RV-Archive.digest.vol-ul
April 22, 2010 - June 01, 2010
________________________________________________________________________________
| From: | Vanremog(at)aol.com |
| Subject: | Re: N998RV Signed Off! |
Awesome, Dude! Fly safe and I'll see you in the air over LVK.
-N1GV (RV-6A Flying 938TTAE Silicon Valley, CA)
In a message dated 4/22/2010 2:02:26 P.M. Pacific Daylight Time,
dralle(at)matronics.com writes:
HOBBS Meter: 2452 Construction Hours
Its official! RV-8 N998RV was officially signed off by the FAA this
Airworthiness Certificate and Repairman Certificate and the obligatory entry was
made in the aircraft's logbook. A special Phase 1 test-flight area was
agreed upon and extends from Livermore to Stockton to Merced to Lost Banos and
back to Livermore.
Next week I go up to Oregon to get my Transition Training from Mike Seager
( http://www.vansaircraft.com/public/trainfly.htm ) and after that, its
time to test fly!
YAHOO!!! I can't believe its signed off and the test flight is this
close! How exciting!
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Blog
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: Final Bits / Inspection / Test Flight
________________________________________________________________________________
| From: | Charles Rowbotham <crowbotham(at)hotmail.com> |
| Subject: | N998RV Signed Off! |
Hi Matt=2C
Great news - we'll be looking forward to hearing of your First Flight.
Chuck & Dave Rowbotham
RVs
> Date: Thu=2C 22 Apr 2010 13:57:07 -0700
> To: rv-list(at)matronics.com=3B rv8-list(at)matronics.com=3B rv7-list@matronics
.com=3B rv10-list(at)matronics.com
> From: dralle(at)matronics.com
> Subject: RV-List: N998RV Signed Off!
> HOBBS Meter: 2452 Construction Hours
> Its official! RV-8 N998RV was officially signed off by the FAA this after
> Matt Dralle
> RV-8 #82880 N998RV
_________________________________________________________________
The New Busy is not the too busy. Combine all your e-mail accounts with Hot
mail.
http://www.windowslive.com/campaign/thenewbusy?tile=multiaccount&ocid=P
ID28326::T:WLMTAGL:ON:WL:en-US:WM_HMP:042010_4
________________________________________________________________________________
| From: | "Dale Ensing" <densing(at)carolina.rr.com> |
| Subject: | Re: N998RV Signed Off! |
My Congratulation also Matt. You have accomplished a very significant
milestone in the life of an "aviation freak". Now you get to enjoy the next
phase....and don't forget to remind yourself while flying your beautiful
creation...."dam, I built this wonderful machine!"
Dale Ensing
RV-6a N118DE
(in the middle of another condition inspection. man, how time flys)
> HOBBS Meter: 2452 Construction Hours
>
> Its official! RV-8 N998RV was officially signed off by the FAA this
> Airworthiness Certificate and Repairman Certificate and the obligatory
> entry
> was made in the aircraft's logbook. A special Phase 1 test-flight area
> was
> agreed upon and extends from Livermore to Stockton to Merced to Lost Banos
> and back to Livermore.
>
> Next week I go up to Oregon to get my Transition Training from Mike Seager
> (
> http://www.vansaircraft.com/public/trainfly.htm ) and after that, its time
> to test fly!
>
> YAHOO!!! I can't believe its signed off and the test flight is this
> close!
> How exciting!
>
>
> Matt Dralle
> RV-8 #82880 N998RV
> http://www.mattsrv8.com - Matt's RV-8 Construction Blog
> http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
> Status: Final Bits / Inspection / Test Flight
>
>
> ======
> Email scanned by PC Tools - No viruses or spyware found.
> (Email Guard: 7.0.0.18, Virus/Spyware Database: 6.14830)
> http://www.pctools.com/
> ======
>
>
>
________________________________________________________________________________
| From: | "Randy Utsey" <randy(at)djdist.com> |
| Subject: | Re: N998RV Signed Off! |
Matt! Way to go! Thanks for keeping all of us informed on the progress
of your beautiful "8". Enjoy the flyoff! Hope to see your at OSH!
Randy Utsey
N55CU / RV-7
Charlotte, N.C.
----- Original Message -----
From: Charles Rowbotham
To: RV List
Sent: Friday, April 23, 2010 7:02 AM
Subject: RE: RV-List: N998RV Signed Off!
Hi Matt,
Great news - we'll be looking forward to hearing of your First Flight.
Chuck & Dave Rowbotham
RVs
> Date: Thu, 22 Apr 2010 13:57:07 -0700
> To: rv-list(at)matronics.com; rv8-list(at)matronics.com;
rv7-list(at)matronics.com; rv10-list(at)matronics.com
> From: dralle(at)matronics.com
> Subject: RV-List: N998RV Signed Off!
> HOBBS Meter: 2452 Construction Hours
> Its official! RV-8 N998RV was officially signed off by the FAA this
> Matt Dralle
> RV-8 #82880 N998RV
-------------------------------------------------------------------------
-----
The New Busy is not the too busy. Combine all your e-mail accounts
with Hotmail. Get busy.
________________________________________________________________________________
| From: | Robin Marks <robin(at)PaintTheWeb.com> |
| Subject: | N998RV Signed Off! |
Matt does not need to be reminded that he built his plane, all he needs to
do is click a bookmark on one of his screens to review his builder site
online or better yet watch his first engine start, first flight etc... on
his various displays while he is flying.
Great work Matt, I can't wait to see the paint scheme you selected. I
thought you may just paint the plane theater screen white and mount some
HD projectors in the wingtips so you can project any paint scheme you wish
whenever you want. P-51 for formation flying, Gulfstream 550 for cross
country flights and of course rusted old Cessna 150 for when the tax
collector shows up.
Magnificent build and a real testament to Technology, Vans Aircraft and
your Craftsmanship. Even your proseal looked marvelous.
Come visit us at SBP once Phase 1 is complete.
Robin
RV-4 Sold
RV-6A Sold
RV-10 145 Hours
RV-8A Plenum complete
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Dale Ensing
Sent: Friday, April 23, 2010 5:17 AM
Subject: Re: RV-List: N998RV Signed Off!
My Congratulation also Matt. You have accomplished a very significant
milestone in the life of an "aviation freak". Now you get to enjoy the
next
phase....and don't forget to remind yourself while flying your beautiful
creation...."dam, I built this wonderful machine!"
Dale Ensing
RV-6a N118DE
(in the middle of another condition inspection. man, how time flys)
________________________________________________________________________________
| Subject: | weather strip installation |
| From: | thomas sargent <sarg314(at)gmail.com> |
There is a weather strip that's supposed to be installed on the 6A between
the wing-root gap fairing and the fuselage. It seals up that last 1/4" or so
of space. It tried installing that for the first time last night and got no
where. Is it best to try to put in on the gap filler fairing before you
screw the fairing down, or after the fairing is mounted? If after it's
mounted, can you slide it on or just force it on with... what?... a screw
driver, your fingers, special tool....?
