r
crossing at Monarch Pass I will descend to 12=2C500 to cruise altitude for
another 45-minutes to my destination.
Enroute at various altitudes I will use my rather
expensive blood oxygen meter to see what levels of ox I have in my system.
At
home I usually see 86-89 % saturation.
I do have oxygen but will not be using it
tomorrow...I've made this trips many times so there's nothing new going on
here.
I'll post results just to add to the discussion.
John
_________________________________________________________________
See how Windows Mobile brings your life together=97at home=2C work=2C or on
the go.
________________________________________________________________________________
| From: | Fiveonepw(at)AOL.COM |
This is a phenomenon I have experienced on my RV-6A and also by other RV
builders I know. It was actually brought to my attention by another builder.
(Thanks, Charlie Bravo!) After some hours in operation, engine vibration &
flight loads will tend to compress the stack of materials at the engine mount
bolt locations on the firewall, resulting in a natural loosening of the nuts.
Each annual condition inspection, this is an item I religiously check and
address as necessary.
Mark Phillips - RV-6A "Mojo" 500 hours and warming up for the next C.I....
**************Psssst...Have you heard the news? There's a new fashion blog,
plus the latest fall trends and hair styles at StyleList.com.
(http://www.stylelist.com/trends?ncid=aolsty00050000000014)
________________________________________________________________________________
| From: | "Charles Heathco" <cheathco(at)cox.net> |
| Subject: | Re: Fly above 8000 ft ? |
I routinly fly above 12500 for long periods, much higher even, till have
to come down for gas, Im one of those reare ones that need less oxy I
suppose. Charlie h
________________________________________________________________________________
| From: | b e <bcrnfnp(at)sbcglobal.net> |
| Subject: | Re: Blood Oxygen Levels |
Agreed=0A=0A=0A=0A----- Original Message ----=0AFrom: N395V <Bearcat@bearca
taviation.com>=0ATo: rv-list(at)matronics.com=0ASent: Wednesday, September 17,
2008 7:23:16 AM=0ASubject: RV-List: Re: Blood Oxygen Levels=0A=0A--> RV-Li
st message posted by: "N395V" =0A=0A=0ABarry C
hapman wrote:=0A> John,=0A> =0A> Us flat landers in the medical community w
ould be ordering you home oxygen and likely portable oxygen if your pulse o
ximetry showed that low.- Normal for most adults is 92% or better.- If
you are indeed that low on oxygen (adapted or not) think of what your brain
is deprived of?- Oxygen!!- Low oxygen equates to decreased level of co
nsciousness, slowed brain function, and even possible damage to the brain c
ells.- BTW, this low of pulse ox is usually seen in those with emphysema
or COPD.- Also, don't let your AME know this, he'll ground you in a heart
beat.- Just my half of a nickels worth of input.=0A> =0A> Barry Chapman,
Family Nurse Practitioner=0A> RV-9A wings in progress=0A> =0A> Do not archi
ve=0A> =0A> =0A> ---=0A=0A=0ABarry,=0A=0ABy now he has significantly elevat
ed levels of 3DPG=0A=0Ahttp://en.wikipedia.org/wiki/2,3-Bisphosphoglycerate
=0A=0AThis allows his blood at lower Sats to oxygenate his tissue at the sa
me rate you and I do in th 90+% range.=0A=0AI would guess he would do fine
at 15-16000' without O2.=0A=0A--------=0AMilt=0A2003 F1 Rocket=0A2006 Radia
l Rocket=0A=0A=0A=0A=0ARead this topic online here:=0A=0Ahttp://forums.matr
=====================
________________________________________________________________________________
| From: | "Steve Glasgow" <willfly(at)carolina.rr.com> |
Before I begin let me ask two questions. How many times have you been given
traffic at three miles and you never saw the traffic? How much traffic do
we miss seeing because we are VFR and/or ATC has not pointed out the
traffic?
To keep the numbers simple lets use an RV traveling at 180 mph and a Jet
traveling at 540 mph.
With two RVs closing head on, we have 180 + 180 = 360 mph or 6
miles/minute. This means if there was another RV three miles ahead, both
aircraft would have 30 seconds to see and avoid the each other.
With an RV and a Jet closing head on, we have 180 + 540 = 720 mph or 12
miles/minute. This means if there was traffic three miles ahead, both
aircraft would have only 15 seconds to see and avoid the each other.
With a Jet directly behind an RV, we have 540 -180 = 360 mph or 6
miles/minute. This means the Jet would only have 30 seconds to see and
avoid running the RV. Assuming he/she is looking, now only one pilot has
just 30 seconds to see and avoid!
Except for takeoff and landings where they are restricted to 250 knots, Jets
and other faster planes generally fly above 10,000. Additionally, many
Jets and other faster planes regularly fly between 10,000 and 17,500
without positive control or VFR.
Therefore, unless there are rocks to avoid, my personal preference is to
stay below 10,000.
Im not telling anyone how to fly their airplane or suggesting flying above
10,000 is unsafe. Im just pointing out some facts that might be food for
thought.
Steve Glasgow - Cappy
willfly(at)carolina.rr.com
________________________________________________________________________________
| From: | Glen Matejcek <aerobubba(at)earthlink.net> |
| Subject: | Re: RV-List Digest: 25 Msgs - 09/16/08 |
>From: John Bright <john_s_bright(at)yahoo.com>
>Subject: RV-List: paint shaker recommendation
>
>Can anyone recommend a paint shaker for quart and gallon cans?
>
> Thanks,
While conducting some other business, I asked the paint distributor around the
corner what it would take to have them shake up some non-house paint. They said
they'd be happy to do it for free, anytime. Might be someone in your neck
of the woods who'd do the same.
Glen Matejcek
________________________________________________________________________________
| Subject: | Re: Blood Oxygen Levels |
| From: | "N395V" <Bearcat(at)bearcataviation.com> |
As a flatlander when making extended trips in the mountains I will usually spend
one or 2 nites at a 4000 ft elevation then one or 2 at 7000 feet and this helps
immensely.
In the past I have tried taking acetazolamide for 2 weeks before the trip as it
is supposed to enhance endogenous production of 3 dpg but I never really noticed
any benefit.
After about 2 weeks you at altitude you have probably started increasing your supply
of red blood cells which also helps.
I have never been a big fan of O2 sat monitors. I think it better for us low altitude
types to either just use O2 above 10,000 or go through some process of
acclimatization if we have the time to do so. Even then I wouldn't spend a lot
of time above 12,000 without O2.
Maybe we have a Pulmonologist on the list who can chime in and shed a little more
light on this.
--------
Milt
2003 F1 Rocket
2006 Radial Rocket
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 4771#204771
________________________________________________________________________________
| From: | scott bilinski <rv8a2001(at)yahoo.com> |
| Subject: | Re: Closure Rates |
I like to fly 10k to 12.5k to keep away from all the other traffic that flies below
10k. I understand your point, but at 12.5k I would guess you have at least
50% less traffic than you do at 8k. So which is better.......faster traffic
up high but less of them, or slower traffic down low and more of them?
Scott
----- Original Message ----
From: Steve Glasgow <willfly(at)carolina.rr.com>
Sent: Wednesday, September 17, 2008 7:20:47 AM
Subject: RV-List: Closure Rates
Before I begin let me ask two questions. How many times have you been given
traffic at three miles and you never saw the traffic? How much traffic do
we miss seeing because we are VFR and/or ATC has not pointed out the
traffic?
To keep the numbers simple lets use an RV traveling at 180 mph and a Jet
traveling at 540 mph.
With two RVs closing head on, we have 180 + 180 = 360 mph or 6
miles/minute. This means if there was another RV three miles ahead, both
aircraft would have 30 seconds to see and avoid the each other.
With an RV and a Jet closing head on, we have 180 + 540 = 720 mph or 12
miles/minute. This means if there was traffic three miles ahead, both
aircraft would have only 15 seconds to see and avoid the each other.
With a Jet directly behind an RV, we have 540 -180 = 360 mph or 6
miles/minute. This means the Jet would only have 30 seconds to see and
avoid running the RV. Assuming he/she is looking, now only one pilot has
just 30 seconds to see and avoid!
Except for takeoff and landings where they are restricted to 250 knots, Jets
and other faster planes generally fly above 10,000. Additionally, many
Jets and other faster planes regularly fly between 10,000 and 17,500
without positive control or VFR.
Therefore, unless there are rocks to avoid, my personal preference is to
stay below 10,000.
Im not telling anyone how to fly their airplane or suggesting flying above
10,000 is unsafe. Im just pointing out some facts that might be food for
thought.
Steve Glasgow - Cappy
willfly(at)carolina.rr.com
________________________________________________________________________________
| From: | "Ralph Finch" <rgf(at)dcn.davis.ca.us> |
"Except for takeoff and landings where they are restricted to 250 knots,
Jets and other faster planes generally fly above 10,000'. Additionally,
many Jets and other faster planes regularly fly between 10,000' and 17,500'
without positive control or VFR."
So pick up flight following above 10K. Even if other aircraft aren't talking
to Center, at that altitude they will have their Mode-C on and Center can
give you avoidance alerts.
________________________________________________________________________________
| From: | mark phipps <skydive80020(at)yahoo.com> |
| Subject: | Re: Closure Rates |
Steve, let me repond as an RV6A pilot and an En Route controller with over
20 years experience. The numbers you quote are close on closing times. Most
controllers try to call traffic soon enough to give either pilot time to r
espond, additionally you should know that we spend a great deal of time com
paring ground tracks, climb or descent rates, etc to determine if close pro
ximity is imminent. It is not our discretion to decide if we wish to call t
raffic to you, but it may be based upon controller workload. If the control
ler feels two aircraft may be too close and either not see each other, they
will recommend a course of action to alleviate the problem, it will not be
surprise to you. I am completely comfortable flying VFR in class B, C or D
airspace while receiving flight following that ATC will keep me appraised
of potential traffic problems.
-
M. Phipps
--- On Wed, 9/17/08, Steve Glasgow wrote:
From: Steve Glasgow <willfly(at)carolina.rr.com>
Subject: RV-List: Closure Rates
Date: Wednesday, September 17, 2008, 8:20 AM
Before I begin let me ask two questions. How many times have you been give
n
traffic at three miles and you never saw the traffic? How much traffic do
we miss seeing because we are VFR and/or ATC has not pointed out the
traffic?
To keep the numbers simple lets use an RV traveling at 180 mph and a Jet
traveling at 540 mph.
With two RV=A2s closing head on, we have 180 + 180 = 360 mph or 6
miles/minute. This means if there was another RV three miles ahead, both
aircraft would have 30 seconds to see and avoid the each other.
With an RV and a Jet closing head on, we have 180 + 540 = 720 mph or 12
miles/minute. This means if there was traffic three miles ahead, both
aircraft would have only 15 seconds to see and avoid the each other.
With a Jet directly behind an RV, we have 540 -180 = 360 mph or 6
miles/minute. This means the Jet would only have 30 seconds to see and
avoid running the RV. Assuming he/she is looking, now only one pilot has
just 30 seconds to see and avoid!
Except for takeoff and landings where they are restricted to 250 knots, Jet
s
and other faster planes generally fly above 10,000=A2. Additionally, many
Jets and other faster planes regularly fly between 10,000=A2 and 17,500=A2
without positive control or VFR.
Therefore, unless there are rocks to avoid, my personal preference is to
stay below 10,000=A2.
I=A2m not telling anyone how to fly their airplane or suggesting flying abo
ve
10,000=A2 is unsafe. I=A2m just pointing out some facts that might be food
for
thought.
Steve Glasgow - Cappy
willfly(at)carolina.rr.com
=0A=0A=0A
________________________________________________________________________________
| From: | "Ron Lee" <ronlee(at)pcisys.net> |
| Subject: | Re: Closure Rates |
> Except for takeoff and landings where they are restricted to 250 knots,
> Jets and other faster planes generally fly above 10,000. Additionally,
> many Jets and other faster planes regularly fly between 10,000 and 17,500
> without positive control or VFR.
>
> Im not telling anyone how to fly their airplane or suggesting flying
> above 10,000 is unsafe. Im just pointing out some facts that might be
> food for thought.
>
> Steve Glasgow - Cappy
My home airport is at 6840 feet so I rarely fly below 10,000' Over the
mountains 12,500' minimum and often 14,500' to 17,500'. Even when I
flew in Florida I was above 10,000'.
I use fly following and other than a FedEx plane leaving Memphis and
another airline flying into Orlando I have never seen a jet. The only other
called out jet was a F-117 (?) near White Sands. I did not see it. OK,
I just remember that flying over Denver Class B I see airliners. My point
relates to areas away from airports.
I stay above 10,000' to avoid other GA aircraft. I don't expect many other
aircraft of any sort in the areas I fly (between 10,000' and 17,500') and my
experience where I fly supports that. My limited time back east also
supports
that view but with less experience.
Ron Lee
________________________________________________________________________________
| From: | "John Jessen" <n212pj(at)gmail.com> |
I love flight following. Even if it's a no-joy, at least I know they
spotted something and will stay on top of it. Once going from Boston to
White Plains they cut me loose during a heavy traffic situation, and man, I
tell you, that got my attention. Right smack dab in the middle of the
busiest airspace in the country, being let go from radar services, going
into a busy airport on a hazy summer day, VFR, after seeing all sorts of
traffic at all sorts of altitudes, hearing all kinds of chatter over the
frequencies, it gets the old ticker pumping. And, it makes you realize just
how valuable flight following is for the VFR only pilot.
Out here in the west, I fly anywhere from 1,500 to 12,500 going over the
mountains, and anytime I'm above 3,000 and going any distance, I usually get
hooked up with them. Highly recommend it.
John J
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Ron Lee
Subject: Re: RV-List: Closure Rates
...I use fly following and other than a FedEx plane leaving Memphis and
another airline flying into Orlando I have never seen a jet...
________________________________________________________________________________
| From: | "Wheeler North" <wnorth(at)sdccd.edu> |
Yeah,
It is likely compression of both the metal stack and the tube that projects
out which is the weld point for the rest of the mount.
What is frustrating is the four stayed tight for 1000 hours and then got
loose in the last 200.
On the case half discussion, all cases flex a microscopic amount as the
cylinder is projected away from the piston. Ya, you should check those
fasteners every chance you get.
On the Titan ECI AD, piss, I got 'em, fortunately am very low in the A group
and now need to do a comp check every 50 instead of 100 hours. And they did
a "hartzel" bait and switch by making them throwaway units after the fact.
Not that I disagree with this, running cylinders beyond the original TBO
comes at some increased risk. Given the low cost differential between
overhauled and new it is hard to justify reusing them over peace of mind.
But still it rankles one's sensibilities.
________________________________________________________________________________
| From: | "Bill Boyd" <sportav8r(at)gmail.com> |
| Subject: | Re: Fly above 8000 ft ? |
How would you know? Hypoxemic impairment is transparent to the sufferer.
You will be the last to know that your O2 levels are too low, absent a pulse
oximeter.
Bill B
On Wed, Sep 17, 2008 at 8:30 AM, Charles Heathco wrote:
> I routinly fly above 12500 for long periods, much higher even, till have
> to come down for gas, Im one of those reare ones that need less oxy I
> suppose. Charlie h
>
> *
>
> *
>
>
________________________________________________________________________________
| From: | "John Fasching" <n1cxo320(at)salidaco.com> |
| Subject: | Blood Oxygen Levels |
I made the flight I mentioned. Here's what I saw re ox levels.
On ground before starting...airport 7523 msl OX level 90% saturadtion
Climbing through 11,000 -ft msl OX level 84% saturation.
At 13,.500 crossing the continental divide near Monarch Pass 79%
saturation
Level off at 12,500 to cruise westbound, OX level 80%
After cruising 30 minutes at 12,500 OX level at 82%
No adverse effect, no tiredness, mental confusion, or any other
abnormalties
I might mention I am 78-years old.
It was just a very nice flight.
FWIW
John
________________________________________________________________________________
| From: | RICHARD MILLER <rickpegser(at)yahoo.com> |
| Subject: | Re: Closure Rates |
steve
if you keep asking these question and we will all be required to have tcas.
occasiobally i have to fly to the SF bay area, and have never liked it. but the
big boys are not the ones that i worry about. we have a large collection of
migs and l-39s here. those are the guys that are tough to see. While it does seem
to happen the odds that you put your aircraft in the same fifty foot box as
somebody else enroute, is very slim. the odds of this happening though, see
pic is much higher
rick
________________________________________________________________________________
| From: | "Scott Kuebler" <scottam65(at)gmail.com> |
| Subject: | RV-6 / 6a kit for sale |
RV-6 / 6a kit for sale.
Empennage: Complete except for fiberglass tips. Includes electric elevator
trim kit. All parts are alodined and primed with Marhyde primer.
Wings & Phlogiston Spar: Both skeletons fully assembled. Top skins
riveted. Both tanks are complete and sealed. Flaps and ailerons complete,
but not fitted. Includes electric aileron trim kit. All parts are alodined
and primed with Deft epoxy primer (Mil-P-23377G).
Both kits are the pre-punched versions purchased in 1997 & 1998 by myself.
Construction is excellent. Preview plans and Orndorff videos are included
for both kits.
Detailed photos are available upon request.
Must sell. The first $3750 takes it all. Buyer arranges transportation.
If all items were purchased separately the price would be more than $6500
for the unassembled kits.
Regards,
Scott Kuebler
Buffalo, NY
716-510-0318- cell
scottam65(at)gmail.com
________________________________________________________________________________
| From: | "Bill Boyd" <sportav8r(at)gmail.com> |
| Subject: | Re: Blood Oxygen Levels |
Speculating here, John, but even with a high hemoglobin level (which affects
tissue delivery, but not partial pressure) and a right-shifted dissociation
curve, you're not likely above 55 Torr PaO2 at that 79% pulse ox reading (if
it's accurate), and that's hypoxemic impairment territory, IMO. Why not don
the oxygen cannula at 13,500 and increase your chances of being a Flying
Octagenarian, one day?
Hope I can do at 78 what you are. Will know in another 26 years.
Bill B
On Wed, Sep 17, 2008 at 2:19 PM, John Fasching wrote:
> I made the flight I mentioned. Here's what I saw re ox levels.
>
> On ground before starting...airport 7523 msl OX level 90% saturadtion
>
> Climbing through 11,000 -ft msl OX level 84% saturation.
>
> At 13,.500 crossing the continental divide near Monarch Pass 79% saturation
>
> Level off at 12,500 to cruise westbound, OX level 80%
>
> After cruising 30 minutes at 12,500 OX level at 82%
>
> No adverse effect, no tiredness, mental confusion, or any other
> abnormalties
>
> I might mention I am 78-years old.
>
> It was just a very nice flight.
>
> FWIW
>
> John
>
> *
>
> *
>
>
________________________________________________________________________________
| From: | Charles Kuss <chaskuss(at)yahoo.com> |
| Subject: | Re: Fly above 8000 ft ? |
One simple test is to fly right seat. Have the pilot call out a point on the sectional
map and see how long it takes you to find it at 10,000 feet. Go on oxygen,
wait 3 minutes and try to find another point on the map. My location time
dropped by 67% on oxygen. As Bill mentions, you don't realize how impaired you
are until you perform a repeatable test.
Charlie Kuss
--- On Wed, 9/17/08, Bill Boyd wrote:
> From: Bill Boyd <sportav8r(at)gmail.com>
> Subject: Re: RV-List: Fly above 8000 ft ?
> To: rv-list(at)matronics.com
> Date: Wednesday, September 17, 2008, 2:02 PM
> How would you know? Hypoxemic impairment is transparent to
> the sufferer.
> You will be the last to know that your O2 levels are too
> low, absent a pulse
> oximeter.
>
> Bill B
>
> On Wed, Sep 17, 2008 at 8:30 AM, Charles Heathco
> wrote:
>
> > I routinly fly above 12500 for long periods, much
> higher even, till have
> > to come down for gas, Im one of those reare ones that
> need less oxy I
> > suppose. Charlie h
> >
> > *
> >
> > *
> >
> >
________________________________________________________________________________
| From: | "Timothy E. Cone" <tcone1(at)comcast.net> |
| Subject: | Re: Fly above 8000 ft ? |
I hate to be the one to suggest something as basic as training, but...
You can, and I feel should, avail yourself of the altitude chamber training
that the FAA provides.
http://www.faa.gov/pilots/training/airman_education/aerospace_physiology/
I know that people "feel fine"...wouldn't it be better to expand your
knowledge base?
Tim
----- Original Message -----
From: "Charles Kuss" <chaskuss(at)yahoo.com>
Sent: Wednesday, September 17, 2008 5:32 PM
Subject: Re: RV-List: Fly above 8000 ft ?
>
> One simple test is to fly right seat. Have the pilot call out a point on
> the sectional map and see how long it takes you to find it at 10,000 feet.
> Go on oxygen, wait 3 minutes and try to find another point on the map. My
> location time dropped by 67% on oxygen. As Bill mentions, you don't
> realize how impaired you are until you perform a repeatable test.
> Charlie Kuss
>
>
> --- On Wed, 9/17/08, Bill Boyd wrote:
>
>> From: Bill Boyd <sportav8r(at)gmail.com>
>> Subject: Re: RV-List: Fly above 8000 ft ?
>> To: rv-list(at)matronics.com
>> Date: Wednesday, September 17, 2008, 2:02 PM
>> How would you know? Hypoxemic impairment is transparent to
>> the sufferer.
>> You will be the last to know that your O2 levels are too
>> low, absent a pulse
>> oximeter.
>>
>> Bill B
>>
>> On Wed, Sep 17, 2008 at 8:30 AM, Charles Heathco
>> wrote:
>>
>> > I routinly fly above 12500 for long periods, much
>> higher even, till have
>> > to come down for gas, Im one of those reare ones that
>> need less oxy I
>> > suppose. Charlie h
>> >
>> > *
>> >
>> > *
>> >
>> >
>
>
>
________________________________________________________________________________
| From: | "Steve Glasgow" <willfly(at)carolina.rr.com> |
| Subject: | Re: Closure RatesClosure Rates |
Scott, your question "which is best" implies a known quantity of which you
have determined by a guess. One thing that is not a guess is every one of
the planes that go above 10,000' will come back down at some time.
As pointed out by the controller, positive control of both aircraft on a
collision course is very helpful. Flight Following may or may not help.
Those that use Flight Following are well aware that you are on the bottom of
the totem pole, and many times are told Flight Following is canceled swank
1200. Also there are many areas where it is not available.
Over my many years or airline flying, I can't tell you how may times I have
been vectored away from slower aircraft above 10,000' who were not in
positive control. The guy we were vectored around never even knew he had
created a problem because he was VFR, not looking or did not see us.
Just because we can't see them doesn't mean they are not there. The skies
are very crowded and there are more and more light jets in the air every
day.
But as my original posts stated, "Additionally, many Jets and other faster
planes regularly fly between 10,000 and 17,500 without positive control or
VFR". Note: I said, "without positive control or VFR". These are the ones
I am primarily concerned about.
Again as stated in my previous post, "I'm not telling anyone how to fly
their airplane or suggesting flying above
10,000 is unsafe. I'm just pointing out some facts that might be food for
thought."
Steve Glasgow-Cappy
willfly(at)carolina.rr.com
704-362-0005 Home
________________________________________________________________________________
| From: | linn Walters <pitts_pilot(at)bellsouth.net> |
| Subject: | Re: Closure Rates |
I don't fly that high ...... yet ......... so my question is ...... is
the problem due to 'vfr' traffic not holding to the odd/even +500
enroute or is the system mucked up by climbing/descending aircraft .....
of all types????
Other than filing a VFR flight plan, what else can we do???
Linn
Steve Glasgow wrote:
>
> Scott, your question "which is best" implies a known quantity of which
> you have determined by a guess. One thing that is not a guess is
> every one of the planes that go above 10,000' will come back down at
> some time.
>
> As pointed out by the controller, positive control of both aircraft on
> a collision course is very helpful. Flight Following may or may not
> help. Those that use Flight Following are well aware that you are on
> the bottom of the totem pole, and many times are told Flight Following
> is canceled swank 1200. Also there are many areas where it is not
> available.
>
> Over my many years or airline flying, I can't tell you how may times I
> have been vectored away from slower aircraft above 10,000' who were
> not in positive control. The guy we were vectored around never even
> knew he had created a problem because he was VFR, not looking or did
> not see us.
>
> Just because we can't see them doesn't mean they are not there. The
> skies are very crowded and there are more and more light jets in the
> air every day.
>
> But as my original posts stated, "Additionally, many Jets and other
> faster planes regularly fly between 10,000 and 17,500 without positive
> control or VFR". Note: I said, "without positive control or VFR".
> These are the ones I am primarily concerned about.
>
> Again as stated in my previous post, "I'm not telling anyone how to
> fly their airplane or suggesting flying above
> 10,000 is unsafe. I'm just pointing out some facts that might be food
> for thought."
>
> Steve Glasgow-Cappy
> willfly(at)carolina.rr.com
> 704-362-0005 Home
>
>
________________________________________________________________________________
| From: | Richard Reynolds <rvreynolds(at)macs.net> |
| Subject: | Re: Fly above 8000 ft ? |
I do not remember were I heard it or read it.
The 12,500 ft rule was established in the late 30' using young,
physical fit, healthy flyers.
Most of us have passed the young and physically fit criteria.
I am a flat lander, elevation 14 ft, and use O2 above 8000 ft and
above 5000 ft at night.
Richard Reynolds
Norfolk, VA
________________________________________________________________________________
| From: | George Inman 204 287 8334 <ghinman(at)mts.net> |
**
<http://www.aircraftspruce.com/catalog/hapages/ms27151palnuts.php>
I noticed one guy had -MS27151 PAL NUTS - ON TOP of the regular
nuts on his crank case bolts.
I do not know if this works,but may be worth a try for those who
have had loose engine bolts.
--
George H. Inman
ghinman(at)mts.net
________________________________________________________________________________
| From: | Kevin Horton <khorton01(at)rogers.com> |
| Subject: | Re: Closure Rates |
Well, an IFR aircraft on autopilot could easily be 150 ft high or low
from the nominal altitude, once you consider normally seen static system
position errors, altimeter errors, autopilot altitude hold tolerances,
and differences in altimeter settings from region to region. If the
aircraft is not on autopilot, you can add another 100 ft to that, for
plus or minus 250 ft.
If we have an amateur-built aircraft, the vast majority have completely
unknown static system position errors, as most builders don't take the
time to learn how to determine them. I've seen reports from several RV
builders who report static system position errors of more than 100 ft.
For VFR traffic not using flight following, they may very well be using
a different altimeter setting than the IFR traffic.
Even if the IFR and VFR traffic are making reasonable efforts to fly the
correct altitudes, they could easily be less than 200 ft apart in
altitude, maybe even closer.
Thing you can do:
1. Use flight following. This ensures you are using the same altimeter
setting as the IFR traffic. It also helps cue to where to look for some
traffic.
2. Determine the static system position error of your aircraft. If it
is large, either make some mods to reduce it, or at least deliberately
fly an indicated altitude so as to be at the correct real altitude. For
example, if you determine that your altimeter will be reading 100 ft too
low due to static system position error, you could deliberately fly 8400
ft indicated, instead of 8500 ft, to account for this static system
position error. Of course there is no way to correct the altitudes
reported by the transponder for static system position error, so the
best approach is to make mods to the static system to reduce the error.
How to determine static system position error:
http://www.kilohotel.com/rv8/rvlinks/ssec.html
Kevin Horton
linn Walters wrote:
>
> I don't fly that high ...... yet ......... so my question is ...... is
> the problem due to 'vfr' traffic not holding to the odd/even +500
> enroute or is the system mucked up by climbing/descending aircraft
> ..... of all types????
>
> Other than filing a VFR flight plan, what else can we do???
> Linn
>
>
> Steve Glasgow wrote:
>>
>> Scott, your question "which is best" implies a known quantity of
>> which you have determined by a guess. One thing that is not a guess
>> is every one of the planes that go above 10,000' will come back down
>> at some time.
>>
>> As pointed out by the controller, positive control of both aircraft
>> on a collision course is very helpful. Flight Following may or may
>> not help. Those that use Flight Following are well aware that you are
>> on the bottom of the totem pole, and many times are told Flight
>> Following is canceled swank 1200. Also there are many areas where it
>> is not available.
>>
>> Over my many years or airline flying, I can't tell you how may times
>> I have been vectored away from slower aircraft above 10,000' who were
>> not in positive control. The guy we were vectored around never even
>> knew he had created a problem because he was VFR, not looking or did
>> not see us.
>>
>> Just because we can't see them doesn't mean they are not there. The
>> skies are very crowded and there are more and more light jets in the
>> air every day.
>>
>> But as my original posts stated, "Additionally, many Jets and other
>> faster planes regularly fly between 10,000 and 17,500 without
>> positive control or VFR". Note: I said, "without positive control or
>> VFR". These are the ones I am primarily concerned about.
>>
>> Again as stated in my previous post, "I'm not telling anyone how to
>> fly their airplane or suggesting flying above
>> 10,000 is unsafe. I'm just pointing out some facts that might be
>> food for thought."
>>
>> Steve Glasgow-Cappy
>> willfly(at)carolina.rr.com
>> 704-362-0005 Home
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
--
Kevin Horton
RV-8 (Flight Test Phase)
Ottawa, Canada
http://www.kilohotel.com/rv8
________________________________________________________________________________
| From: | "John Fasching" <n1cxo320(at)salidaco.com> |
Thanks to all for the suggestions regarding high altitude flight and
oxygen.
For what its worth I do have oxygen in the plane and normally use it for
any sustained flights and have used it for testing the airplane as high
as 17.600 feet.
thanks again
John
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Picture Source... |
Does anyone know where this picture came from off the Van's web site? I'd love
to get some other shots of this particular aircraft as I want to paint my RV-8
the same color.
Thanks for any leads...
Matt
________________________________________________________________________________
| From: | Carlos Hernandez <carlosh(at)structuralaz.com> |
| Subject: | Re: Picture Source... |
I believe it to be Doug Reeves form VAF. http://www.dougreeves.com/
Matt Dralle wrote:
>
>
> Does anyone know where this picture came from off the Van's web site? I'd love
to get some other shots of this particular aircraft as I want to paint my RV-8
the same color.
>
> Thanks for any leads...
>
> Matt
>
>
> ------------------------------------------------------------------------
>
> ------------------------------------------------------------------------
>
> Checked by AVG.
>
--
Carlos Hernandez <carlosh@sec-engr.com>
Structural Engineers Company
2963 W. Elliot Rd. - Suite 3
Chandler, AZ 85224
Phone: 480.968.8600
Fax: 480.968.8608
www.sec-engr.com
CONFIDENTIALITY NOTICE
The information in this email may be confidential and/or privileged.
This email is intended to be reviewed by only the individual or
organization named above. If you are not the intended recipient or
an authorized representative of the intended recipient, you are hereby
notified that any review, dissemination or copyingof this email and
its attachments, if any, or the information contained herein is
prohibited. If you havereceived this email in error, please
immediately notify the sender by return email and delete this email
from your system.
________________________________________________________________________________
| From: | "John Huft" <rv8tor(at)lazy8.net> |
| Subject: | Picture Source... |
That is Paul Shattauers (spelling is wrong I'm sure) airplane.
Jh
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Matt Dralle
Sent: Friday, September 19, 2008 9:46 AM
Subject: RV-List: Picture Source...
Does anyone know where this picture came from off the Van's web site? I'd
love to get some other shots of this particular aircraft as I want to paint
my RV-8 the same color.
Thanks for any leads...
Matt
________________________________________________________________________________
| From: | Carlos Hernandez <carlosh(at)structuralaz.com> |
| Subject: | Re: Picture Source... |
Oops... try this one, www.deltaromeo.com - Yeah this one's the ticket!
Sorry about that.
Carlos
Carlos Hernandez wrote:
>
>
> I believe it to be Doug Reeves form VAF. http://www.dougreeves.com/
>
> Matt Dralle wrote:
>>
>>
>> Does anyone know where this picture came from off the Van's web
>> site? I'd love to get some other shots of this particular aircraft
>> as I want to paint my RV-8 the same color.
>>
>> Thanks for any leads...
>>
>> Matt
>>
>> ------------------------------------------------------------------------
>>
>> ------------------------------------------------------------------------
>>
>> Checked by AVG.