Any hints would be appreciated.
--
Tom Sargent, RV-6A, almost ready to weigh.
________________________________________________________________________________
| From: | "Ed Anderson" <eanderson(at)carolina.rr.com> |
| Subject: | weather strip installation |
Tom
I've never tried to install the fairing strip without the weather strip
installed on the fairing. I initially put the rubber strip on and held it
in place with a number of strategically place rubber bands around the rubber
and fairing.
I then placed it up against the fuselage and started screwing down the
fairing starting from the underneath and worked my way around the leading
edge, onto the top and down the wing to the trailing edge. The rubber bands
can be cut and easily removed.
But, after I did it that way a couple of times, I found the rubber bands
unnecessary.
I'm sure there are other ways, but that worked for me.
Good luck
Ed
Ed Anderson
Rv-6A N494BW Rotary Powered
Matthews, NC
eanderson(at)carolina.rr.com
<http://www.andersonee.com> http://www.andersonee.com
<http://www.dmack.net/mazda/index.html>
http://www.dmack.net/mazda/index.html
http://www.flyrotary.com/
<http://members.cox.net/rogersda/rotary/configs.htm>
http://members.cox.net/rogersda/rotary/configs.htm#N494BW
http://www.rotaryaviation.com/Rotorhead%20Truth.htm
<http://www.dmack.net/mazda/index.html>
_____
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of thomas sargent
Sent: Saturday, April 24, 2010 2:56 PM
Subject: RV-List: weather strip installation
There is a weather strip that's supposed to be installed on the 6A between
the wing-root gap fairing and the fuselage. It seals up that last 1/4" or so
of space. It tried installing that for the first time last night and got no
where. Is it best to try to put in on the gap filler fairing before you
screw the fairing down, or after the fairing is mounted? If after it's
mounted, can you slide it on or just force it on with... what?... a screw
driver, your fingers, special tool....?
Any hints would be appreciated.
--
Tom Sargent, RV-6A, almost ready to weigh.
________________________________________________________________________________
| From: | "Richard Dudley" <rhdudley1(at)bellsouth.net> |
| Subject: | Re: weather strip installation |
Hi Tom,
On my 6A, I always applied the strip to the fairing as I installed the
fairing. I never tried to appy it after the fairing was in place. That
worked well for me through all the occasions of initial assembly,
annuals and tank service bulletins. The gap is fairly small and I
expected that it would be difficult to instal the strip after the
fairing was in place.
RHDudley
-6A
----- Original Message -----
From: thomas sargent
To: rv-list
Sent: Saturday, April 24, 2010 2:56 PM
Subject: RV-List: weather strip installation
There is a weather strip that's supposed to be installed on the 6A
between the wing-root gap fairing and the fuselage. It seals up that
last 1/4" or so of space. It tried installing that for the first time
last night and got no where. Is it best to try to put in on the gap
filler fairing before you screw the fairing down, or after the fairing
is mounted? If after it's mounted, can you slide it on or just force it
on with... what?... a screw driver, your fingers, special tool....?
Any hints would be appreciated.
--
Tom Sargent, RV-6A, almost ready to weigh.
________________________________________________________________________________
| From: | "Al & Gail Herron" <herronpvf(at)sbcglobal.net> |
| Subject: | ECI pushrod tube clip failures |
I just completed the first annual condition inspection on my -7A (has it
really been a year since I shoved that throttle home the first time?) and
got couple of rude surprises. First, all 4 of my ECI cylinders are subject
to the recall and will have to be removed and replaced. Good news is: they
all passed inspection, ECI will repair/replace them free (except for my
labor) and with only 80 hours on the mill I can put that off till next
winter.
Now for the second item. I'd had a couple of annoying oil leaks at the
bases of the pushrod tubes. My mechanic showed me how to repair these, and
with a good set of compression numbers on the jugs and a handful of new
seals I set off to the hangar to fix the leaks. When I pulled the first
rocker cover off, I spotted a piece of metal out place at the bottom of the
rocker housing. It didn't take long to figure out where it came from. If
you're not familiar, just above the rocker arm assemblies on a Lycoming is a
thin metal clip with two "ears" that hold the pushrod tubes in. On my
engine (TMX-360), 5 out of the 8 ears had fractured; two had fallen off, the
other three separated as soon as the hold-down nut was removed. Aside from
the resulting oil leaks, one of the loose pieces had intermittently wedged
between the rocker cover and one of the valve retainers. There was a nice
little "cowl bump" hammered out from the inside at my #2 exhaust valve!
This finally explained the intermittent (maybe once or twice per flight
hour) stumble I'd been getting - the loose piece was sometimes holding the
valve partially open.
I called both Mattituck (who I'm no longer upset with for oil leaks on a
brand new engine - not their fault) and ECI. The ECI guy rather
off-handedly remarked "oh, yeah, we had a batch of those clips that were
badly heat-treated and became hydrogen-embrittled. They break sometimes".
Oh, really? So do airplanes that have to land places other than airports
when their engines quit, sometimes. Thanks for letting me know. I found
nothing about it on the ECI S/B list.
Anyway, enough rant. Bottom line: it only takes a few minutes to check
this, all you have to do is pull the rocker cover and the little nut holding
the pushrod tube clip. I've replaced mine with Lycoming parts, they were
only a few dollars and a few minutes each.
Al Herron
N401MT
________________________________________________________________________________
| From: | Louis Willig <larywil(at)comcast.net> |
| Subject: | Starter turns wrong direction |
Hi gang,
Today I replaced my old, but working, Mark Landoll starter with a
brand new MagnaFlight MZ-6220 starter. It turns in the wrong
direction!!!!. I'm stumped. I replaced the Landoll unit and
everything is normal. A quick bench test with a 12 V. battery shows
the starter turns in the wrong direction. Uhhh. Anybody know what's going on?
Louis I Willig
1640 Oakwood Dr.
Penn Valley, PA 19072
610 668-4964
RV-4, N180PF
190HP IO-360, C/S prop
________________________________________________________________________________
| From: | Danny <vft(at)aol.com> |
Garmin 496 in very good (almost new) condition. Complete w/all accessories
and an AirGizmo panel mount. $1200 w/shipping
ijustwanttobedanny(at)gmail.com
Danny Melnik
F1 N14ZM
Rocket Factory
Melbourne, FL
________________________________________________________________________________
| From: | "Dale Walter" <dale1rv6(at)comcast.net> |
I would like to buy it, and I live in same state.
Dale Walter
RV6a
_____
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Danny
Sent: Monday, April 26, 2010 4:53 PM
Subject: RV-List: FS: Garmin 496
Garmin 496 in very good (almost new) condition. Complete w/all accessories
and an AirGizmo panel mount. $1200 w/shipping
ijustwanttobedanny(at)gmail.com
Danny Melnik
F1 N14ZM
Rocket Factory
Melbourne, FL
________________________________________________________________________________
| From: | Bobby Hester <bobbyhester(at)newwavecomm.net> |
| Subject: | Re: FS: Garmin 496 |
I'll take it if he does not!