>
--
Carlos Hernandez <carlosh@sec-engr.com>
Structural Engineers Company
2963 W. Elliot Rd. - Suite 3
Chandler, AZ 85224
Phone: 480.968.8600
Fax: 480.968.8608
www.sec-engr.com
CONFIDENTIALITY NOTICE
The information in this email may be confidential and/or privileged.
This email is intended to be reviewed by only the individual or
organization named above. If you are not the intended recipient or
an authorized representative of the intended recipient, you are hereby
notified that any review, dissemination or copyingof this email and
its attachments, if any, or the information contained herein is
prohibited. If you havereceived this email in error, please
immediately notify the sender by return email and delete this email
from your system.
________________________________________________________________________________
| From: | "Jack Hilditch" <wmjack1(at)t3cs.net> |
| Subject: | Picture Source... |
Matt,
Is this the same RV-8? It's one of my favorites but I can't recall who posted it
to VAF.
Jack Hilditch
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Matt Dralle
Sent: Friday, September 19, 2008 11:46 AM
Subject: RV-List: Picture Source...
Does anyone know where this picture came from off the Van's web site? I'd love
to get some other shots of this particular aircraft as I want to paint my RV-8
the same color.
Thanks for any leads...
Matt
________________________________________________________________________________
| From: | "Bill Boyd" <sportav8r(at)gmail.com> |
| Subject: | Re: Picture Source... |
I'm almost certain that's a -9 in the photo Matt referenced... look at the
aspect ratio on that wing; very non-traditional RV profile. Just my guess.
Bill B
On Fri, Sep 19, 2008 at 1:16 PM, Jack Hilditch wrote:
> Matt,
>
> Is this the same RV-8? It's one of my favorites but I can't recall who
> posted it
> to VAF.
>
>
> Jack Hilditch
>
>
> -----Original Message-----
> From: owner-rv-list-server(at)matronics.com
> [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Matt Dralle
> Sent: Friday, September 19, 2008 11:46 AM
> To: rv-list(at)matronics.com; rv8-list(at)matronics.com
> Subject: RV-List: Picture Source...
>
>
> Does anyone know where this picture came from off the Van's web site? I'd
> love
> to get some other shots of this particular aircraft as I want to paint my
> RV-8
> the same color.
>
> Thanks for any leads...
>
> Matt
>
>
________________________________________________________________________________
| From: | "Jack Hilditch" <wmjack1(at)t3cs.net> |
| Subject: | Picture Source... |
You may be right on that Bill. I'm so used to a close-up view of the rivets on
my -9A project fuse that I seldom step back to look at the wings as a whole. I
just assumed that since Matt was building an -8 the photo would be of one as
well. Goes to show that the acronym for 'assume' is correct.
Jack
_____
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Bill Boyd
Sent: Friday, September 19, 2008 1:44 PM
Subject: Re: RV-List: Picture Source...
I'm almost certain that's a -9 in the photo Matt referenced... look at the
aspect ratio on that wing; very non-traditional RV profile. Just my guess.
Bill B
On Fri, Sep 19, 2008 at 1:16 PM, Jack Hilditch wrote:
Matt,
Is this the same RV-8? It's one of my favorites but I can't recall who posted it
to VAF.
Jack Hilditch
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Matt Dralle
Sent: Friday, September 19, 2008 11:46 AM
Subject: RV-List: Picture Source...
Does anyone know where this picture came from off the Van's web site? I'd love
to get some other shots of this particular aircraft as I want to paint my RV-8
the same color.
Thanks for any leads...
Matt
________________________________________________________________________________
| From: | Carlos Hernandez <carlosh(at)structuralaz.com> |
| Subject: | Re: Picture Source... |
No, it's an -8. http://www.airport-data.com/aircraft/N808PS.html
Carlos
Jack Hilditch wrote:
>
> You may be right on that Bill. Im so used to a close-up view of the
> rivets on my -9A project fuse that I seldom step back to look at the
> wings as a whole. I just assumed that since Matt was building an -8
> the photo would be of one as well. Goes to show that the acronym for
> assume is correct.
>
> *Jack ***
>
> ------------------------------------------------------------------------
>
> *From:* owner-rv-list-server(at)matronics.com
> [mailto:owner-rv-list-server(at)matronics.com] *On Behalf Of *Bill Boyd
> *Sent:* Friday, September 19, 2008 1:44 PM
> *To:* rv-list(at)matronics.com
> *Subject:* Re: RV-List: Picture Source...
>
> I'm almost certain that's a -9 in the photo Matt referenced... look at
> the aspect ratio on that wing; very non-traditional RV profile. Just
> my guess.
>
> Bill B
>
> On Fri, Sep 19, 2008 at 1:16 PM, Jack Hilditch > wrote:
>
> Matt,
>
> Is this the same RV-8? It's one of my favorites but I can't recall who
> posted it
> to VAF.
>
>
> Jack Hilditch
>
>
> -----Original Message-----
> From: owner-rv-list-server(at)matronics.com
>
> [mailto:owner-rv-list-server(at)matronics.com
> ] On Behalf Of Matt Dralle
> Sent: Friday, September 19, 2008 11:46 AM
> To: rv-list(at)matronics.com ;
> rv8-list(at)matronics.com
> Subject: RV-List: Picture Source...
>
>
> Does anyone know where this picture came from off the Van's web site?
> I'd love
> to get some other shots of this particular aircraft as I want to paint
> my RV-8
> the same color.
>
> Thanks for any leads...
>
> Matt
>
> * *
> * *
> **
> **
> **
> **
> **
> **
> **
> *http://www.matronics.com/contribution*
> * *
> *
>
>
> *
> ------------------------------------------------------------------------
>
> Checked by AVG.
>
--
Carlos Hernandez <carlosh@sec-engr.com>
Structural Engineers Company
2963 W. Elliot Rd. - Suite 3
Chandler, AZ 85224
Phone: 480.968.8600
Fax: 480.968.8608
www.sec-engr.com
CONFIDENTIALITY NOTICE
The information in this email may be confidential and/or privileged.
This email is intended to be reviewed by only the individual or
organization named above. If you are not the intended recipient or
an authorized representative of the intended recipient, you are hereby
notified that any review, dissemination or copyingof this email and
its attachments, if any, or the information contained herein is
prohibited. If you havereceived this email in error, please
immediately notify the sender by return email and delete this email
from your system.
________________________________________________________________________________
| From: | "Bill Boyd" <sportav8r(at)gmail.com> |
| Subject: | Re: Picture Source... |
Whatever. Must be the sexy wing tips and the tandem fuselage :-) Certainly
doesn't look like the short & stubby -6, -7 RV wing planform from this
angle. If you've found the registration number, you've found the owner and,
with a phone call, the paint spec. Good job.
-Bill
On Fri, Sep 19, 2008 at 2:52 PM, Carlos Hernandez
wrote:
>
> No, it's an -8. http://www.airport-data.com/aircraft/N808PS.html
>
> Carlos
>
> Jack Hilditch wrote:
>
>>
>> You may be right on that Bill. I'm so used to a close-up view of the
>> rivets on my -9A project fuse that I seldom step back to look at the wings
>> as a whole. I just assumed that since Matt was building an -8 the photo
>> would be of one as well. Goes to show that the acronym for 'assume' is
>> correct.
>>
>> *Jack ***
>>
>> ------------------------------------------------------------------------
>>
>> *From:* owner-rv-list-server(at)matronics.com [mailto:
>> owner-rv-list-server(at)matronics.com] *On Behalf Of *Bill Boyd
>> *Sent:* Friday, September 19, 2008 1:44 PM
>> *To:* rv-list(at)matronics.com
>> *Subject:* Re: RV-List: Picture Source...
>>
>> I'm almost certain that's a -9 in the photo Matt referenced... look at the
>> aspect ratio on that wing; very non-traditional RV profile. Just my guess.
>>
>> Bill B
>>
>> On Fri, Sep 19, 2008 at 1:16 PM, Jack Hilditch > wmjack1(at)t3cs.net>> wrote:
>>
>> Matt,
>>
>> Is this the same RV-8? It's one of my favorites but I can't recall who
>> posted it
>> to VAF.
>>
>>
>>
>> Jack Hilditch
>>
>>
>> -----Original Message-----
>> From: owner-rv-list-server(at)matronics.com <mailto:
>> owner-rv-list-server(at)matronics.com>
>> [mailto:owner-rv-list-server(at)matronics.com > owner-rv-list-server(at)matronics.com>] On Behalf Of Matt Dralle
>> Sent: Friday, September 19, 2008 11:46 AM
>> To: rv-list(at)matronics.com ;
>> rv8-list(at)matronics.com
>> Subject: RV-List: Picture Source...
>>
>>
>>
>> Does anyone know where this picture came from off the Van's web site? I'd
>> love
>> to get some other shots of this particular aircraft as I want to paint my
>> RV-8
>> the same color.
>>
>> Thanks for any leads...
>>
>> Matt
>>
>> * *
>> * *
>> **
>> **
>> **
>> **
>> **
>> **
>> **
>> *http://www.matronics.com/contribution*
>> * *
>> *
>>
>>
>> *
>> ------------------------------------------------------------------------
>>
>> Checked by AVG.
>>
>
> --
> Carlos Hernandez <carlosh@sec-engr.com>
> Structural Engineers Company
> 2963 W. Elliot Rd. - Suite 3
> Chandler, AZ 85224
> Phone: 480.968.8600
> Fax: 480.968.8608
> www.sec-engr.com
>
>
> CONFIDENTIALITY NOTICE
>
> The information in this email may be confidential and/or privileged.
> This email is intended to be reviewed by only the individual or
> organization named above. If you are not the intended recipient or
> an authorized representative of the intended recipient, you are hereby
> notified that any review, dissemination or copyingof this email and
> its attachments, if any, or the information contained herein is
> prohibited. If you havereceived this email in error, please
> immediately notify the sender by return email and delete this email
> from your system.
>
>
________________________________________________________________________________
| From: | John Morgensen <john(at)morgensen.com> |
| Subject: | Re: Picture Source... |
I have seen this airplane in the Reno area. I think it is named, "Red
Ryder".
Carlos Hernandez wrote:
>
>
> No, it's an -8. http://www.airport-data.com/aircraft/N808PS.html
>
> Carlos
>
> Jack Hilditch wrote:
>>
>> You may be right on that Bill. Im so used to a close-up view of the
>> rivets on my -9A project fuse that I seldom step back to look at the
>> wings as a whole. I just assumed that since Matt was building an -8
>> the photo would be of one as well. Goes to show that the acronym for
>> assume is correct.
>>
>> *Jack ***
>>
>> ------------------------------------------------------------------------
>>
>> *From:* owner-rv-list-server(at)matronics.com
>> [mailto:owner-rv-list-server(at)matronics.com] *On Behalf Of *Bill Boyd
>> *Sent:* Friday, September 19, 2008 1:44 PM
>> *To:* rv-list(at)matronics.com
>> *Subject:* Re: RV-List: Picture Source...
>>
>> I'm almost certain that's a -9 in the photo Matt referenced... look
>> at the aspect ratio on that wing; very non-traditional RV profile.
>> Just my guess.
>>
>> Bill B
>>
>> On Fri, Sep 19, 2008 at 1:16 PM, Jack Hilditch > > wrote:
>>
>> Matt,
>>
>> Is this the same RV-8? It's one of my favorites but I can't recall
>> who posted it
>> to VAF.
>>
>>
>>
>> Jack Hilditch
>>
>>
>> -----Original Message-----
>> From: owner-rv-list-server(at)matronics.com
>>
>> [mailto:owner-rv-list-server(at)matronics.com
>> ] On Behalf Of Matt Dralle
>> Sent: Friday, September 19, 2008 11:46 AM
>> To: rv-list(at)matronics.com ;
>> rv8-list(at)matronics.com
>> Subject: RV-List: Picture Source...
>>
>>
>>
>> Does anyone know where this picture came from off the Van's web site?
>> I'd love
>> to get some other shots of this particular aircraft as I want to
>> paint my RV-8
>> the same color.
>>
>> Thanks for any leads...
>>
>> Matt
>>
>> * *
>> * *
>> **
>> **
>> **
>> **
>> **
>> **
>> **
>> *http://www.matronics.com/contribution*
>> * *
>> *
>>
>>
>> *
>> ------------------------------------------------------------------------
>>
>> Checked by AVG.
>
________________________________________________________________________________
| From: | Carlos Hernandez <carlosh(at)structuralaz.com> |
| Subject: | Re: Picture Source... |
Here's a better picture of the plane.
http://www.jetphotos.net/viewphoto.php?id=5961145
Carlos
________________________________________________________________________________
| From: | Fiveonepw(at)aol.com |
| Subject: | Re: Picture Source... |
In a message dated 9/19/2008 11:59:35 A.M. Central Daylight Time,
rv8tor(at)lazy8.net writes:
That is Paul Shattauers (spelling is wrong I'm sure) airplane.
It is indeed Paul's RV-8 and was perhaps the last plane finished by Mike
Taylor at Tuscaloosa AL (TCL) just before he robbed me and several others of our
deposits as we were waiting for paint. The biggest crime is that I have
seen several planes he painted, and Mike did absolutely beautiful work. An RV-4
that Taylor had started was finished by Bobby Potts in the same facility,
which Bobby owns. I was so impressed with Bobbys integrity and quality of
work, that he painted my plane.
see: _http://websites.expercraft.com/n51pw/index.php?q=log_entry&log_id=5270_
(http://websites.expercraft.com/n51pw/index.php?q=log_entry&log_id=5270)
and click Next Entry>> at top for my whole paint story.
Mark Phillips
**************Looking for simple solutions to your real-life financial
challenges? Check out WalletPop for the latest news and information, tips and
calculators. (http://www.walletpop.com/?NCID=emlcntuswall00000001)
________________________________________________________________________________
| From: | "John Porter" <december29(at)bellsouth.net> |
Hi all,
Searched the archives but have a "new" oil leak location. Anyone had
one on the mechanical fuel pump? I have a total of 58 hours on the pump
and it appears that the oil is wicking out of the top of the stainless
screws that sandwich the whole pump together. First off, are they
supposed to be safety wired, because mine are not (came from the
"factory" that way). The aft face of the engine that the pump mounts to
is dry.
It is not a big leak, but one just the same. I will try the solvent
and Dr. Scholl's to confirm. But anyone with something like this?
Very lubed,
John
N802RJ
"Rockin' Robin"
________________________________________________________________________________
| From: | Kelly McMullen <kellym(at)aviating.com> |
Yes, I have been fighting it on my Mooney. Tightening the screws I could
get to reduced the problem a lot. Next time I can get in there, I will
replace the pump.
I have an IO-360-A1A with an AC high pressure mechanical pump.
John Porter wrote:
> Hi all,
> Searched the archives but have a "new" oil leak location. Anyone had
> one on the mechanical fuel pump? I have a total of 58 hours on the
> pump and it appears that the oil is wicking out of the top of the
> stainless screws that sandwich the whole pump together. First off,
> are they supposed to be safety wired, because mine are not (came from
> the "factory" that way). The aft face of the engine that the pump
> mounts to is dry.
> It is not a big leak, but one just the same. I will try the solvent
> and Dr. Scholl's to confirm. But anyone with something like this?
>
> Very lubed,
>
> John
> N802RJ
> "Rockin' Robin"
> *
>
>
> *
________________________________________________________________________________
| From: | tom sargent <sarg314(at)comcast.net> |
| Subject: | dissolving Lexel |
Does any one know if there is any solvent that will dissolve Lexel but
not hurt plexiglass? When I put my tip-up canopy plexiglass in, I
sealed it with lexel across the front to prevent leaks.
My canopy installation is different than most. I have a strip of
aluminum across the front of my plexiglass - I did not lay-up fiberglass
bonded to the skin as the plans suggest. I formed a piece of aluminum
to contour the whole thing and riveted it in. I thought that would make
it possible to remove the canopy which I now want to do for painting.
The canopy is not broken. Plexi was installed 3 or 4 years ago and the
Lexel seems to be holding well - better than I expected. I guess I can
live with painting it with the plexi in place, but I'd rather remove it
if at all possible.
--
Tom Sargent
RV-6A - getting ready to paint.
________________________________________________________________________________
| From: | bert murillo <robertrv607(at)yahoo.com> |
| Subject: | Re: Blood Oxygen Levels |
John: tha is wondefull, but- try this,- next time you are at or above 8
,000 try using
some- Oxigen.... you would not believe how really good you feel...
-
is like this,- you have your Head sets" you have used for years you like
them etc..
now try a pair of the expense ones, not the $900,- but some where in betw
een,
the active cancellation type.... you can not believe, how you lived with ou
t them..
the difference is unbelieavable... I know I just bit the bullet, and got a
pair...really
something.... the same with Oxigen..
-
bert
--- On Wed, 9/17/08, John Fasching wrote:
From: John Fasching <n1cxo320(at)salidaco.com>
Subject: RV-List: Blood Oxygen Levels
Date: Wednesday, September 17, 2008, 2:19 PM
I made the flight I mentioned. Here's what I saw re ox levels.
-
On ground before starting...airport 7523 msl OX level 90% saturadtion
-
Climbing through 11,000 -ft msl OX level 84% saturation.
-
At 13,.500 crossing the continental divide near Monarch Pass 79% saturation
-
Level off at 12,500 to cruise westbound, OX level 80%
-
After cruising 30 minutes at 12,500 OX level at 82%
-
No adverse effect, no tiredness, mental confusion, or any other abnormaltie
s
-
I might mention I am 78-years old.
-
It was just a very nice flight.
-
FWIW-
-
John
=0A=0A=0A
________________________________________________________________________________
| From: | tom sargent <sarg314(at)comcast.net> |
| Subject: | Re: Blood Oxygen Levels |
FWIW:
I'm not flying my 6A yet, but I frequently WORK at 10500. I live at
2500ft and occasionally (maybe 10 times a year) go up to a telescope on
a 10,500ft mountain top and stay there for a few days. I've been doing
this for 7 years. The observatory keeps oxygen up there for whoever
needs it.
What I find is that I am fine (pulse ox around 90 - 91, which is low) as
long as I don't move or exert myself. As soon as I get out of the car,
climb stairs, move around, lug stuff out of a pickup truck into the
building, I very quickly become fatigued, can't type straight on the
computer, have trouble remembering things and soon get a whopping
migraine headache.
The best fix I've found for it is to breathe O2 for 15 min. as soon as I
get there. Sit still for half an hour or so and breath O2 again for 15
min. Then I start working (I'm a computer nerd) and hit the O2 once an
hour for the next few hours. After that, I'm just tired - no headache.
The next day I feel OK.
I'm planning on getting a portable O2 system for my plane.
--
Tom Sargent, RV-6A - painting.
________________________________________________________________________________
| Subject: | Re: Picture Source... |
| From: | Michael W Stewart <mike.stewart(at)us.ibm.com> |
Matt, The plane is Pauls. Hangers at KPDK.
The color is Ford Red Fire Pearl.
The color code is G2 and its from 2002-2005 Ford Mustangs.
Thats the color I also used cause I used to have to stare at Paul flyin
g
off my wing all the time. Loved it.
Its very translucent, takes quite a few coats.
The paint mixer said it was the most expensive production color her has
ever mixed.
MIke
.
Matt Dralle
To
Sent by: rv-list(at)matronics.com,
owner-rv-list-ser rv8-list(at)matronics.com
ver(at)matronics.com
cc
Subj
ect
09/19/2008 11:46 RV-List: Picture Source...
AM
Please respond to
rv-list@matronics
.com
Does anyone know where this picture came from off the Van's web site?
I'd
love to get some other shots of this particular aircraft as I want to p
aint
my RV-8 the same color.
Thanks for any leads...
Matt
(See attached file: profile_image.jpg)
________________________________________________________________________________
| From: | "Valovich, Paul" <pvalovich(at)dcscorp.com> |
| Subject: | Re: Efis questionEfis question |
I am finishing the panel on my -8A. Spent a lot of time analyzing "what ifs
?" regarding failure modes. Finally settled on an AFS-3500, with a TruTrac
ADI II for attitude back up - along with a Garmin 496 for a rough last ditc
h "get it right side up" capability. SL40 NavCom with an ICOM backup. Regul
ar airspeed, altimeter, vsi as backup.
In my opinion, regularly going IMC with only a single EFIS and no backup wi
ll eventually get you killed.
FWIW.
Paul Valovich
N192NM Reserved - Again!
________________________________________________________________________________
| From: | "Ron Lee" <ronlee(at)pcisys.net> |
| Subject: | Re: Efis question |
Bert, if you are IMC and all you have is an EFIS for spatial orientation
and you lose it then most likely within a minute or two you will enter
uncontrolled flight and will soon be dead.
People...think about what you are doing.
Ron Lee
________________________________________________________________________________
| From: | "Jim Fogarty at Lakes & Leisure Realty" <jfogarty(at)tds.net> |
| Subject: | Re: Efis question |
Ron, That is a great point.
Jim
RV9a building - MN
----- Original Message -----
From: Ron Lee
To: rv-list(at)matronics.com
Sent: Monday, September 22, 2008 9:25 AM
Subject: Re: RV-List: Efis question
Bert, if you are IMC and all you have is an EFIS for spatial
orientation
and you lose it then most likely within a minute or two you will enter
uncontrolled flight and will soon be dead.
People...think about what you are doing.
Ron Lee
-------------------------------------------------------------------------
-----
Checked by AVG.
9/22/2008 6:39 AM
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: Picture Source... |
Sweet! I've seen that color on the Mustangs and always thought that was the color
I wanted to paint my RV. That color code is going in my book of things to
remember!
I wonder if its a two or three stage application?
Thanks!
Matt
At 05:43 AM 9/22/2008 Monday, you wrote:
>Matt, The plane is Pauls. Hangers at KPDK.
>The color is Ford Red Fire Pearl.
>The color code is G2 and its from 2002-2005 Ford Mustangs.
>Thats the color I also used cause I used to have to stare at Paul flying off my
wing all the time. Loved it.
>Its very translucent, takes quite a few coats.
>The paint mixer said it was the most expensive production color her has ever mixed.
>MIke
>
>
>Does anyone know where this picture came from off the Van's web site? I'd love
to get some other shots of this particular aircraft as I want to paint my RV-8
the same color.
>
>Thanks for any leads...
>
>Matt
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
________________________________________________________________________________
| Subject: | Re: Picture Source... |
| From: | Michael W Stewart <mike.stewart(at)us.ibm.com> |
Its 2 satge both at the ford factory, and in my basement where I painte
d
mine.
I recommend before you get too settled on it to check a local supplier
of
automotive paint and the cost. You may just have to find a second job.
I paid $1249/gallon 4 years ago, I used 3 gallons of red alone. Does no
t
include activator, hardener, reducer etc. Its expensive. I used Sikkens
. It
shoots beautifully. I get many positive comments from on-lookers. The w
omen
swoon over it:)
Mike
Matt Dralle
To
Sent by: rv-list(at)matronics.com
owner-rv-list-ser
cc
ver(at)matronics.com
Subj
ect
Re: RV-List: Picture Source...
09/22/2008 12:23
PM
Please respond to
rv-list@matronics
.com
Sweet! I've seen that color on the Mustangs and always thought that wa
s
the color I wanted to paint my RV. That color code is going in my book
of
things to remember!
I wonder if its a two or three stage application?
Thanks!
Matt
At 05:43 AM 9/22/2008 Monday, you wrote:
>Matt, The plane is Pauls. Hangers at KPDK.
>The color is Ford Red Fire Pearl.
>The color code is G2 and its from 2002-2005 Ford Mustangs.
>Thats the color I also used cause I used to have to stare at Paul flyi
ng
off my wing all the time. Loved it.
>Its very translucent, takes quite a few coats.
>The paint mixer said it was the most expensive production color her ha
s
ever mixed.
>MIke
>
>
>Does anyone know where this picture came from off the Van's web site?
I'd
love to get some other shots of this particular aircraft as I want to p
aint
my RV-8 the same color.
>
>Thanks for any leads...
>
>Matt
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
========================
============
========================
============
========================
============
========================
============
________________________________________________________________________________
| From: | rveighta <rveighta(at)earthlink.net> |
Guys, I have an Apollo SL-30 in my RV-8 which has a rather unique (to me anyway)
problem; on the ground, even with the engine running at high rpm, the radio
works flawlessly, in the air it's a different story. As soon as I take off, a
loud background noise begins which makes receiving transmissions nearly impossible.
Usually, sometime during the flight, this noise goes away and the reception
is crystal clear!
I have a belly mounted Comant bent whip antenna. Coax connections are tight. Any
ideas of what the problem is?
Walt Shipley
________________________________________________________________________________
| From: | "Randy Hooper" <krhooper(at)gmail.com> |
| Subject: | Re: Radio Problem |
Walt, try disconnecting your ELT antennae. I had a situation once where the
ELT would receive an AM band broadcast and then generate a signal that would
make reception of com transmission unintelligible. This would happen on the
low end of the VHF band.
Changing the ELT antennae cured my problem.
Hope this helps.
Randy Hooper
On Mon, Sep 22, 2008 at 5:51 PM, rveighta wrote:
>
> Guys, I have an Apollo SL-30 in my RV-8 which has a rather unique (to me
> anyway) problem; on the ground, even with the engine running at high rpm,
> the radio works flawlessly, in the air it's a different story. As soon as I
> take off, a loud background noise begins which makes receiving transmissions
> nearly impossible. Usually, sometime during the flight, this noise goes away
> and the reception is crystal clear!
>
> I have a belly mounted Comant bent whip antenna. Coax connections are
> tight. Any ideas of what the problem is?
>
> Walt Shipley
>
>
--
Randy Hooper
________________________________________________________________________________
| From: | Scott <acepilot(at)bloomer.net> |
| Subject: | Re: Radio Problem |
It might be static buildup as you are flying along. In the Air Force,
our planes had "static wicks" on the trailing edge of the wings and tail
surfaces to dissipate the charge buildup....
Scott
rveighta wrote:
>
>Guys, I have an Apollo SL-30 in my RV-8 which has a rather unique (to me anyway)
problem; on the ground, even with the engine running at high rpm, the radio
works flawlessly, in the air it's a different story. As soon as I take off, a
loud background noise begins which makes receiving transmissions nearly impossible.
Usually, sometime during the flight, this noise goes away and the reception
is crystal clear!
>
>I have a belly mounted Comant bent whip antenna. Coax connections are tight. Any
ideas of what the problem is?
>
>Walt Shipley
>
>
>
>
--
Scott
http://corbenflyer.tripod.com/
Flying Corben Junior Ace - Building RV-4
Gotta Fly or Gonna Die
________________________________________________________________________________
| From: | rv6n(at)optonline.net |
| Subject: | Re: Radio Problem |
Walt,
I have a similar problem with my SL40, same antenna too. Unfortunately the background
noise does not clear up after a while for me like your's does. Garmin
said it was probably due to static build-up during flight but I have not figured
out how to eliminate it. If you figure this out please let me know too.
My problem is mostly related with the intercom, not the com. I have a rubber
duck antenna on my ELT from my hand-held nav-com.
There must be a way to fix this without adding static wicks.
Bob
----- Original Message -----
From: rveighta
Date: Monday, September 22, 2008 7:08 pm
Subject: RV-List: Radio Problem
>
> Guys, I have an Apollo SL-30 in my RV-8 which has a rather
> unique (to me anyway) problem; on the ground, even with the
> engine running at high rpm, the radio works flawlessly, in the
> air it's a different story. As soon as I take off, a loud
> background noise begins which makes receiving transmissions
> nearly impossible. Usually, sometime during the flight, this
> noise goes away and the reception is crystal clear!
>
> I have a belly mounted Comant bent whip antenna. Coax
> connections are tight. Any ideas of what the problem is?
>
> Walt Shipley
>
>
>
>
>
________________________________________________________________________________
| From: | George Inman 204 287 8334 <ghinman(at)mts.net> |
| Subject: | Tail wheel bolt torque |
What torque do you use for the 1/2 inch nut
that holds the tailwhel fork on
the spring?
The torque for 1/2 in. bolts is 480 inch lbs ,but when
it is this tight the fork
is hard to turn in the mount.
--
George H. Inman
ghinman(at)mts.net
________________________________________________________________________________
| From: | David Maib <dmaib(at)mac.com> |
| Subject: | Re: Efis question |
That is true whether it is an EFIS or a "steam gauge" attitude
indicator that is your sole spatial orientation reference.
David Maib
On Sep 22, 2008, at 10:38 AM, Jim Fogarty at Lakes & Leisure Realty
wrote:
Ron, That is a great point.
Jim
RV9a building - MN
----- Original Message -----
From: Ron Lee
Sent: Monday, September 22, 2008 9:25 AM
Subject: Re: RV-List: Efis question
Bert, if you are IMC and all you have is an EFIS for spatial orientation
and you lose it then most likely within a minute or two you will enter
uncontrolled flight and will soon be dead.
People...think about what you are doing.
Ron Lee
href="http://www.matronics.com/Navigator?RV-List">http://
www.matronics.com/Navigator?RV-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
9/22/2008 6:39 AM
________________________________________________________________________________
| From: | "Jerry Grimmonpre" <jerry(at)mc.net> |
| Subject: | Re: Radio Problem |
Walt ... you could run this by the Aeroelectric List at
aeroelectric-list(at)matronics.com and Bob Nuckolls could suggest some
things to try.
Bob is very good at finding the mysteries of black art. Let us know
what happens. Good luck, Jerry
> Guys, I have an Apollo SL-30 in my RV-8 which has a rather
> unique (to me anyway) problem; on the ground, even with the
> engine running at high rpm, the radio works flawlessly, in the
> air it's a different story. As soon as I take off, a loud
> background noise begins which makes receiving transmissions
> nearly impossible. Usually, sometime during the flight, this
> noise goes away and the reception is crystal clear!
>
> I have a belly mounted Comant bent whip antenna. Coax
> connections are tight. Any ideas of what the problem is?
>
> Walt Shipley
________________________________________________________________________________
| From: | "Timothy E. Cone" <tcone1(at)comcast.net> |
| Subject: | Re: Efis question |
Since when is a loss of ADI or artificial horizon an automatic trip to
the morgue?
Don't they teach "partial panel" anymore?
----- Original Message -----
From: David Maib
To: rv-list(at)matronics.com
Sent: Monday, September 22, 2008 7:34 PM
Subject: Re: RV-List: Efis question
That is true whether it is an EFIS or a "steam gauge" attitude
indicator that is your sole spatial orientation reference.
David Maib
On Sep 22, 2008, at 10:38 AM, Jim Fogarty at Lakes & Leisure Realty
wrote:
Ron, That is a great point.
Jim
RV9a building - MN
----- Original Message -----
From: Ron Lee
To: rv-list(at)matronics.com
Sent: Monday, September 22, 2008 9:25 AM
Subject: Re: RV-List: Efis question
Bert, if you are IMC and all you have is an EFIS for spatial
orientation
and you lose it then most likely within a minute or two you will
enter
uncontrolled flight and will soon be dead.
People...think about what you are doing.
Ron Lee
href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.
com/Navigator?RV-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
-------------------------------------------------------------------------
---
9/22/2008 6:39 AM
http://www.matronics.com/Navigator?RV-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
ontribution
________________________________________________________________________________
| From: | "Ron Lee" <ronlee(at)pcisys.net> |
| Subject: | Re: Efis question |
Do you think that most people are competent at partial panel in IMC?
The oroginal poster suggested that panel space was an issue which I find
hard to believe.
Perhaps a good wing-leveler/autopilot might save you in you lost your
only attitude source.
Ron Lee
----- Original Message -----
From: Timothy E. Cone
To: rv-list(at)matronics.com
Sent: Monday, September 22, 2008 9:48 PM
Subject: Re: RV-List: Efis question
Since when is a loss of ADI or artificial horizon an automatic trip to
the morgue?
Don't they teach "partial panel" anymore?
________________________________________________________________________________
| From: | "Timothy E. Cone" <tcone1(at)comcast.net> |
| Subject: | Re: Efis question |
I'm really not trying to be snide, but if they aren't competent at
partial panel, what in the heck are they doing penetrating IMC????
Betting their life that everything works? I'll take the odds in Vegas
over that bet, any day.
Training is a much better investment than ANY gizmo.
Tim Cone
----- Original Message -----
From: Ron Lee
To: rv-list(at)matronics.com
Sent: Monday, September 22, 2008 9:27 PM
Subject: Re: RV-List: Efis question
Do you think that most people are competent at partial panel in IMC?