270-349-2917
----
Surfing the web from Hopkinsville, KY
Check out the latest on my website at:
http://home.newwavecomm.net/bobbyhester/RVSite.htm
Dale Walter wrote:
>
> I would like to buy it, and I live in same state.
>
> Dale Walter
>
> RV6a
>
>
>
> ------------------------------------------------------------------------
>
> *From:* owner-rv-list-server(at)matronics.com
> [mailto:owner-rv-list-server(at)matronics.com] *On Behalf Of *Danny
> *Sent:* Monday, April 26, 2010 4:53 PM
> *To:* rv-list(at)matronics.com
> *Subject:* RV-List: FS: Garmin 496
>
>
>
> Garmin 496 in very good (almost new) condition. Complete w/all
> accessories and an AirGizmo panel mount. $1200 w/shipping
>
>
> ijustwanttobedanny(at)gmail.com
>
> Danny Melnik
> F1 N14ZM
> Rocket Factory
> Melbourne, FL
>
> * *
> * *
> **
> **
> **
> *http://www.matronics.com/Navigator?RV-List*
> **
> **
> *http://forums.matronics.com*
> **
> **
> *http://www.matronics.com/contribution*
> * *
> *
>
>
> *
________________________________________________________________________________
| Subject: | Re: FS: Garmin 496 |
| From: | Danny <vft(at)aol.com> |
Hi Dale,
I'm sorry but it only lasted less than 1 hr.
Danny Melnik
F1 N14ZM
Rocket Factory
Melbourne, FL
-----Original Message-----
From: Dale Walter <dale1rv6(at)comcast.net>
Sent: Mon, Apr 26, 2010 6:06 pm
Subject: RE: RV-List: FS: Garmin 496
I would like to buy it, and I live in same state.
Dale Walter
RV6a
From: owner-rv-list-server(at)matronics.com [mailto:owner-rv-list-server@matr
onics.com] On Behalf Of Danny
Sent: Monday, April 26, 2010 4:53 PM
Subject: RV-List: FS: Garmin 496
Garmin 496 in very good (almost new) condition. Complete w/all accessories
and an AirGizmo panel mount. $1200 w/shipping
ijustwanttobedanny(at)gmail.com
Danny Melnik
F1 N14ZM
Rocket Factory
Melbourne, FL
http://www.matronics.com/Navigator?RV-List
http://forums.matronics.com
http://www.matronics.com/contribution
========================
===========
-= - The RV-List Email Forum -
-= Use the Matronics List Features Navigator to browse
-= the many List utilities such as List Un/Subscription,
-= Archive Search & Download, 7-Day Browse, Chat, FAQ,
-= Photoshare, and much much more:
-
-= --> http://www.matronics.com/Navigator?RV-List
-
-========================
========================
===========
-= - MATRONICS WEB FORUMS -
-= Same great content also available via the Web Forums!
-
-= --> http://forums.matronics.com
-
-========================
========================
===========
-= - List Contribution Web Site -
-= Thank you for your generous support!
-= -Matt Dralle, List Admin.
-= --> http://www.matronics.com/contribution
-========================
========================
===========
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | RV-8 - First Taxi Tests! |
Here are three videos of the very first taxi test for RV-8 N998RV! Brakes worked
good and ground handling was excellent. This is a short trip down to the West
end of the field where the compass rose is. The GRT electronic Magnetometers
needed to be calibrated.
First Taxi Test - Run 1
http://www.youtube.com/MattsRV8?v=11578GQkg3Y
There were some issues getting the #2 Magnetometer to calibrate on the first run
down to the compass rose. We taxied back to the hangar (no video since Craig
was shooting stills with the Nikon on this trip). After taking the tail fairing
off, pulling out both Magnetometers, and pulling out all three EFISs, I realized
that I had the system wired such that calibration of the #1 Magnetometer
has to be done from the #1 EFIS, and calibration of the #2 Magnetometer has to
be done from the #2 EFIS. Its an issue with the serial output lines from the
EFIS and the fact that you can't calibrate two Magnetometers at once.
I gave it a little extra throttle and got the tail up a couple of times on this
run! Sweet!
First Taxi Test - Run 2
http://www.youtube.com/MattsRV8?v=N1LfnHiN4tM
Both Magnetometers were calibrated and it was getting late and cold. We headed
back to the hangar to call it a day. Be sure to wait for the end of the video
as there is a shot with the Sunset in the background that is pretty awesome.
Second Taxi Test - Run 3
http://www.youtube.com/MattsRV8?v=QfC2R5ChuS4
What a great day!! Thanks to Craig for the help and camera work!
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Blog
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: Final Bits / Inspection / Test Flight
________________________________________________________________________________
| From: | "cheathco" <cheathco(at)cox.net> |
I hve a late model 296 that I would like to trade in on a good used
495.(would buy outright if price right) I see the 496 went quick. I dont
need the weather. Charles Heathco
________________________________________________________________________________
| From: | "DEAN PSIROPOULOS" <dean.psiropoulos(at)verizon.net> |
| Subject: | Carpeting Question |
I finally have the upholstery and carpet on order for my RV-6A but it will
take a couple months to get here. In the meantime, since I'd made templates
for everything I decided to take some carpet scraps and make some temporary
pieces to put under my feet and soak up some noise and vibration. I cut the
pieces into 4 strips and they fit snugly between the stiffeners on the
floor. But, since it's only temporary I have NOT fastened them down with
any kind of glue or tape. The carpet doesn't slide around when I get in or
out of the airplane but I haven't flown it this way yet. Am I tempting fate
by not sticking these down. Anyone have experience with this? Thanks.
Dean Psiropoulos
RV-6A N197DM
Flying and finishing touches
________________________________________________________________________________
| From: | Jeff Orear <jorear(at)new.rr.com> |
| Subject: | Re: Carpeting Question |
Dean:
I have an interior done by flighine interiors. It includes some foam
that is placed between the floor stiffeners. What I did was to adhere
the floor carpet to these pieces of foam and then rely on the snug fit
of the foam between the stffeners to keep everthing down on the
floor. Has worked very well in 4 years of flying. I was concerned
about adhering anything to the floor permanently should there ever be
a brake fluid or fuel leak.
Regards,
Jeff Orear
RV6A. N782P
Peshtigo, WI
On Apr 27, 2010, at 9:09 PM, "DEAN PSIROPOULOS" wrote:
> >
>
>
> I finally have the upholstery and carpet on order for my RV-6A but
> it will
> take a couple months to get here. In the meantime, since I'd made
> templates
> for everything I decided to take some carpet scraps and make some
> temporary
> pieces to put under my feet and soak up some noise and vibration. I
> cut the
> pieces into 4 strips and they fit snugly between the stiffeners on the
> floor. But, since it's only temporary I have NOT fastened them down
> with
> any kind of glue or tape. The carpet doesn't slide around when I get
> in or
> out of the airplane but I haven't flown it this way yet. Am I
> tempting fate
> by not sticking these down. Anyone have experience with this? Thanks.