The oroginal poster suggested that panel space was an issue which I
find
hard to believe.
Perhaps a good wing-leveler/autopilot might save you in you lost your
only attitude source.
Ron Lee
----- Original Message -----
From: Timothy E. Cone
To: rv-list(at)matronics.com
Sent: Monday, September 22, 2008 9:48 PM
Subject: Re: RV-List: Efis question
Since when is a loss of ADI or artificial horizon an automatic trip
to the morgue?
Don't they teach "partial panel" anymore?
________________________________________________________________________________
| From: | "Ron Lee" <ronlee(at)pcisys.net> |
| Subject: | Re: Efis question |
Tim, look at accident reports and you will find that 75% or so of the
fatalities are due to pilot error.
You have running out of fuel.
You see flying into IMC when the pilot is not instrument rated but had
been trained on partial panel.
The Seaside OR crash appears to be a guy of unknown (to me)
qualifications taking off into IMC.
There was a plane that took off out of Steamboat Springs CO or close who
impacted terrain.
The weather was not suitable for this VFR pilot to fly and possibly not
for any plane not certified
for flight into icing conditions. I have not seen the report but would
guess that it was gross
pilot error. A family killed because of pilot stupidity.
You see all kinds of Darwinistic behavior. Reality. A gizmo "may" make
up for other system
or human failures. Better judgement and training are perhaps better.
The original poster needs to objectively assess his training, abilities
and judgement and plan
accordingly. Leaving out a alternate attitude reference that works for
him may get him killed.
Adding a "gizmo" might save him.
Ron Lee
----- Original Message -----
From: Timothy E. Cone
To: rv-list(at)matronics.com
Sent: Tuesday, September 23, 2008 12:29 AM
Subject: Re: RV-List: Efis question
I'm really not trying to be snide, but if they aren't competent at
partial panel, what in the heck are they doing penetrating IMC????
Betting their life that everything works? I'll take the odds in Vegas
over that bet, any day.
Training is a much better investment than ANY gizmo.
Tim Cone
----- Original Message -----
From: Ron Lee
To: rv-list(at)matronics.com
Sent: Monday, September 22, 2008 9:27 PM
Subject: Re: RV-List: Efis question
Do you think that most people are competent at partial panel in IMC?
The oroginal poster suggested that panel space was an issue which I
find
hard to believe.
Perhaps a good wing-leveler/autopilot might save you in you lost
your
only attitude source.
Ron Lee
----- Original Message -----
From: Timothy E. Cone
To: rv-list(at)matronics.com
Sent: Monday, September 22, 2008 9:48 PM
Subject: Re: RV-List: Efis question
Since when is a loss of ADI or artificial horizon an automatic
trip to the morgue?
Don't they teach "partial panel" anymore?
href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.
com/Navigator?RV-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
________________________________________________________________________________
| From: | "Charles Heathco" <cheathco(at)cox.net> |
| Subject: | Regaurding radio noise |
This may not apply here but I had loud static that developed a while
back that I couldnt find problem, then by accident I turned the vol
contr down on
Nav side (KX124) and noise gone. havent fixed as I never use Nav side.
Also couple weeks ago I got a loude noise in earph as soon as I started
take off, traced to Icom, problem turned out to be girlfriend had hung
her head set on my 296 on panel and when I took it off and hung it on
back hook noise gone. Charlie heaqthco
________________________________________________________________________________
| From: | ferrerg(at)comcast.net |
| Subject: | Air Box Mounting Plate |
The last two times that I did my conditional inspection I found that my air box
mounting aluminum plate was cracked.
The first time I made a new mounting plate and tried to eliminate as many stress
risers as I could. But it cracked again.
This time I'm having a machine shop cut the rear hole behind the carburetor air
intake (needed to clear the rear part of the carburetor) with a water cutting
tool.
I'm hoping that a smoother cut will prevent stress risers.
Does anyone have any suggestions that may prevent the cracking?
--
Gabe A Ferrer
RV6 N2GX
South Florida's Treasure Coast
email: ferrerg(at)comcast.net
cell: 561 758 8894
The last two times that I did my conditional inspection I found that my
air box mounting aluminum plate was cracked.
The first time I made a new mounting plate and tried to eliminate as many
stress risers as I could. But it cracked again.
This time I'm having a machine shop cut the rear hole behind the carburetor
air intake (needed to clear the rear part of the carburetor) with
a water cutting tool.
I'm hoping that a smoother cut will prevent stress risers.
Does anyone have any suggestions that may prevent the cracking?
--
Gabe A Ferrer
RV6 N2GX
South Florida's
Treasure Coast
email: ferrerg(at)comcast.net
cell: 561 758 8894
________________________________________________________________________________
| From: | "Dale Ensing" <densing(at)carolina.rr.com> |
| Subject: | Re: Air Box Mounting Plate |
Do you have adequate flexibility/movement at the airbox snout/cowl inlet se
al to minimize stress on the airbox plate when there is movement of the eng
ine?
Dale Ensing
----- Original Message -----
From: ferrerg(at)comcast.net
To: RV List
Sent: Tuesday, September 23, 2008 9:37 AM
Subject: RV-List: Air Box Mounting Plate
The last two times that I did my conditional inspection I found that my a
ir box mounting aluminum plate was cracked.
The first time I made a new mounting plate and tried to eliminate as many
stress risers as I could. But it cracked again.
This time I'm having a machine shop cut the rear hole behind the carburet
or air intake (needed to clear the rear part of the carburetor) with a wate
r cutting tool.
I'm hoping that a smoother cut will prevent stress risers.
Does anyone have any suggestions that may prevent the cracking?
--
Gabe A Ferrer
RV6 N2GX
South Florida's Treasure Coast
email: ferrerg(at)comcast.net
cell: 561 758 8894
________________________________________________________________________________
| From: | Michael Kraus <n223rv(at)wolflakeairport.net> |
| Subject: | Air Box Mounting Plate |
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PT09PQoK
________________________________________________________________________________
| Subject: | tailwheel nut torque |
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
SNIP ********
Subject: RV-List: Tail wheel bolt torque
What torque do you use for the 1/2 inch nut that holds the tailwheel
fork on the spring?
The torque for 1/2 in. bolts is 480 inch lbs ,but when it is this tight
the fork is hard to turn in the mount.
George H. Inman
SNIP**************
Ideally you should be able to tighten that nut normally, i.e. all the
way down. I don't believe that putting 40 foot pounds (480 inch pounds)
is really necessary... hand tightening normally is OK if your
self-locking nut is in good shape.
However, if you tighten the nut and it puts the mechanism in a bind,
that isn't good. What is happening is that your socket is too tall for
your fork. When you tighten the big nut, it binds everything. You can
remedy this by removing a few thousandths of an inch of the socket
height with a file, belt sander, etc. Obviously, you want to keep it
relatively square while you're doing this. You can remove material from
either end as it shouldn't be very much at all.
An alternate fix for the "too tall, too tight" might be to drill the
threaded portion of the fork to accept a cotter pin. Then you could
leave the (castle) nut a little bit loose and not worry about it
departing.
If this doesn't make sense, feel free to call me in my office at
from that number, so if I don't answer please try again later or send an
e-mail.
Vince Frazier - the tailwheel guy, 150+ sold, in stock and ready to ship
always
Screaming Eagle Graphics and Accessories
3965 Caborn Road
Mount Vernon, IN 47620
812-464-1839
http://www.vincesrocket.com/products.htm
________________________________________________________________________________
| From: | George Inman 204 287 8334 <ghinman(at)mts.net> |
| Subject: | Wheel pants too low? |
I installed the wheel pants on my RV-8
per Van's directions,but I think they may be too low.
I cannot get a 2X4 underneath the back for a wheel chock
when the plane is down on the tail.
I will be using a grass strip so have concerns.Do others have
their wheel pants this low?
--
George H. Inman
ghinman(at)mts.net
________________________________________________________________________________
| From: | Bob <panamared5(at)brier.net> |
| Subject: | Re: Wheel pants too low? |
Sounds about right to me, I can not get a 2X4 under the wheel pant
either. I use 1/2" aluminum angle as a wheel chock. Even that is a tight fit!
Bob
RV6 "Wicked Witch of the West"
At 10:29 AM 9/23/08, you wrote:
>
>
> I installed the wheel pants on my RV-8
>per Van's directions,but I think they may be too low.
> I cannot get a 2X4 underneath the back for a wheel chock
>when the plane is down on the tail.
> I will be using a grass strip so have concerns.Do others have
>their wheel pants this low?
>
>--
>
>George H. Inman
>ghinman(at)mts.net
>
>
________________________________________________________________________________
| From: | "Richard Dudley" <rhdudley1(at)bellsouth.net> |
| Subject: | Instrument Refresher Simulator and Joy Stick for sale |
I no longer have need for these.
Software and Pilot's Operating Handbook. Instrument Refresher Simulator
by ASA Interactive Products. Like new. Requires joystick. I'll sell for
$40. It cost me $74. See attachment.
High end joystick. By CH Products Flight Simulator and Gaming Gear.
Called "Flightstick". USB interface to computer. Recommended for IPC
Instrument Refresher Simulator. In original box with software. Like new.
I'll sell the joystick for $50.It cost me $85.
For details, see: http://www.mypilotstore.com/MyPilotStore/sep/4128
RHDudley
RV-6A flying and for sale
________________________________________________________________________________
| From: | HCRV6(at)comcast.net |
| Subject: | Re: Wheel pants too low? |
I installed my RV-6's wheel pants also per Van's instructions and cannot get any
standard chocks under them. I made some "U" shaped chocks from 3/4 PVC pipe
and elbows that work great and weigh next to nothing.
--
Harry Crosby
RV-6 N16CX, flying - 516 hours
-------------- Original message ----------------------
From: George Inman 204 287 8334 <ghinman(at)mts.net>
>
>
>
> I installed the wheel pants on my RV-8
> per Van's directions,but I think they may be too low.
> I cannot get a 2X4 underneath the back for a wheel chock
> when the plane is down on the tail.
> I will be using a grass strip so have concerns.Do others have
> their wheel pants this low?
>
> --
>
> George H. Inman
> ghinman(at)mts.net
>
>
>
>
>
>
________________________________________________________________________________
| From: | bert murillo <robertrv607(at)yahoo.com> |
| Subject: | Re: Radio Problem |
Walt: I have kind of same problem, untill I discovered it was the way I con
trol
the Intercom...I had it too much to the noise side....play with the Interco
m,
next time you are flying, ( ofcurse, in non congested area OK?)
It worked for me now no more noise on radio.....
-
robert
--- On Mon, 9/22/08, Jerry Grimmonpre wrote:
From: Jerry Grimmonpre <jerry(at)mc.net>
Subject: Re: RV-List: Radio Problem
Date: Monday, September 22, 2008, 10:44 PM
Walt ... you could run this by the Aeroelectric List at--- aeroelectr
ic-list(at)matronics.com---- and Bob Nuckolls could suggest some thing
s to try.
Bob is very good at finding the mysteries of black art.- Let us know what
happens.- Good luck, Jerry-
> Guys, I have an Apollo SL-30 in my RV-8 which has a rather
> unique (to me anyway) problem; on the ground, even with the
> engine running at high rpm, the radio works flawlessly, in the
> air it's a different story. As soon as I take off, a loud
> background noise begins which makes receiving transmissions
> nearly impossible. Usually, sometime during the flight, this
> noise goes away and the reception is crystal clear!
>
> I have a belly mounted Comant-bent whip antenna. Coax
> connections are tight. Any ideas of what the problem is?
>
> Walt Shipley
=0A=0A=0A
________________________________________________________________________________
| From: | bert murillo <robertrv607(at)yahoo.com> |
| Subject: | Re: Efis question |
-Quesstion again,:- what are people that have installed the EFIS,- do
...
Robert
--- On Mon, 9/22/08, Jim Fogarty at Lakes & Leisure Realty wrote:
From: Jim Fogarty at Lakes & Leisure Realty <jfogarty(at)tds.net>
Subject: Re: RV-List: Efis question
Date: Monday, September 22, 2008, 11:38 AM
Ron,- That is- a great point.
-
Jim
RV9a building - MN
----- Original Message -----
From: Ron Lee
Sent: Monday, September 22, 2008 9:25 AM
Subject: Re: RV-List: Efis question
Bert, if you are IMC and all you have is an EFIS for spatial orientation
and you lose it then most likely within a minute or two you will enter
uncontrolled flight and will soon be dead.
-
People...think about what you are doing.
-
Ron Lee
-
-
href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.co
m/Navigator?RV-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
9/22/2008 6:39 AM
=0A=0A=0A
________________________________________________________________________________
| From: | "Bruce Gray" <Bruce(at)glasair.org> |
Just look at the panel of any small certified EFIS equipped airplane.
They
all have a steam gage attitude gyro, altimeter, and ASI. Of course you
could
install one of those cute single instrument electronic standby gyros
they
install on the big iron, about 20k I think.
Bruce
<http://www.glasair.org/> www.Glasair.org
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of bert murillo
Sent: Tuesday, September 23, 2008 3:34 PM
Subject: Re: RV-List: Efis question
Quesstion again,: what are people that have installed the EFIS, do...
Robert
--- On Mon, 9/22/08, Jim Fogarty at Lakes & Leisure Realty
wrote:
From: Jim Fogarty at Lakes & Leisure Realty <jfogarty(at)tds.net>
Subject: Re: RV-List: Efis question
Date: Monday, September 22, 2008, 11:38 AM
Ron, That is a great point.
Jim
RV9a building - MN
----- Original Message -----
From: Ron Lee <mailto:ronlee(at)pcisys.net>
Sent: Monday, September 22, 2008 9:25 AM
Subject: Re: RV-List: Efis question
Bert, if you are IMC and all you have is an EFIS for spatial orientation
and you lose it then most likely within a minute or two you will enter
uncontrolled flight and will soon be dead.
People...think about what you are doing.
Ron Lee
href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.
com/N
avigator?RV-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
_____
9/22/2008 6:39 AM
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
________________________________________________________________________________
| From: | "Richard McBride" <rickrv8(at)msn.com> |
| Subject: | Re: Wheel pants too low? |
George,
My -8 wheel pants are the same way. No way will a 2x4 fit behind the
tire. Mine seem to be lower in the back compared to most others I've
looked at. I have flown on grass strips many, many times with no
problem. The only issue I have is getting into hangars that have steel
angle installed on the floor as a door track. The back of my pant can't
clear these tracks without putting down some type of ramp. I've scarred
the bottom rear of my pants numerous times.
Rick McBride
----- Original Message -----
From: George Inman 204 287 8334<mailto:ghinman(at)mts.net>
To: RV-list matronics
Sent: Tuesday, September 23, 2008 11:29 AM
Subject: RV-List: Wheel pants too low?
>
I installed the wheel pants on my RV-8
per Van's directions,but I think they may be too low.
I cannot get a 2X4 underneath the back for a wheel
chock
when the plane is down on the tail.
I will be using a grass strip so have concerns.Do others
have
their wheel pants this low?
--
George H. Inman
ghinman(at)mts.net
http://www.matronics.com/Navigator?RV-List
ator?RV-List>
http://www.matronics.com/contribution
on>
________________________________________________________________________________
| From: | Paul Rice <rice737(at)msn.com> |
Hey John=2C
I have a TMX IO360 and have the same problem. I already replaced the pump o
nce=2C and the new one is doing the same thing. I've retorqued the screws a
nd bolts=2C but that has not solved the problem. I have to do some researc
h to find a differend pump as well as call Mattituck and talk to them about
it. Mine is also not leaking enough that I worry about it in flight=2C bu
t I do have to clean the belly a lot. Let us know how you make out.
From: december29(at)bellsouth.netTo: rv-list(at)matronics.comSubject: RV-List: Oi
l leakDate: Sat=2C 20 Sep 2008 14:43:40 -0400
Hi all=2C
Searched the archives but have a "new" oil leak location. Anyone had one
on the mechanical fuel pump? I have a total of 58 hours on the pump and it
appears that the oil is wicking out of the top of the stainless screws tha
t sandwich the whole pump together. First off=2C are they supposed to be s
afety wired=2C because mine are not (came from the "factory" that way). The
aft face of the engine that the pump mounts to is dry.
It is not a big leak=2C but one just the same. I will try the solvent an
d Dr. Scholl's to confirm. But anyone with something like this?
Very lubed=2C
John
N802RJ
"Rockin' Robin"
________________________________________________________________________________
| From: | "Neal George" <n8zg(at)mchsi.com> |
Robert -
I installed AFS-3500 & -3400 (both with internal backup batteries), TruTrak
ADI with internal GPS and backup battery, TruTrak Digiflight VSGV, round
ASI, round Altimeter.
But I'm not flying yet.
Neal
RV-7 N8ZG
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of bert murillo
Sent: Tuesday, September 23, 2008 2:34 PM
Subject: Re: RV-List: Efis question
Quesstion again,: what are people that have installed the EFIS, do...
Robert
--- On Mon, 9/22/08, Jim Fogarty at Lakes & Leisure Realty
wrote:
From: Jim Fogarty at Lakes & Leisure Realty <jfogarty(at)tds.net>
Subject: Re: RV-List: Efis question
Date: Monday, September 22, 2008, 11:38 AM
Ron, That is a great point.
Jim
RV9a building - MN
----- Original Message -----
From: Ron Lee <mailto:ronlee(at)pcisys.net>
Sent: Monday, September 22, 2008 9:25 AM
Subject: Re: RV-List: Efis question
Bert, if you are IMC and all you have is an EFIS for spatial orientation
and you lose it then most likely within a minute or two you will enter
uncontrolled flight and will soon be dead.
People...think about what you are doing.
Ron Lee
href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.com/N
avigator?RV-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
_____
9/22/2008 6:39 AM
D========================
=========
D========================
=========
D========================
=========
D========================
=========
________________________________________________________________________________
| From: | "Carl Froehlich" <carl.froehlich(at)cox.net> |
| Subject: | Air Box Mounting Plate |
I had two plates crack on my 8A. I modified the cowl intake (more forward)
and have a scat hose connection to the airbox. I assumed the added weight
of the hose was causing the problem.
I made a plate out of .032" stainless steel - problem solved.
Carl Froehlich
RV-8A (450 hrs)
RV-10 (fuselage)
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Michael Kraus
Sent: Tuesday, September 23, 2008 10:18 AM
Subject: RE: RV-List: Air Box Mounting Plate
We made our second one out of 0.090 material....
_____
From: ferrerg(at)comcast.net
Sent: Tuesday, September 23, 2008 9:37 AM
Subject: RV-List: Air Box Mounting Plate
The last two times that I did my conditional inspection I found that my air
box mounting aluminum plate was cracked.
The first time I made a new mounting plate and tried to eliminate as many
stress risers as I could. But it cracked again.
This time I'm having a machine shop cut the rear hole behind the carburetor
air intake (needed to clear the rear part of the carburetor) with a water
cutting tool.
I'm hoping that a smoother cut will prevent stress risers.
Does anyone have any suggestions that may prevent the cracking?
--
Gabe A Ferrer
RV6 N2GX
South Florida's Treasure Coast
email: ferrerg(at)comcast.net
cell: 561 758 8894
==========
//www.matronics.com/Navigator?RV-List
==========
ics.com
==========
matronics.com/contribution
==========
________________________________________________________________________________
| From: | "John Danielson" <johnd(at)wlcwyo.com> |
| Subject: | Wheel pants too low? |
My wheel pants also had the same problem, couldn=92t clear the angle on
the
bottom of my door.
I ended up always backing my plane in by lifting the tail to clear.
When I finally wore the original tire out, I replaced them with retreads
and
the tires just happen to be taller by =BD=94 to =BE=94.
This allowed the rear of the wheel pants to clear the angle.
John L. Danielson
_____
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Richard McBride
Sent: Tuesday, September 23, 2008 2:07 PM
Subject: Re: RV-List: Wheel pants too low?
George,
My -8 wheel pants are the same way. No way will a 2x4 fit behind the
tire.
Mine seem to be lower in the back compared to most others I've looked
at. I
have flown on grass strips many, many times with no problem. The only
issue
I have is getting into hangars that have steel angle installed on the
floor
as a door track. The back of my pant can't clear these tracks without
putting down some type of ramp. I've scarred the bottom rear of my
pants
numerous times.
Rick McBride
----- Original Message -----
From: George <mailto:ghinman(at)mts.net> Inman 204 287 8334
Sent: Tuesday, September 23, 2008 11:29 AM
Subject: RV-List: Wheel pants too low?
I installed the wheel pants on my RV-8
per Van's directions,but I think they may be too low.
I cannot get a 2X4 underneath the back for a wheel chock
when the plane is down on the tail.
I will be using a grass strip so have concerns.Do others
have
their wheel pants this low?
--
George H. Inman
http://www.matronics.nbsp;
via the Web title=http://forums.matronics.com/
href="http://forums.matronics.com">http://forums.matronics.com
nbsp; generous bsp;
title=http://www.matronics.com/contribution
href="http://www.matronics.com/contribution">http://www.matronics.com/c
====
===========
________________________________________________________________________________
| From: | rveighta <rveighta(at)earthlink.net> |
| Subject: | Re: Wheel pants too low? |
This seems to be a universal problem with the Van's tail draggers. My 8 is the
same; I taxi across about 100' of grass to get to my airpark's runway and I get
a collection of grass inside the rear half of the pants everytime.
Walt Shipley
-----Original Message-----
>From: HCRV6(at)comcast.net
>Sent: Sep 23, 2008 1:38 PM
>To: rv-list(at)matronics.com
>Subject: Re: RV-List: Wheel pants too low?
>
>
>I installed my RV-6's wheel pants also per Van's instructions and cannot get any
standard chocks under them. I made some "U" shaped chocks from 3/4 PVC pipe
and elbows that work great and weigh next to nothing.
>
>--
>Harry Crosby
>RV-6 N16CX, flying - 516 hours
>
> -------------- Original message ----------------------
>From: George Inman 204 287 8334 <ghinman(at)mts.net>
>>
>>
>>
>> I installed the wheel pants on my RV-8
>> per Van's directions,but I think they may be too low.
>> I cannot get a 2X4 underneath the back for a wheel chock
>> when the plane is down on the tail.
>> I will be using a grass strip so have concerns.Do others have
>> their wheel pants this low?
>>
>> --
>>
>> George H. Inman
>> ghinman(at)mts.net
>>
>>
>>
>>
>>
>>
>
>
________________________________________________________________________________
| From: | FASTPILOTRV8(at)aol.com |
| Subject: | Re: Efis question |
Robert
I am flying my RV and I do agree with Neal's statement below. I do have a
2 1/4 TruTrak ADI with a backup battery plus its own GPS and it works great
.
It is also nice to have a cross check to my OP Technologies EFIS GPS
Tracking number. and that Tracking number on the TruTrak ADI .
I do have to admit that when I am flying the GPS Tracking Degree number on
the TruTrak ADI , TruTrak Autopilot and the OP Technologies EFIS is seldom
the match. Don't know why but they are always a degree or two off.
Dane
N838RV
RV8a
In a message dated 9/23/2008 4:09:37 P.M. Central Daylight Time,
n8zg(at)mchsi.com writes:
Robert =93
I installed AFS-3500 & -3400 (both with internal backup batteries), TruTrak
ADI with internal GPS and backup battery, TruTrak Digiflight VSGV, round ASI
,
round Altimeter.
But I=99m not flying yet
Neal
RV-7 N8ZG
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of bert murillo
Sent: Tuesday, September 23, 2008 2:34 PM
Subject: Re: RV-List: Efis question
Quesstion again,: what are people that have installed the EFIS, do...
Robert
--- On Mon, 9/22/08, Jim Fogarty at Lakes & Leisure Realty
wrote:
From: Jim Fogarty at Lakes & Leisure Realty <jfogarty(at)tds.net>
Subject: Re: RV-List: Efis question
Date: Monday, September 22, 2008, 11:38 AM
Ron, That is a great point.
Jim
RV9a building - MN
----- Original Message -----
From: _Ron Lee_ (mailto:ronlee(at)pcisys.net)
Sent: Monday, September 22, 2008 9:25 AM
Subject: Re: RV-List: Efis question
Bert, if you are IMC and all you have is an EFIS for spatial orientation
and you lose it then most likely within a minute or two you will enter
uncontrolled flight and will soon be dead.
People...think about what you are doing.
Ron Lee
href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.com
/Nav
igator?RV-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
____________________________________
9/22/2008 6:39 AM
http://www.matronics.com/Navigator?RV-List
http://forums.matronics.com
http://www.matronics.com/contribution
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nd
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________________________________________________________________________________
| From: | FASTPILOTRV8(at)AOL.COM |
| Subject: | Re: Efis question |
My 2 1/4" ADI, 2 1/4" Altimeter and 2 1/4" Airspeed is my partial panel.
(plus an old battery operator Garmin 95 GPS )
Dane
N838RV
RV8a
In a message dated 9/22/2008 10:50:52 P.M. Central Daylight Time,
tcone1(at)comcast.net writes:
Since when is a loss of ADI or artificial horizon an automatic trip to the
morgue?
Don't they teach "partial panel" anymore?
----- Original Message -----
From: _David Maib_ (mailto:dmaib(at)mac.com)
Sent: Monday, September 22, 2008 7:34 PM
Subject: Re: RV-List: Efis question
That is true whether it is an EFIS or a "steam gauge" attitude indicator
that is your sole spatial orientation reference.
David Maib
On Sep 22, 2008, at 10:38 AM, Jim Fogarty at Lakes & Leisure Realty wrote:
Ron, That is a great point.
Jim
RV9a building - MN
----- Original Message -----
From: _Ron Lee_ (mailto:ronlee(at)pcisys.net)
Sent: Monday, September 22, 2008 9:25 AM
Subject: Re: RV-List: Efis question
Bert, if you are IMC and all you have is an EFIS for spatial orientation
and you lose it then most likely within a minute or two you will enter
uncontrolled flight and will soon be dead.
People...think about what you are doing.
Ron Lee
href="_http://www.matronics.com/Navigator?RV-List_
(http://www.matronics.com/Navigator?RV-List) ">_http://www.matronics.com/Navigator?RV-List_
(http://www.matronics.com/Navigator?RV-List)
href="_http://forums.matronics.com_ (http://forums.matronics.com/)
">_http://forums.matronics.com_ (http://forums.matronics.com/)
href="_http://www.matronics.com/contribution_
(http://www.matronics.com/contribution) ">_http://www.matronics.com/c_ (http://www.matronics.com/c)
____________________________________
9/22/2008 6:39 AM
http://www.matronics.com/Navigator?RV-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/contribution
(http://www.matronics.com/Navigator?RV-List)
(http://www.matronics.com/contribution)
**************Looking for simple solutions to your real-life financial
challenges? Check out WalletPop for the latest news and information, tips and
calculators. (http://www.walletpop.com/?NCID=emlcntuswall00000001)
________________________________________________________________________________
| From: | "John Porter" <december29(at)bellsouth.net> |
Paul,
Yep, that's exactly what I'm getting. I have a Lycoming AEIO-360 and
it's just enough to get my attention. I'm going to pull my pump as well
and use some permetex on it and we torque everything. I can't stand
seeing oil on the outside of something. (Now when the new "radial" RV
comes out, that will be another story, ha,ha) Oh, Van swore me to
secrecy on that.................darn.
Thanks for the input, glad (I guess) that I'm not the only one with
this issue.
John
N802RJ
"Rockin' Robin"
________________________________________________________________________________
| From: | "Valovich, Paul" <pvalovich(at)dcscorp.com> |
| Subject: | IMC - What If??? Analysis |
FWIW - I spent a lot of time analyzing panel options for my -8A, and so far
have found no major issues with the conclusions I reached. Here's a summar
y:
Requirement 1: IMC capability (if I choose to go there) - including ILS. (
Pilot instrument experience not an issue - I'm a retired Naval aviator).
Requirement 2: Electric panel - no vacuum pumps.
Requirement 3: Multiple redundancy - fidelity can vary.
Final instrument configuration: AFS-3500 with AOA; TruTrac ADI II; Sl 40;
Garmin 496; ICOM Radio; GTX-327; PMA-7000B; Separate altimeter, airspeed, V
SI; Heated pitot tube.
Electrical System: B&C 40 amp alternator; SD-8 alternator; self-contained b
ackup batteries in 3500 and 496; regular ship's battery.
In IMC - What ifs? (Normal ops - everything works and power is from main bu
s)
1. AFS-3500 failure - use ADI II for attitude info; if unsure of atti
tude, select a heading and altitude hold mode. Use AS / Altimeter / VSI ste
am gages.
2. AFS-3500 and ADI II failure - use rough attitude functions of 496
to get back to approximate level flight (a real emergency)
3. AFS-3500, ADI II and 496 failure - partial panel with the AS / Alt
and VSI; but realistically, sometimes it just ain't your day.
4. Alternator failure - endurance bus powered by SD-8 (3500, SL-40, A
DI II are on it)
5. Alternator and SD-8 failure - endurance bus powered by main batter
y
6. Alternator, SD-8 and main battery failure - 3500 and 496 powered b
y internal backup batteries
7. Alternator, SD-8, main battery and backup battery failures - see (
3) above
8. Pitot static failure - 496 and AOA attitude reference (if AOA is
below stall you are at least somewhat in control and may have additional ti
me to sort things out)
9. Icing - Get the hell out of there asap
Panel configuration is a very personal decision. However, some version of t
he "What ifs???" should be used in every analysis. The above is just one gu
y's opinion. Be interested in hearing from folks who think I'm off on a tan
gent or missed something.
Booger
N192NM Reserved - Again
________________________________________________________________________________
| From: | Charles Kuss <chaskuss(at)yahoo.com> |
Paul,
Those aren't "rubber gaskets". They are the rubber diaphragms which do the pumping
of the fuel. If the screws which retain the sections are reasonably tight,
it means that one of the diaphragms has failed. In that case you will need a
new or rebuilt fuel pump.
Charlie Kuss
--- On Wed, 9/24/08, Paul Rice wrote:
> From: Paul Rice <rice737(at)msn.com>
> Subject: RE: RV-List: RE: Oil Leak
> To: rv-list(at)matronics.com
> Date: Wednesday, September 24, 2008, 10:43 AM
> The oil leaks out between the parts of the oil pump itself,
> not the flange between the pump and the engine. The pump is
> made up of three sections, the upper is has screw head bolts
> attaching it to the middle section, and the lower has hex
> heads with rubber gaskets between. They go thru a
> compression ring around the bottom, I can remember the top
> right now, so you can only tighten them up so much. I seems
> over tightening will just crush the rubber gasket out of the
> sides causing more of a leak. I don't know about taking
> it apart and using the permetex, I really don't want to
> take my pump apart if I can help it.
>
> Paul Rice
> RV8 100 hours
> Flying Siren> Date: Wed, 24 Sep 2008 10:20:10 -0400>
> From: pitts_pilot(at)bellsouth.net> To:
> rv-list(at)matronics.com> Subject: Re: RV-List: RE: Oil
> > > OK guys ......
> where exactly is the oil coming out??? Lead me to it >
> just like a progressive taxi ;-)> Linn> do not
> archive> > John Porter wrote:> > Paul,> >
> Yep, that's exactly what I'm getting. I have a
> Lycoming AEIO-360 > > and it's just enough to get
> my attention. I'm going to pull my pump > > as
> well and use some permetex on it and we torque everything. I
> can't > > stand seeing oil on the outside of
> something. (Now when the new > > "radial" RV
> comes out, that will be another story, ha,ha) Oh, Van >
> > swore me to secrecy on that.................darn.>
> > Thanks for the input, glad (I guess) that I'm not
> the only one with > > this issue.> > > >
> ====================> > >
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | RV-8 "Curved Control Stick" Option...? |
Greetings,
I sat in a friend's RV-8 this weekend and was testing out the various ergonomic
aspects. One thing that struck me was the pilot's control stick placement.
It seemed a bit far away and definitely way too low. The top of the stick cleared
the bottom of the instrument panel by maybe an inch or less, so it was definitely
about as long as it could be. The seat cushion didn't seem abnormally
thick.
When I ordered my seats from Classic Aero Designs, one of the questions they asked
me was if I had the "Curved Stick Option". I didn't think about it much at
the time but now I'm intrigued. Is this something that could give me more stick
height without impacting the instrument panel? Does Van's sell it? Part
number? Pros and cons? Pictures?
Thanks,
Matt Dralle
RV-8 #82880 N844RV (res.)