>
> Dean Psiropoulos
> RV-6A N197DM
> Flying and finishing touches
>
>
________________________________________________________________________________
| From: | "Kyle Boatright" <kboatright1(at)comcast.net> |
| Subject: | Re: Carpeting Question |
Dean,
When I installed carpet in my RV about 9.5 years ago, I cut it where it was
more or less a press fit. It was rigid enough to almost snap in place. I
figured it would be nearly impossible for anyone to shift it around. But I
was wrong. Passengers exiting the aircraft tend to push the carpet forward
and bunch it up under the rudder pedals. I recommend a couple of strips of
double sided carpet tape per piece of carpet. Put the tape near the main
spar and the carpet probably won't move for a long time.
Kyle Boatright
----- Original Message -----
From: "DEAN PSIROPOULOS" <dean.psiropoulos(at)verizon.net>
Sent: Tuesday, April 27, 2010 10:09 PM
Subject: RV-List: Carpeting Question
>
>
>
> I finally have the upholstery and carpet on order for my RV-6A but it will
> take a couple months to get here. In the meantime, since I'd made
> templates
> for everything I decided to take some carpet scraps and make some
> temporary
> pieces to put under my feet and soak up some noise and vibration. I cut
> the
> pieces into 4 strips and they fit snugly between the stiffeners on the
> floor. But, since it's only temporary I have NOT fastened them down with
> any kind of glue or tape. The carpet doesn't slide around when I get in or
> out of the airplane but I haven't flown it this way yet. Am I tempting
> fate
> by not sticking these down. Anyone have experience with this? Thanks.
>
> Dean Psiropoulos
> RV-6A N197DM
> Flying and finishing touches
>
>
>
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Third Taxi Test Video (Brakes Over Heat!)... |
On the third taxi test, I headed out to the main runway at Livermore, 25R and ask
the tower for a high-speed taxi test with no take off. It was approved as
requested and went great. There was about a 15-20 knot head wind at about 270
which made it even more fun. The RV-8 handled great and it was definitely ready
to take off. I only got to about 1/3 power and it would have taken off with
about 1/2 throttle probably. Oh my... What will FULL throttle be like!? Now
that's exciting! Be sure to watch the Part 2 of this video because as the
music gets more intense, so does the testing!
Third Taxi Test - Part 1
http://www.youtube.com/MattsRV8?v=pnz31m6aVEQ
After the taxi back on the regular taxi way, the tower offered to let me run back
the other direction on the runway! I wasn't sure that's really what he was
suggesting and I had to verify that's what he really meant. It was pretty cool
and saved a lot of time. With the 15-20 knot tailwind, though, I probably would
have been better off just using the taxi way. Now you'll notice the music
is getting a bit more intense. Be sure to watch Part 3 because that's where this
taxi test REALLY get's interesting...
Third Taxi Test - Part 2
http://www.youtube.com/MattsRV8?v=5zheOkSHfX4
As you'll see in that part of the third taxi test, I lost the brakes. As I'm taxing
off the runway I noticed that there was smoke coming out of both the left
and right sides. At the time, I really wasn't sure what caused the brakes to
get so hot. But, after watching the video a couple of time and recalling back
to what I was doing, I'm positive that I was dragging the brakes on those down-wind
trips. I even remember thinking at one point, "oh, I'm riding the brakes".
Doesn't seem like they should get so hot as to start smoking, but perhaps
it was a combination of being new, over worked, and a bit of brake fluid leaking
out and hitting the discs. Anyway, my comment at the end of the video is
kind of funny. It wasn't at the time, mind you... :-)
Third Taxi Test - Part 3
http://www.youtube.com/MattsRV8?v=57W-O8905cg
After I hosed the wheel pants and brakes down and got things cooled off and no
longer smoking, I had to push the plane back to the hangar from the wash rack,
which isn't too far, but still kind of a long ways at the end of a day. As I
was pushing it back I noticed that there was brake fluid leaking out of the right
brake. I pushed the plane about 1/2 the way into the hangar and took the
wheel pants off. Once I got the leaks stopped, I pushed the plane the rest of
the way in. It was kind of a demoralizing sight to see the brake calipers smoked
like that, but it could have been a lot worse.
A word to the wise - STAY OFF THE BRAKES!!! Its really easy to drag them and this
video is a document to what can happen.
Third Taxi Test - Epilogue
http://www.youtube.com/MattsRV8?v=JlQjRWnbO2c
The brakes were pretty toasted as were the sidewalls of the tires. There were
little bits of rubber coming off the sidewall around the wheel. The brake pads
definitely looked worn down some compared to the set I have on the partially
completed RV-4. So in the interest of not holding up the test flight progress,
I opted to use the wheels, brakes, and tires from the RV-4 project to replace
the smoked components on the RV-8. I'll order a new set for the RV-4 later.
I spent the day jacking up the plane and swapping pieces. I also took the opportunity
to remove the right master cylinder and fix the pesky high-pressure side
leak. Here's a video of the wheels, brakes, and tires all replaced and ready
for testing.
Third Taxi Test - Post Epilogue
http://www.youtube.com/MattsRV8?v=dL92Hwi0xnE
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: Test Flying
________________________________________________________________________________
| From: | Vanremog(at)aol.com |
| Subject: | Re: Third Taxi Test Video (Brakes Over Heat!)... |
Matt-
Since you're a smart guy, and you monitor the lists here, you of course
know that this could have burned your aircraft to the ground. We have had
this discussion before and you must certainly aware that you should be using
Viton o-rings in the calipers and MIL-PRF-83282 fluid (not MIL-H-5606) if
you wish to be safe over the long haul (particularly when trying to hold back
all of that horsepower you have on the firewall). The rest of you can do
as you wish, but be advised.
-GV
In a message dated 4/27/2010 9:33:19 P.M. Pacific Daylight Time,
dralle(at)matronics.com writes:
A word to the wise - STAY OFF THE BRAKES!!! Its really easy to drag them
and this video is a document to what can happen.
________________________________________________________________________________
| From: | Bobby Hester <bobbyhester(at)newwavecomm.net> |
| Subject: | Re: Carpeting Question |
My Classic Aero Carpet has the sound proofing foam glued to the back of
it and it fits tight and no glue or velcro is needed.
----
Surfing the web from Hopkinsville, KY
Check out the latest on my website at:
http://home.newwavecomm.net/bobbyhester/RVSite.htm
________________________________________________________________________________
| From: | Charles Kuss <chaskuss(at)yahoo.com> |
| Subject: | Re: Third Taxi Test Video (Brakes Over Heat!)... |
Matt,
Your brake rotors are mostly likely now warped and unusable, due to the severe
overheat. One more item to check and most likely replace.