________________________________________________________________________________
| From: | "Terry Watson" <terry(at)tcwatson.com> |
| Subject: | RV-8 "Curved Control Stick" Option...? |
And another thing!
Mike Robbins has an interesting and apparently very functional stick grip
offset that I think was built by Rocket builder Larry James. Either of them
could probably tell you about it or maybe send a photo.
Terry
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Matt Dralle
Sent: Wednesday, September 24, 2008 8:53 AM
Subject: RV-List: RV-8 "Curved Control Stick" Option...?
Greetings,
I sat in a friend's RV-8 this weekend and was testing out the various
ergonomic aspects. One thing that struck me was the pilot's control stick
placement. It seemed a bit far away and definitely way too low. The top of
the stick cleared the bottom of the instrument panel by maybe an inch or
less, so it was definitely about as long as it could be. The seat cushion
didn't seem abnormally thick.
When I ordered my seats from Classic Aero Designs, one of the questions they
asked me was if I had the "Curved Stick Option". I didn't think about it
much at the time but now I'm intrigued. Is this something that could give
me more stick height without impacting the instrument panel? Does Van's
sell it? Part number? Pros and cons? Pictures?
Thanks,
Matt Dralle
RV-8 #82880 N844RV (res.)
________________________________________________________________________________
| From: | HCRV6(at)comcast.net |
| Subject: | Re: Wheel pants too low? |
Walt,
Did you install a bulkhead in the rear half of the wheel pants to prevent crud
from collecting back there?
--
Harry Crosby
RV-6 N16CX, flying - 517 hours
-------------- Original message ----------------------
From: rveighta <rveighta(at)earthlink.net>
>
> This seems to be a universal problem with the Van's tail draggers. My 8 is the
> same; I taxi across about 100' of grass to get to my airpark's runway and I get
> a collection of grass inside the rear half of the pants everytime.
>
> Walt Shipley
________________________________________________________________________________
| Subject: | Re: RV-8 "Curved Control Stick" Option...? |
| From: | Michael W Stewart <mike.stewart(at)us.ibm.com> |
Matt,
RV Woody
4606 107th Street
Mukilter, WA 98275
ATTN Todd Rudberg
This is the guy that was making them for builders, usually in batches.
Dont
know if this is still the case. I have attached the low res drawing. Yo
u
can see the dimentions.
Best,
Mike,
(See attached file: bentstick.jpg)
Matt Dralle
To
Sent by: rv-list(at)matronics.com
owner-rv-list-ser
cc
ver(at)matronics.com
Subj
ect
RV-List: RV-8 "Curved Control
09/24/2008 11:52 Stick" Option...?
AM
Please respond to
rv-list@matronics
.com
Greetings,
I sat in a friend's RV-8 this weekend and was testing out the various
ergonomic aspects. One thing that struck me was the pilot's control st
ick
placement. It seemed a bit far away and definitely way too low. The t
op
of the stick cleared the bottom of the instrument panel by maybe an inc
h or
less, so it was definitely about as long as it could be. The seat cush
ion
didn't seem abnormally thick.
When I ordered my seats from Classic Aero Designs, one of the questions
they asked me was if I had the "Curved Stick Option". I didn't think a
bout
it much at the time but now I'm intrigued. Is this something that coul
d
give me more stick height without impacting the instrument panel? Does
Van's sell it? Part number? Pros and cons? Pictures?
Thanks,
Matt Dralle
RV-8 #82880 N844RV (res.)
========================
============
========================
============
========================
============
========================
============
________________________________________________________________________________
| From: | "Tim Bryan" <n616tb(at)btsapps.com> |
| Subject: | Wheel pants too low? |
Interesting, what tail wheel system are you using? I understand there
are
some available that raise the tail slightly and maybe that would be
enough
to correct it also.
Tim Bryan
RV-6 Flying
N616TB over 100 hours now
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of John Danielson
Sent: Tuesday, September 23, 2008 6:59 PM
Subject: RE: RV-List: Wheel pants too low?
My wheel pants also had the same problem, couldn=92t clear the angle on
the
bottom of my door.
I ended up always backing my plane in by lifting the tail to clear.
When I finally wore the original tire out, I replaced them with retreads
and
the tires just happen to be taller by =BD=94 to =BE=94.
This allowed the rear of the wheel pants to clear the angle.
John L. Danielson
_____
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Richard McBride
Sent: Tuesday, September 23, 2008 2:07 PM
Subject: Re: RV-List: Wheel pants too low?
George,
My -8 wheel pants are the same way. No way will a 2x4 fit behind the
tire.
Mine seem to be lower in the back compared to most others I've looked
at. I
have flown on grass strips many, many times with no problem. The only
issue
I have is getting into hangars that have steel angle installed on the
floor
as a door track. The back of my pant can't clear these tracks without
putting down some type of ramp. I've scarred the bottom rear of my
pants
numerous times.
Rick McBride
----- Original Message -----
From: George <mailto:ghinman(at)mts.net> Inman 204 287 8334
Sent: Tuesday, September 23, 2008 11:29 AM
Subject: RV-List: Wheel pants too low?
I installed the wheel pants on my RV-8
per Van's directions,but I think they may be too low.
I cannot get a 2X4 underneath the back for a wheel chock
when the plane is down on the tail.
I will be using a grass strip so have concerns.Do others
have
their wheel pants this low?
--
George H. Inman
http://www.matronics.nbsp;
via the Web title=http://forums.matronics.com/
href="http://forums.matronics.com">http://forums.matronics.com
nbsp; generous bsp;
title=http://www.matronics.com/contribution
href="http://www.matronics.com/contribution">http://www.matronics.com/c
====
===========
http://www.matronics.com/contribution
________________________________________________________________________________
| From: | bert murillo <robertrv607(at)yahoo.com> |
| Subject: | Re: Wheel pants too low? |
Harry:::
-
What is this??? please tell me I should have done that?- I did not see th
at
on the plans.... I have the rv6a,-- please explain... I am now worried
I am
missing that?? how is it done etc...
-
bert
--- On Wed, 9/24/08, HCRV6(at)comcast.net wrote:
From: HCRV6(at)comcast.net <HCRV6(at)comcast.net>
Subject: Re: RV-List: Wheel pants too low?
Date: Wednesday, September 24, 2008, 12:31 PM
Walt,
Did you install a bulkhead in the rear half of the wheel pants to prevent c
rud
from collecting back there?
--
Harry Crosby
RV-6 N16CX, flying - 517 hours
-------------- Original message ----------------------
From: rveighta <rveighta(at)earthlink.net>
>
> This seems to be a universal problem with the Van's tail draggers. My
8 is the
> same; I taxi across about 100' of grass to get to my airpark's
runway and I get
> a collection of grass inside the rear half of the pants everytime.
>
> Walt Shipley
=0A=0A=0A
________________________________________________________________________________
| From: | Carlos Hernandez <carlosh(at)structuralaz.com> |
| Subject: | Re: RV-8 "Curved Control Stick" Option...? |
Yeah he's not doing it any more. Here's what he says from his web site
www.rvwoody.com
/"LAST BATCH EVER: March 1, 2007. Due to customer complaints about the
six week lead time, this service is terminated. If you want a stick
done, better get it to me by March 1. Sticks received after March 1
will be returned to sender."
/Bummer cause I was wanting one when I get there in my build./
/
Carlos in AZ
Michael W Stewart wrote:
>
> Matt,
> RV Woody
> 4606 107th Street
> Mukilter, WA 98275
> ATTN Todd Rudberg
>
> This is the guy that was making them for builders, usually in batches.
> Dont know if this is still the case. I have attached the low res
> drawing. You can see the dimentions.
> Best,
> Mike
>
> /(See attached file: bentstick.jpg)/
>
>
> Inactive hide details for Matt Dralle ---09/24/2008 12:31:33 PM----->
>
>
> *Matt Dralle *
> Sent by: owner-rv-list-server(at)matronics.com
>
> 09/24/2008 11:52 AM
> Please respond to
> rv-list(at)matronics.com
>
>
>
> To
>
> rv-list(at)matronics.com
>
> cc
>
>
> Subject
>
> RV-List: RV-8 "Curved Control Stick" Option...?
>
>
>
>
> Greetings,
>
> I sat in a friend's RV-8 this weekend and was testing out the various
> ergonomic aspects. One thing that struck me was the pilot's control
> stick placement. It seemed a bit far away and definitely way too low.
> The top of the stick cleared the bottom of the instrument panel by
> maybe an inch or less, so it was definitely about as long as it could
> be. The seat cushion didn't seem abnormally thick.
>
> When I ordered my seats from Classic Aero Designs, one of the
> questions they asked me was if I had the "Curved Stick Option". I
> didn't think about it much at the time but now I'm intrigued. Is this
> something that could give me more stick height without impacting the
> instrument panel? Does Van's sell it? Part number? Pros and cons?
> Pictures?
>
> Thanks,
>
> Matt Dralle
> RV-8 #82880 N844RV (res.)
>
>
> ====================================
> tor?RV-List">http://www.matronics.com/Navigator?RV-List
> ====================================
> FORUMS -
> tp://forums.matronics.com
> ====================================
> Site -
> bsp; -Matt Dralle, List Admin.
> bution">http://www.matronics.com/contribution
> ====================================
>
>
> ------------------------------------------------------------------------
>
> ------------------------------------------------------------------------
>
> Checked by AVG.
>
--
Carlos Hernandez <carlosh@sec-engr.com>
Structural Engineers Company
2963 W. Elliot Rd. - Suite 3
Chandler, AZ 85224
Phone: 480.968.8600
Fax: 480.968.8608
www.sec-engr.com
CONFIDENTIALITY NOTICE
The information in this email may be confidential and/or privileged.
This email is intended to be reviewed by only the individual or
organization named above. If you are not the intended recipient or
an authorized representative of the intended recipient, you are hereby
notified that any review, dissemination or copyingof this email and
its attachments, if any, or the information contained herein is
prohibited. If you havereceived this email in error, please
immediately notify the sender by return email and delete this email
from your system.
________________________________________________________________________________
| From: | "Ralph E. Capen" <recapen(at)earthlink.net> |
| Subject: | Mud Shield - was Wheel pants too low? |
I did it for all three of mine too - mine are from SamJames they had explicit instructions
to do so - not as good on how though.....
Here's what I did:
Lay up three layers of BID on alternating angles.
Cut out rough shape so it fits one inch behind the tire.
Trim corners so it fits tightly all the way around.
Using two layers of BID to glue the edges in place.
Drill a small hole on the bottom of the pant behind the shield to allow pressure
to bleed off and condensation to drain.
Have a cold one.....
-----Original Message-----
>From: bert murillo <robertrv607(at)yahoo.com>
>Sent: Sep 24, 2008 1:59 PM
>To: rv-list(at)matronics.com
>Subject: Re: RV-List: Wheel pants too low?
>
>Harry:::
>
>What is this??? please tell me I should have done that? I did not see that
>on the plans.... I have the rv6a, please explain... I am now worried I am
>missing that?? how is it done etc...
>
>bert
>
>--- On Wed, 9/24/08, HCRV6(at)comcast.net wrote:
>
>From: HCRV6(at)comcast.net <HCRV6(at)comcast.net>
>Subject: Re: RV-List: Wheel pants too low?
>To: rv-list(at)matronics.com
>Date: Wednesday, September 24, 2008, 12:31 PM
>
>
>Walt,
>
>Did you install a bulkhead in the rear half of the wheel pants to prevent crud
>from collecting back there?
>
>--
>Harry Crosby
>RV-6 N16CX, flying - 517 hours
>
> -------------- Original message ----------------------
>From: rveighta <rveighta(at)earthlink.net>
>>
>> This seems to be a universal problem with the Van's tail draggers. My
>8 is the
>> same; I taxi across about 100' of grass to get to my airpark's
>runway and I get
>> a collection of grass inside the rear half of the pants everytime.
>>
>> Walt Shipley
>
>
________________________________________________________________________________
| From: | "Bruce Gray" <Bruce(at)glasair.org> |
| Subject: | IMC - What If??? Analysis |
To play the devils advocate,
You'll be lucky if, when your EFIS fails, the screen goes dark. More
than
likely, part of it will just freeze, or worse yet - start giving you
false
information.
What do you do when all your electro-wizzies fail? It's happened -
several
times in big iron aircraft, failure of multiple electrical systems and
their
backups leaving a totally dark cockpit. One of the reasons that all EFIS
certified panels have a vacuum ADI or equivalent.
But let's look at a more likely failure mode, the AHRS starts to put out
false information. Your Tru-Trak ADI (It's not really) only displays
quasi
pitch info. It shows a GPS derived VSI as pitch up/down commands. Now,
the
big question is - are you willing to bet your life that you addled and
confused brain is going to be able to sort out the conflicting and non
standard pitch information before you go "THUD"?
And as your screaming brain is yelling - which system is right? Needle,
ball, and airspeed tie breaker?
I know I've spent hundreds of hours scanning the basic 6 pack in IMC and
am
well aware of its failure modes. But when screens go dark or scrambled
it's
the easiest and fasted for me to revert to and feel comfortable.
Bruce
<http://www.glasair.org/> www.Glasair.org
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Valovich, Paul
Sent: Wednesday, September 24, 2008 11:37 AM
Subject: RV-List: IMC - What If??? Analysis
FWIW - I spent a lot of time analyzing panel options for my -8A, and so
far
have found no major issues with the conclusions I reached. Here's a
summary:
Requirement 1: IMC capability (if I choose to go there) - including ILS.
(Pilot instrument experience not an issue - I'm a retired Naval
aviator).
Requirement 2: Electric panel - no vacuum pumps.
Requirement 3: Multiple redundancy - fidelity can vary.
Final instrument configuration: AFS-3500 with AOA; TruTrac ADI II; Sl
40;
Garmin 496; ICOM Radio; GTX-327; PMA-7000B; Separate altimeter,
airspeed,
VSI; Heated pitot tube.
Electrical System: B&C 40 amp alternator; SD-8 alternator;
self-contained
backup batteries in 3500 and 496; regular ship's battery.
In IMC - What ifs? (Normal ops - everything works and power is from main
bus)
1. AFS-3500 failure - use ADI II for attitude info; if unsure of
attitude, select a heading and altitude hold mode. Use AS / Altimeter /
VSI
steam gages.
2. AFS-3500 and ADI II failure - use rough attitude functions of
496
to get back to approximate level flight (a real emergency)
3. AFS-3500, ADI II and 496 failure - partial panel with the AS /
Alt
and VSI; but realistically, sometimes it just ain't your day.
4. Alternator failure - endurance bus powered by SD-8 (3500,
SL-40,
ADI II are on it)
5. Alternator and SD-8 failure - endurance bus powered by main
battery
6. Alternator, SD-8 and main battery failure - 3500 and 496
powered by
internal backup batteries
7. Alternator, SD-8, main battery and backup battery failures -
see
(3) above
8. Pitot static failure - 496 and AOA attitude reference (if AOA
is
below stall you are at least somewhat in control and may have additional
time to sort things out)
9. Icing - Get the hell out of there asap
Panel configuration is a very personal decision. However, some version
of
the "What ifs???" should be used in every analysis. The above is just
one
guy's opinion. Be interested in hearing from folks who think I'm off on
a
tangent or missed something.
Booger
N192NM Reserved - Again
________________________________________________________________________________
| From: | "SteinAir, Inc." <stein(at)steinair.com> |
| Subject: | IMC - What If??? Analysis |
MessageHi Bruce,
You know I agree with you historically on some of your points, but I have to
jump in here just a little bit - nothing personal, just want to re-direct a
few facts. Your understanding of the TruTrak ADI is not just a little bit
off....it's just flat wrong. Who told you it uses GPS information for
vertical information? They use GPS to show a track in the little LCD
window...it has nothing to do with the flight display. You do of course
realize that it has solid state gyros inside of it and shows instantaneous
pitch and bank information as well? Naturally you also know that it has a
Pitot and Static connection on the back of it to sense pitot/satic info? Of
course some of the EFIS mfgrs out there use GPS as an aiding function to
offset the accelerometer drift, etc.., but I'm not aware of any other than
the little "instrument page" of the Garmin handhelds that do anything of the
sort.
Anyway, I don't want to get into a debate on what should be used when and
where nor if the ADI is for you or not...just want to make sure people don't
think it uses GPS to display any flight information. I do agree that there
is a BIG question on lower cost EFISes knowing whether they are ill or not.