Charlie Kuss
--- On Wed, 4/28/10, Matt Dralle wrote:
> From: Matt Dralle <dralle(at)matronics.com>
> Subject: RV-List: Third Taxi Test Video (Brakes Over Heat!)...
> To: rv-list(at)matronics.com, rv8-list(at)matronics.com, rv7-list(at)matronics.com
> Date: Wednesday, April 28, 2010, 12:29 AM
>
> On the third taxi test, I headed out to the main runway at
> Livermore, 25R and ask the tower for a high-speed taxi test
> with no take off. It was approved as requested and
> went great. There was about a 15-20 knot head wind at
> about 270 which made it even more fun. The RV-8
> handled great and it was definitely ready to take off.
> I only got to about 1/3 power and it would have taken off
> with about 1/2 throttle probably. Oh my... What
> will FULL throttle be like!? Now that's exciting! Be
> sure to watch the Part 2 of this video because as the music
> gets more intense, so does the testing!
>
> Third Taxi Test - Part 1
>
> http://www.youtube.com/MattsRV8?v=pnz31m6aVEQ
>
>
> After the taxi back on the regular taxi way, the tower
> offered to let me run back the other direction on the
> runway! I wasn't sure that's really what he was
> suggesting and I had to verify that's what he really meant.
> It was pretty cool and saved a lot of time. With the 15-20
> knot tailwind, though, I probably would have been better off
> just using the taxi way. Now you'll notice the music is
> getting a bit more intense. Be sure to watch Part 3
> because that's where this taxi test REALLY get's
> interesting...
>
> Third Taxi Test - Part 2
>
> http://www.youtube.com/MattsRV8?v=5zheOkSHfX4
>
>
> As you'll see in that part of the third taxi test, I lost
> the brakes. As I'm taxing off the runway I noticed
> that there was smoke coming out of both the left and right
> sides. At the time, I really wasn't sure what caused
> the brakes to get so hot. But, after watching the
> video a couple of time and recalling back to what I was
> doing, I'm positive that I was dragging the brakes on those
> down-wind trips. I even remember thinking at one
> point, "oh, I'm riding the brakes". Doesn't seem like they
> should get so hot as to start smoking, but perhaps it was a
> combination of being new, over worked, and a bit of brake
> fluid leaking out and hitting the discs. Anyway, my comment
> at the end of the video is kind of funny. It wasn't at the
> time, mind you... :-)
>
> Third Taxi Test - Part 3
>
> http://www.youtube.com/MattsRV8?v=57W-O8905cg
>
>
> After I hosed the wheel pants and brakes down and got
> things cooled off and no longer smoking, I had to push the
> plane back to the hangar from the wash rack, which isn't too
> far, but still kind of a long ways at the end of a
> day. As I was pushing it back I noticed that there was
> brake fluid leaking out of the right brake. I pushed
> the plane about 1/2 the way into the hangar and took the
> wheel pants off. Once I got the leaks stopped, I
> pushed the plane the rest of the way in. It was kind
> of a demoralizing sight to see the brake calipers smoked
> like that, but it could have been a lot worse.
>
> A word to the wise - STAY OFF THE BRAKES!!! Its
> really easy to drag them and this video is a document to
> what can happen.
>
> Third Taxi Test - Epilogue
>
> http://www.youtube.com/MattsRV8?v=JlQjRWnbO2c
>
>
> The brakes were pretty toasted as were the sidewalls of the
> tires. There were little bits of rubber coming off the
> sidewall around the wheel. The brake pads definitely
> looked worn down some compared to the set I have on the
> partially completed RV-4. So in the interest of not
> holding up the test flight progress, I opted to use the
> wheels, brakes, and tires from the RV-4 project to replace
> the smoked components on the RV-8. I'll order a new
> set for the RV-4 later.
>
> I spent the day jacking up the plane and swapping
> pieces. I also took the opportunity to remove the
> right master cylinder and fix the pesky high-pressure side
> leak. Here's a video of the wheels, brakes, and tires
> all replaced and ready for testing.
>
> Third Taxi Test - Post Epilogue
>
> http://www.youtube.com/MattsRV8?v=dL92Hwi0xnE
>
>
>
> Matt Dralle
> RV-8 #82880 N998RV
> http://www.mattsrv8.com - Matt's RV-8 Construction Log
> http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV
> YouTube Channel
> Status: Test Flying
>
________________________________________________________________________________
| From: | "cheathco" <cheathco(at)cox.net> |
| Subject: | Re: Third Taxi Test Video (Brakes Over Heat!)... |
It is easy to accidently ride the brakes unconciously. especially riding
rt on takeoff. Barefoot billy rode with me on transition flights and
taught me to place my feet on sides of rudder pedals on takeoff. If
needed you can still hold some ri brake, and you are aware of it. My
technique is to power up as I'm turning onto runway and tork pulls me
straight and by that time the rudder is ready to work and I dont need rt
brake. Charlie H
________________________________________________________________________________
| Subject: | Re: Third Taxi Test Video (Brakes Over Heat!)... |
| From: | Ollie Washburn <ollies7s(at)gmail.com> |
Matt,
Many have said and I think Van himself says, do not do high speed taxi
tests. What does it prove and you are certainly not doing any favors to an
engine that is not broken in.
Ollie
On Wed, Apr 28, 2010 at 8:34 AM, cheathco wrote:
> It is easy to accidently ride the brakes unconciously. especially riding
> rt on takeoff. Barefoot billy rode with me on transition flights and taught
> me to place my feet on sides of rudder pedals on takeoff. If needed you can
> still hold some ri brake, and you are aware of it. My technique is to power
> up as I'm turning onto runway and tork pulls me straight and by that time
> the rudder is ready to work and I dont need rt brake. Charlie H
>
> *
>
> *
>
>
--
>From Central Florida,
Ollie
________________________________________________________________________________
| From: | "Dale Ensing" <densing(at)carolina.rr.com> |
| Subject: | Re: Third Taxi Test Video (Brakes Over Heat!)... |
Matt,
The brake fluid "leak" at the reservoir was probably fluid that was forced
up thru the vent when the fluid got hot and expanded. There should be no
need for sealant on the treads of the vent plug as fluid will escape thru
the ventcap anyway if it gets that high in the reservoir.
My experience with my 6A is that I will get overflow, that runs down the
firewall, if I keep the fluid level at the top of the reservoir. Just the
normal warming of the fluid during taxi will cause enough expansion of the
fluid even without overheating of the brakes. I live in an airpark and have
a rather long taxi to the runway. I now keep the brake fluid level about 1/2
inch below the top.
Dale Ensing
RV-6A N118DE
Aero Plantation NC
----- Original Message -----
From: "Matt Dralle" <dralle(at)matronics.com>
Sent: Wednesday, April 28, 2010 12:29 AM
Subject: RV-List: Third Taxi Test Video (Brakes Over Heat!)...
>
> On the third taxi test, I headed out to the main runway at Livermore, 25R
> and ask the tower for a high-speed taxi test with no take off. It was
> approved as requested and went great. There was about a 15-20 knot head
> wind at about 270 which made it even more fun. The RV-8 handled great and
> it was definitely ready to take off. I only got to about 1/3 power and it
> would have taken off with about 1/2 throttle probably. Oh my... What
> will FULL throttle be like!? Now that's exciting! Be sure to watch the
> Part 2 of this video because as the music gets more intense, so does the
> testing!
>
> Third Taxi Test - Part 1
>
> http://www.youtube.com/MattsRV8?v=pnz31m6aVEQ
>
>
> After the taxi back on the regular taxi way, the tower offered to let me
> run back the other direction on the runway! I wasn't sure that's really
> what he was suggesting and I had to verify that's what he really meant. It
> was pretty cool and saved a lot of time. With the 15-20 knot tailwind,
> though, I probably would have been better off just using the taxi way. Now
> you'll notice the music is getting a bit more intense. Be sure to watch
> Part 3 because that's where this taxi test REALLY get's interesting...
>
> Third Taxi Test - Part 2
>
> http://www.youtube.com/MattsRV8?v=5zheOkSHfX4
>
>
> As you'll see in that part of the third taxi test, I lost the brakes. As
> I'm taxing off the runway I noticed that there was smoke coming out of
> both the left and right sides. At the time, I really wasn't sure what
> caused the brakes to get so hot. But, after watching the video a couple
> of time and recalling back to what I was doing, I'm positive that I was
> dragging the brakes on those down-wind trips. I even remember thinking at
> one point, "oh, I'm riding the brakes". Doesn't seem like they should get
> so hot as to start smoking, but perhaps it was a combination of being new,
> over worked, and a bit of brake fluid leaking out and hitting the discs.
> Anyway, my comment at the end of the video is kind of funny. It wasn't at
> the time, mind you... :-)
>
> Third Taxi Test - Part 3
>
> http://www.youtube.com/MattsRV8?v=57W-O8905cg
>
>
> After I hosed the wheel pants and brakes down and got things cooled off
> and no longer smoking, I had to push the plane back to the hangar from the
> wash rack, which isn't too far, but still kind of a long ways at the end
> of a day. As I was pushing it back I noticed that there was brake fluid
> leaking out of the right brake. I pushed the plane about 1/2 the way into
> the hangar and took the wheel pants off. Once I got the leaks stopped, I
> pushed the plane the rest of the way in. It was kind of a demoralizing
> sight to see the brake calipers smoked like that, but it could have been a
> lot worse.
>
> A word to the wise - STAY OFF THE BRAKES!!! Its really easy to drag them
> and this video is a document to what can happen.
>
> Third Taxi Test - Epilogue
>
> http://www.youtube.com/MattsRV8?v=JlQjRWnbO2c
>
>
> The brakes were pretty toasted as were the sidewalls of the tires. There
> were little bits of rubber coming off the sidewall around the wheel. The
> brake pads definitely looked worn down some compared to the set I have on
> the partially completed RV-4. So in the interest of not holding up the
> test flight progress, I opted to use the wheels, brakes, and tires from
> the RV-4 project to replace the smoked components on the RV-8. I'll order
> a new set for the RV-4 later.
>
> I spent the day jacking up the plane and swapping pieces. I also took the
> opportunity to remove the right master cylinder and fix the pesky
> high-pressure side leak. Here's a video of the wheels, brakes, and tires
> all replaced and ready for testing.
>
> Third Taxi Test - Post Epilogue
>
> http://www.youtube.com/MattsRV8?v=dL92Hwi0xnE
>
>
> Matt Dralle
> RV-8 #82880 N998RV
> http://www.mattsrv8.com - Matt's RV-8 Construction Log
> http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
> Status: Test Flying
>
________________________________________________________________________________
| From: | Linn Walters <pitts_pilot(at)bellsouth.net> |
| Subject: | Re: Third Taxi Test Video (Brakes Over Heat!)... |
Some comments and observations .... not Matt-bashing.
Ollie gets the gold star. High speed taxi tests don't accomplish
anything, and often leads to off-surface excursions and unplanned flight.
I'm not convinced that Matt was dragging the brakes during the testing
.... just stopping and turning around generates an enormous amount of
heat. Repetition, without letting the brakes cool down, is more than
enough energy to cause a problem ... which is aggravated by the fact the
wheel/brakes are enclosed in the wheel pants.
I give Matt high marks though, for the braided lines .... I've
personally known of two fires from melted plastic lines .... a
Defiant left us in a blaze of glory and the other managed to burn the
wheel pant and start a grass fire.
I can surmise that the 'loose' fittings were fairly tight and the heat
along with the tension from the hose loop caused them to rotate and then
leak.
As for the trip back to the hangar .... after he noticed the 'fire',
Matt should have informed the tower to send the fire truck .... if there
is one. There's no penalty for declaring an emergency and a worse
outcome is a real possibility. Far easier to put out a small fire.
While I'm on the soap-box ...... the next step for most 'preflight
testing' is the crow-hop down the runway ..... lifting off and settling
back down. When you're ready to fly .... put the pedal to the metal and
go fly, and learn just how controllable your airplane is (and how to
control it!) when you have some good altitude.
My last comment ..... when you're in the first flight phase ..... talk
to a flight adviser. You can't get a better bang for the buck in aviation!
Now, for some perspective .... my good friend (now deceased)was in the
process of building and RV-8 .... and it's getting it's first flight
this Sat. I'll be getting checked out in it to help fly off the Phase 1
time. I'm looking forward to that. But I'll have a lot of dual before
I'm off on my own.
Linn
Ollie Washburn wrote:
> Matt,
>
> Many have said and I think Van himself says, do not do high speed taxi
> tests. What does it prove and you are certainly not doing any favors to
> an engine that is not broken in.