The certified stuff has a ton of software in it for that very purpose, and
will paint a big red "X" over any portion of the instrument it thinks
doesn't has perfect information. Most of the really low cost EFISes will
not alert you to anything being wrong, because the EFIS itself doesn't know
it's sick. It's what I try to tell people over and over. There is a MUCH
larger difference between EFISes than just plain cost. There is a lot of
other unseen functionality that comes with the higher priced units other
than their name on the faceplate. Of course every EFIS mfgr will tell you
their stuff is the same as the certified Garmin or what is in the Boeings
while standing in the booth at OSH (I actually heard a rep from a low cost
EFIS mfgr repeatedly tell people their stuff was as good or better than the
Garmin certified stuff)....hopefully people realize that's just not the case
and couldn't be farther from the truth. Does that mean the low cost EFISes
are bad? Heck no! They are a marvel of technology as long as you use them
for what they are.
FYI...most of the heavy iron is going to solid state peanut backups as
well....but they aren't anything like our low cost EFISes (nor the price)!
Again, nothing personal and I'm not necessarily disagreeing with premise in
general, just some of the details. The whole "tie breaker" discussion gets
really interesting really fast in some of these configurations. There are a
number of historical crashes of airliners because of the fight between
pilot/copilot and the "tie breaker" of instruments indications. Overall I
could ramble on and on about this stuff, as well as the whole AHRS theory,
but in the end we're all entitled to our own opinions. Like I said, no
necessarily agreeing or disagreeing, just putting out a few facts.
Cheers,
Stein
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Bruce Gray
Sent: Wednesday, September 24, 2008 4:50 PM
To: rv-list(at)matronics.com
Subject: RE: RV-List: IMC - What If??? Analysis
To play the devils advocate,
You'll be lucky if, when your EFIS fails, the screen goes dark. More than
likely, part of it will just freeze, or worse yet - start giving you false
information.
What do you do when all your electro-wizzies fail? It's happened - several
times in big iron aircraft, failure of multiple electrical systems and their
backups leaving a totally dark cockpit. One of the reasons that all EFIS
certified panels have a vacuum ADI or equivalent.
But let's look at a more likely failure mode, the AHRS starts to put out
false information. Your Tru-Trak ADI (It's not really) only displays quasi
pitch info. It shows a GPS derived VSI as pitch up/down commands. Now, the
big question is - are you willing to bet your life that you addled and
confused brain is going to be able to sort out the conflicting and non
standard pitch information before you go "THUD"?
And as your screaming brain is yelling - which system is right? Needle,
ball, and airspeed tie breaker?
I know I've spent hundreds of hours scanning the basic 6 pack in IMC and
am well aware of its failure modes. But when screens go dark or scrambled
it's the easiest and fasted for me to revert to and feel comfortable.
Bruce
www.Glasair.org
________________________________________________________________________________
| From: | "Bruce Gray" <Bruce(at)glasair.org> |
| Subject: | IMC - What If??? Analysis |
Hmmm, I could be wrong but.... The TruTrak website says the roll is
instantaneous gyro and the pitch is enhanced VSI. Perhaps we're both
right.
Bruce
<http://www.glasair.org/> www.Glasair.org
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of SteinAir, Inc.
Sent: Wednesday, September 24, 2008 6:22 PM
Subject: RE: RV-List: IMC - What If??? Analysis
Hi Bruce,
You know I agree with you historically on some of your points, but I
have to
jump in here just a little bit - nothing personal, just want to
re-direct a
few facts. Your understanding of the TruTrak ADI is not just a little
bit
off....it's just flat wrong. Who told you it uses GPS information for
vertical information? They use GPS to show a track in the little LCD
window...it has nothing to do with the flight display. You do of course
realize that it has solid state gyros inside of it and shows
instantaneous
pitch and bank information as well? Naturally you also know that it has
a
Pitot and Static connection on the back of it to sense pitot/satic info?
Of
course some of the EFIS mfgrs out there use GPS as an aiding function to
offset the accelerometer drift, etc.., but I'm not aware of any other
than
the little "instrument page" of the Garmin handhelds that do anything of
the
sort.
Anyway, I don't want to get into a debate on what should be used when
and
where nor if the ADI is for you or not...just want to make sure people
don't
think it uses GPS to display any flight information. I do agree that
there
is a BIG question on lower cost EFISes knowing whether they are ill or
not.
The certified stuff has a ton of software in it for that very purpose,
and
will paint a big red "X" over any portion of the instrument it thinks
doesn't has perfect information. Most of the really low cost EFISes
will
not alert you to anything being wrong, because the EFIS itself doesn't
know
it's sick. It's what I try to tell people over and over. There is a
MUCH
larger difference between EFISes than just plain cost. There is a lot
of
other unseen functionality that comes with the higher priced units other
than their name on the faceplate. Of course every EFIS mfgr will tell
you
their stuff is the same as the certified Garmin or what is in the
Boeings
while standing in the booth at OSH (I actually heard a rep from a low
cost
EFIS mfgr repeatedly tell people their stuff was as good or better than
the
Garmin certified stuff)....hopefully people realize that's just not the
case
and couldn't be farther from the truth. Does that mean the low cost
EFISes
are bad? Heck no! They are a marvel of technology as long as you use
them
for what they are.
FYI...most of the heavy iron is going to solid state peanut backups as
well....but they aren't anything like our low cost EFISes (nor the
price)!
Again, nothing personal and I'm not necessarily disagreeing with premise
in
general, just some of the details. The whole "tie breaker" discussion
gets
really interesting really fast in some of these configurations. There
are a
number of historical crashes of airliners because of the fight between
pilot/copilot and the "tie breaker" of instruments indications. Overall
I
could ramble on and on about this stuff, as well as the whole AHRS
theory,
but in the end we're all entitled to our own opinions. Like I said, no
necessarily agreeing or disagreeing, just putting out a few facts.
Cheers,
Stein
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Bruce Gray
Sent: Wednesday, September 24, 2008 4:50 PM
Subject: RE: RV-List: IMC - What If??? Analysis
To play the devils advocate,
You'll be lucky if, when your EFIS fails, the screen goes dark. More
than
likely, part of it will just freeze, or worse yet - start giving you
false
information.
What do you do when all your electro-wizzies fail? It's happened -
several
times in big iron aircraft, failure of multiple electrical systems and
their
backups leaving a totally dark cockpit. One of the reasons that all EFIS
certified panels have a vacuum ADI or equivalent.
But let's look at a more likely failure mode, the AHRS starts to put out
false information. Your Tru-Trak ADI (It's not really) only displays
quasi
pitch info. It shows a GPS derived VSI as pitch up/down commands. Now,
the
big question is - are you willing to bet your life that you addled and
confused brain is going to be able to sort out the conflicting and non
standard pitch information before you go "THUD"?
And as your screaming brain is yelling - which system is right? Needle,
ball, and airspeed tie breaker?
I know I've spent hundreds of hours scanning the basic 6 pack in IMC and
am
well aware of its failure modes. But when screens go dark or scrambled
it's
the easiest and fasted for me to revert to and feel comfortable.
Bruce
<http://www.glasair.org/> www.Glasair.org
________________________________________________________________________________
| From: | HCRV6(at)comcast.net |
| Subject: | Re: Wheel pants too low? |
________________________________________________________________________________
| From: | Dan <dan(at)rdan.com> |
| Subject: | Re: RV-8 "Curved Control Stick" Option...? |
I wanted one of the bent stick too,-I e-mailed him about a year ago, with
no response??
I still want one,
Dan
--- On Wed, 9/24/08, Carlos Hernandez wrote:
From: Carlos Hernandez <carlosh(at)structuralaz.com>
Subject: Re: RV-List: RV-8 "Curved Control Stick" Option...?
Date: Wednesday, September 24, 2008, 11:32 AM
Yeah he's not doing it any more. Here's what he says from his web site
www.rvwoody.com
/"LAST BATCH EVER: March 1, 2007. Due to customer complaints about the
six week lead time, this service is terminated. If you want a stick
done, better get it to me by March 1. Sticks received after March 1
will be returned to sender."
/Bummer cause I was wanting one when I get there in my build./
/
Carlos in AZ
Michael W Stewart wrote:
>
> Matt,
> RV Woody
> 4606 107th Street
> Mukilter, WA 98275
> ATTN Todd Rudberg
>
> This is the guy that was making them for builders, usually in batches.
> Dont know if this is still the case. I have attached the low res
> drawing. You can see the dimentions.
> Best,
> Mike
>
> /(See attached file: bentstick.jpg)/
>
>
> Inactive hide details for Matt Dralle ---09/24/2008 12:31:33 PM----->
>
>
> *Matt Dralle *
> Sent by: owner-rv-list-server(at)matronics.com
>
> 09/24/2008 11:52 AM
> Please respond to
> rv-list(at)matronics.com
>
>
>
> To
>
> rv-list(at)matronics.com
>
> cc
>
>
> Subject
>
> RV-List: RV-8 "Curved Control Stick" Option...?
>
>
>
>
> Greetings,
>
> I sat in a friend's RV-8 this weekend and was testing out the various
> ergonomic aspects. One thing that struck me was the pilot's control
> stick placement. It seemed a bit far away and definitely way too low.
> The top of the stick cleared the bottom of the instrument panel by
> maybe an inch or less, so it was definitely about as long as it could
> be. The seat cushion didn't seem abnormally thick.
>
> When I ordered my seats from Classic Aero Designs, one of the
> questions they asked me was if I had the "Curved Stick Option".
I
> didn't think about it much at the time but now I'm intrigued. Is
this
> something that could give me more stick height without impacting the
> instrument panel? Does Van's sell it? Part number? Pros and cons?
> Pictures?
>
> Thanks,
>
> Matt Dralle
> RV-8 #82880 N844RV (res.)
>
>
> ========================
============
> tor?RV-List">http://www.matronics.com/Navigator?RV-List
> ========================
============
> FORUMS -
> tp://forums.matronics.com
> ========================
============
> Site -
> bsp; -Matt Dralle, List Admin.
> bution">http://www.matronics.com/contribution
> ========================
============
>
>
> ------------------------------------------------------------------------
>
> ------------------------------------------------------------------------
>
> Checked by AVG.
>
--
Carlos Hernandez <carlosh@sec-engr.com>
Structural Engineers Company
2963 W. Elliot Rd. - Suite 3
Chandler, AZ 85224
Phone: 480.968.8600
Fax: 480.968.8608
www.sec-engr.com
CONFIDENTIALITY NOTICE
The information in this email may be confidential and/or privileged.
This email is intended to be reviewed by only the individual or
organization named above. If you are not the intended recipient or
an authorized representative of the intended recipient, you are hereby
notified that any review, dissemination or copyingof this email and
its attachments, if any, or the information contained herein is
prohibited. If you havereceived this email in error, please
immediately notify the sender by return email and delete this email
from your system.
________________________________________________________________________________
| From: | Kevin Horton <khorton01(at)rogers.com> |
| Subject: | Re: IMC - What If??? Analysis |
As I understand it, this means that the pitch info comes from changes in
barometric altitude (i.e. VSI), enhanced with solid state pitch rate
"gyro" info. No GPS info is used for pitch or roll display.
Kevin Horton
Bruce Gray wrote:
> Hmmm, I could be wrong but.... The TruTrak website says the roll is
> instantaneous gyro and the pitch is enhanced VSI. Perhaps we're both right.
>
>
>
> Bruce
>
> <http://www.glasair.org/> www.Glasair.org
>
>
>
> -----Original Message-----
> From: owner-rv-list-server(at)matronics.com
> [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of SteinAir, Inc.
> Sent: Wednesday, September 24, 2008 6:22 PM
> To: rv-list(at)matronics.com
> Subject: RE: RV-List: IMC - What If??? Analysis
>
>
> Hi Bruce,
>
> You know I agree with you historically on some of your points, but I have to
> jump in here just a little bit - nothing personal, just want to re-direct a
> few facts. Your understanding of the TruTrak ADI is not just a little bit
> off....it's just flat wrong. Who told you it uses GPS information for
> vertical information? They use GPS to show a track in the little LCD
> window...it has nothing to do with the flight display. You do of course
> realize that it has solid state gyros inside of it and shows instantaneous
> pitch and bank information as well? Naturally you also know that it has a
> Pitot and Static connection on the back of it to sense pitot/satic info? Of
> course some of the EFIS mfgrs out there use GPS as an aiding function to
> offset the accelerometer drift, etc.., but I'm not aware of any other than
> the little "instrument page" of the Garmin handhelds that do anything of the
> sort.
>
> Anyway, I don't want to get into a debate on what should be used when and
> where nor if the ADI is for you or not...just want to make sure people don't
> think it uses GPS to display any flight information. I do agree that there
> is a BIG question on lower cost EFISes knowing whether they are ill or not.
> The certified stuff has a ton of software in it for that very purpose, and
> will paint a big red "X" over any portion of the instrument it thinks
> doesn't has perfect information. Most of the really low cost EFISes will
> not alert you to anything being wrong, because the EFIS itself doesn't know
> it's sick. It's what I try to tell people over and over. There is a MUCH
> larger difference between EFISes than just plain cost. There is a lot of
> other unseen functionality that comes with the higher priced units other
> than their name on the faceplate. Of course every EFIS mfgr will tell you
> their stuff is the same as the certified Garmin or what is in the Boeings
> while standing in the booth at OSH (I actually heard a rep from a low cost
> EFIS mfgr repeatedly tell people their stuff was as good or better than the
> Garmin certified stuff)....hopefully people realize that's just not the case
> and couldn't be farther from the truth. Does that mean the low cost EFISes
> are bad? Heck no! They are a marvel of technology as long as you use them
> for what they are.
>
> FYI...most of the heavy iron is going to solid state peanut backups as
> well....but they aren't anything like our low cost EFISes (nor the price)!
>
> Again, nothing personal and I'm not necessarily disagreeing with premise in
> general, just some of the details. The whole "tie breaker" discussion gets
> really interesting really fast in some of these configurations. There are a
> number of historical crashes of airliners because of the fight between
> pilot/copilot and the "tie breaker" of instruments indications. Overall I
> could ramble on and on about this stuff, as well as the whole AHRS theory,
> but in the end we're all entitled to our own opinions. Like I said, no
> necessarily agreeing or disagreeing, just putting out a few facts.
>
> Cheers,
> Stein
>
> -----Original Message-----
> From: owner-rv-list-server(at)matronics.com
> [mailto:owner-rv-list-server(at)matronics.com]On Behalf Of Bruce Gray
> Sent: Wednesday, September 24, 2008 4:50 PM
> To: rv-list(at)matronics.com
> Subject: RE: RV-List: IMC - What If??? Analysis
>
>
> To play the devils advocate,
>
> You'll be lucky if, when your EFIS fails, the screen goes dark. More than
> likely, part of it will just freeze, or worse yet - start giving you false
> information.
>
> What do you do when all your electro-wizzies fail? It's happened - several
> times in big iron aircraft, failure of multiple electrical systems and their
> backups leaving a totally dark cockpit. One of the reasons that all EFIS
> certified panels have a vacuum ADI or equivalent.
>
> But let's look at a more likely failure mode, the AHRS starts to put out
> false information. Your Tru-Trak ADI (It's not really) only displays quasi
> pitch info. It shows a GPS derived VSI as pitch up/down commands. Now, the
> big question is - are you willing to bet your life that you addled and
> confused brain is going to be able to sort out the conflicting and non
> standard pitch information before you go "THUD"?
> And as your screaming brain is yelling - which system is right? Needle,
> ball, and airspeed tie breaker?
>
> I know I've spent hundreds of hours scanning the basic 6 pack in IMC and am
> well aware of its failure modes. But when screens go dark or scrambled it's
> the easiest and fasted for me to revert to and feel comfortable.
>
>
>
>
> Bruce
>
> <http://www.glasair.org/> www.Glasair.org
>
>
>
--
Kevin Horton
RV-8 (Flight Test Phase)
Ottawa, Canada
http://www.kilohotel.com/rv8
________________________________________________________________________________
| From: | "Deene Ogden " <deene(at)austin.rr.com> |
I made my curved RV8 front stick. Just layout on paper your desired curved
September 05, 2008 - September 25, 2008
RV-Archive.digest.vol-tr