>
> Ollie
>
> On Wed, Apr 28, 2010 at 8:34 AM, cheathco > wrote:
>
> It is easy to accidently ride the brakes unconciously. especially
> riding rt on takeoff. Barefoot billy rode with me on transition
> flights and taught me to place my feet on sides of rudder pedals on
> takeoff. If needed you can still hold some ri brake, and you are
> aware of it. My technique is to power up as I'm turning onto runway
> and tork pulls me straight and by that time the rudder is ready to
> work and I dont need rt brake. Charlie H
>
> *
>
> t="_blank">http://www.matronics.com/Navigator?RV-List
> tp://forums.matronics.com
> _blank">http://www.matronics.com/contribution
>
> *
>
>
>
>
> --
> From Central Florida,
> Ollie
>
> *
>
>
> *
________________________________________________________________________________
| Subject: | Re: Third Taxi Test Video (Brakes Over Heat!)... |
| From: | "smittysrv" <smitty(at)smittysrv.com> |
I haven't finished my RV, so I don't have any advice from personal experience,
but I do have a question. If the brakes stayed engaged, even after taking your
foot off the pedals, would springs (like the ones I put in) help?
http://www.smittysrv.com/more_stuff.asp?ID=589
Smitty
--------
Smittys RV-9A
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=296035#296035
________________________________________________________________________________
| From: | Doug Weiler <dcw(at)mnwing.org> |
| Subject: | Re: Third Taxi Test Video (Brakes Over Heat!)... |
Matt and others:
I have to chime in here and pass along a thought. Matt: I would highly
suggest you terminate the taxi testing, get the checkout that you
intended, and then go fly your airplane. I know you had Bart do an
extensive break-in on your engine, but you are absolutely doing it no
good taxing around on the ground with inadequate cooling. This is a
large engine and it is not getting cooled properly doing what you are
doing. High-speed taxis and "crow-hops: are dangerous and non-productive.
I have made 8 first RV flights on a variety of models and speak from
experience.
Just my 2 cents worth.
Doug Weiler
pres, MN Wing
RV-4/RV-7
Linn Walters wrote:
>
> Some comments and observations .... not Matt-bashing.
>
> Ollie gets the gold star. High speed taxi tests don't accomplish
> anything, and often leads to off-surface excursions and unplanned flight.
>
> I'm not convinced that Matt was dragging the brakes during the testing
> .... just stopping and turning around generates an enormous amount of
> heat. Repetition, without letting the brakes cool down, is more than
> enough energy to cause a problem ... which is aggravated by the fact
> the wheel/brakes are enclosed in the wheel pants.
>
>
> I give Matt high marks though, for the braided lines .... I've
> personally known of two fires from melted plastic lines .... a
> Defiant left us in a blaze of glory and the other managed to burn the
> wheel pant and start a grass fire.
>
> I can surmise that the 'loose' fittings were fairly tight and the heat
> along with the tension from the hose loop caused them to rotate and
> then leak.
>
> As for the trip back to the hangar .... after he noticed the 'fire',
> Matt should have informed the tower to send the fire truck .... if
> there is one. There's no penalty for declaring an emergency and a
> worse outcome is a real possibility. Far easier to put out a small fire.
>
> While I'm on the soap-box ...... the next step for most 'preflight
> testing' is the crow-hop down the runway ..... lifting off and
> settling back down. When you're ready to fly .... put the pedal to
> the metal and go fly, and learn just how controllable your airplane is
> (and how to control it!) when you have some good altitude.
>
> My last comment ..... when you're in the first flight phase ..... talk
> to a flight adviser. You can't get a better bang for the buck in
> aviation!
>
> Now, for some perspective .... my good friend (now deceased)was in the
> process of building and RV-8 .... and it's getting it's first flight
> this Sat. I'll be getting checked out in it to help fly off the Phase
> 1 time. I'm looking forward to that. But I'll have a lot of dual
> before I'm off on my own.
> Linn
>
> Ollie Washburn wrote:
>> Matt,
>> Many have said and I think Van himself says, do not do high speed
>> taxi tests. What does it prove and you are certainly not doing any
>> favors to an engine that is not broken in.
>>
>> Ollie
>>
>> On Wed, Apr 28, 2010 at 8:34 AM, cheathco > > wrote:
>>
>> It is easy to accidently ride the brakes unconciously. especially
>> riding rt on takeoff. Barefoot billy rode with me on transition
>> flights and taught me to place my feet on sides of rudder pedals on
>> takeoff. If needed you can still hold some ri brake, and you are
>> aware of it. My technique is to power up as I'm turning onto runway
>> and tork pulls me straight and by that time the rudder is ready to
>> work and I dont need rt brake. Charlie H
>>
>> *
>>
>> t="_blank">http://www.matronics.com/Navigator?RV-List
>> tp://forums.matronics.com
>> _blank">http://www.matronics.com/contribution
>>
>> *
>>
>>
>>
>>
>> --
>> From Central Florida,
>> Ollie
>>
>> *
>>
>>
>> *
>
>
________________________________________________________________________________
| From: | "Greg" <bigdog(at)bentwing.com> |
| Subject: | Third Taxi Test Video (Brakes Over Heat!)... |
The dual is in a different RV-8 I hope. The feds have made it crystal clear
that there are no circumstances where more than one person can be in an RV
during Phase 1.
> looking forward to that. But I'll have a lot of dual before
> I'm off on my own.
>
________________________________________________________________________________
| From: | "Bret Smith" <smithhb(at)tds.net> |
| Subject: | Re: Third Taxi Test Video (Brakes Over Heat!)... |
That's the ticket!
Bret
----- Original Message -----
From: "smittysrv" <smitty(at)smittysrv.com>
Sent: Wednesday, April 28, 2010 11:37 AM
Subject: RV-List: Re: Third Taxi Test Video (Brakes Over Heat!)...
>
> I haven't finished my RV, so I don't have any advice from personal
> experience, but I do have a question. If the brakes stayed engaged, even
> after taking your foot off the pedals, would springs (like the ones I put
> in) help?
>
> http://www.smittysrv.com/more_stuff.asp?ID=589
>
> Smitty
>
> --------
> Smittys RV-9A
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=296035#296035
>
>
>
________________________________________________________________________________
| From: | Linn Walters <pitts_pilot(at)bellsouth.net> |
| Subject: | Re: Third Taxi Test Video (Brakes Over Heat!)... |
I was under the impression that the single person requirement was only
for the first flight. I hope someone will set me straight.
Linn
Greg wrote:
>
> The dual is in a different RV-8 I hope. The feds have made it crystal clear
> that there are no circumstances where more than one person can be in an RV
> during Phase 1.
>
>> looking forward to that. But I'll have a lot of dual before
>> I'm off on my own.
>>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Linn Walters <pitts_pilot(at)bellsouth.net> |
| Subject: | Re: Third Taxi Test Video (Brakes Over Heat!)... |
I'd give that a big 'yes'. If the pedals are a little tight, then the
master cylinder can't relax enough to clear the port and let the fluid
flow back upstream. I like your solution!
Linn
smittysrv wrote:
>
> I haven't finished my RV, so I don't have any advice from personal experience,
but I do have a question. If the brakes stayed engaged, even after taking your
foot off the pedals, would springs (like the ones I put in) help?
>
> http://www.smittysrv.com/more_stuff.asp?ID=589
>
> Smitty
>
> --------
> Smittys RV-9A
>
>
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=296035#296035
>
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Stucklen, Frederic W" <stucklfw(at)westinghouse.com> |
| Subject: | Re: Third Taxi Test Video (Brakes Over Heat!)... |
Matt,
One other comment. Be sure that your brake pedals are not the cause of th
e problem.
If the brake pedal hinge points have been over tightened, the result will b
e that the
brakes will always drag. I've seen this on several RV's. The solution is to
pull all
the cotter keys on the brake pedals, loosen the castle nuts until the joint
s rattle,
and re-install new cotter keys.
The internal spring on the master cylinders aren't very strong, and any
binding of the peddle joints will result in the master cylinder plunger not
fully
returning to the relaxed position. This results in brake drag that can turn
your
disks cherry red... Your plane should taxi on tarmac with as little as 900
RPM's. If
it doesn't, then your brakes are dragging.....
Fred Stucklen
RV-7A N924RV 365 Hrs Flying to Alaska in June
RV-6A N926RV 875 Hrs (Sold)
RV-6A N925RV 2008 Hrs (Sold)
--- On Wed, 4/28/10, Matt Dralle > wrote:
> From: Matt Dralle <dralle(at)matronics.com<mailto:dralle(at)matronics.com
>>
> Subject: RV-List: Third Taxi Test Video (Brakes Over Heat!)...
> To: rv-list(at)matronics.com, rv8-list@
matronics.com, rv7-list(at)matronics.com
> Date: Wednesday, April 28, 2010, 12:29 AM
>
> On the third taxi test, I headed out to the main runway at
> Livermore, 25R and ask the tower for a high-speed taxi test
> with no take off. It was approved as requested and
> went great. There was about a 15-20 knot head wind at
> about 270 which made it even more fun. The RV-8
> handled great and it was definitely ready to take off.
> I only got to about 1/3 power and it would have taken off
> with about 1/2 throttle probably. Oh my... What
> will FULL throttle be like!? Now that's exciting! Be
> sure to watch the Part 2 of this video because as the music
> gets more intense, so does the testing!
>
> Third Taxi Test - Part 1
>
> http://www.youtube.com/MattsRV8?v=pnz31m6aVEQ
>
>
> After the taxi back on the regular taxi way, the tower
> offered to let me run back the other direction on the
> runway! I wasn't sure that's really what he was
> suggesting and I had to verify that's what he really meant.
> It was pretty cool and saved a lot of time. With the 15-20
> knot tailwind, though, I probably would have been better off
> just using the taxi way. Now you'll notice the music is
> getting a bit more intense. Be sure to watch Part 3
> because that's where this taxi test REALLY get's
> interesting...
>
> Third Taxi Test - Part 2
>
> http://www.youtube.com/MattsRV8?v=5zheOkSHfX4
>
>
> As you'll see in that part of the third taxi test, I lost
> the brakes. As I'm taxing off the runway I noticed
> that there was smoke coming out of both the left and right
> sides. At the time, I really wasn't sure what caused
> the brakes to get so hot. But, after watching the
> video a couple of time and recalling back to what I was
> doing, I'm positive that I was dragging the brakes on those
> down-wind trips. I even remember thinking at one
> point, "oh, I'm riding the brakes". Doesn't seem like they
> should get so hot as to start smoking, but perhaps it was a
> combination of being new, over worked, and a bit of brake
> fluid leaking out and hitting the discs. Anyway, my comment
> at the end of the video is kind of funny. It wasn't at the
> time, mind you... :-)
>
> Third Taxi Test - Part 3
>
> http://www.youtube.com/MattsRV8?v=57W-O8905cg
>
>
> After I hosed the wheel pants and brakes down and got
> things cooled off and no longer smoking, I had to push the
> plane back to the hangar from the wash rack, which isn't too
> far, but still kind of a long ways at the end of a
> day. As I was pushing it back I noticed that there was
> brake fluid leaking out of the right brake. I pushed
> the plane about 1/2 the way into the hangar and took the
> wheel pants off. Once I got the leaks stopped, I
> pushed the plane the rest of the way in. It was kind
> of a demoralizing sight to see the brake calipers smoked
> like that, but it could have been a lot worse.
>
> A word to the wise - STAY OFF THE BRAKES!!! Its
> really easy to drag them and this video is a document to
> what can happen.
>
> Third Taxi Test - Epilogue
>
> http://www.youtube.com/MattsRV8?v=JlQjRWnbO2c
>
>
> The brakes were pretty toasted as were the sidewalls of the
> tires. There were little bits of rubber coming off the
> sidewall around the wheel. The brake pads definitely
> looked worn down some compared to the set I have on the
> partially completed RV-4. So in the interest of not
> holding up the test flight progress, I opted to use the
> wheels, brakes, and tires from the RV-4 project to replace
> the smoked components on the RV-8. I'll order a new
> set for the RV-4 later.
>
> I spent the day jacking up the plane and swapping
> pieces. I also took the opportunity to remove the
> right master cylinder and fix the pesky high-pressure side
> leak. Here's a video of the wheels, brakes, and tires
> all replaced and ready for testing.
>
> Third Taxi Test - Post Epilogue
>
> http://www.youtube.com/MattsRV8?v=dL92Hwi0xnE
>
>
>
> Matt Dralle
> RV-8 #82880 N998RV
> http://www.mattsrv8.com - Matt's RV-8 Construction Log
> http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV
> YouTube Channel
> Status: Test Flying
________________________________________________________________________________
| Subject: | Re: Third Taxi Test Video (Brakes Over Heat!)... |
| From: | "smittysrv" <smitty(at)smittysrv.com> |
Thanks Linn,
Actually I "borrowed" the idea from Bret Smith:
http://flightinnovations.com/fuselage_3.html
The other thing I did to prevent the rudder pedals from binding on the bolts at
the pivot point, was to replace the 2 bolts on each pedal with one long bolt
(AN3-56 from Aircraft Spruce):
http://www.smittysrv.com/more_stuff.asp?ID=588
Smitty
http://SmittysRV.com
--------
Smittys RV-9A
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=296150#296150
________________________________________________________________________________
| From: | Bobby Hester <bobbyhester(at)newwavecomm.net> |
| Subject: | Re: Carpeting Question |
________________________________________________________________________________
| From: | "Jim Fogarty, Lakes & Leisure Realty, Inc." <jfogarty(at)tds.net> |
| Subject: | Re: Third Taxi Test Video (Brakes Over Heat!)... |
Fred, That is great information, I just learned that from Tom Berge
this week taking some training in his RV-7a. My bolts on the RV-9a are
too tight. He said, the bolts should spin easily. The bolt is only a
shaft & the cotter key will keep it on. He had this problem on his
RV-6. Great stuff. Thanks for sharing.
Jim
RV-9a building
----- Original Message -----
From: Stucklen, Frederic W
To: rv-list(at)matronics.com
Sent: Thursday, April 29, 2010 5:58 AM
Subject: Re: RV-List: Third Taxi Test Video (Brakes Over Heat!)...
Matt, One other comment. Be sure that your brake pedals are not
the cause of the problem.If the brake pedal hinge points have been over
tightened, the result will be that thebrakes will always drag. I've seen
this on several RV's. The solution is to pull allthe cotter keys on the
brake pedals, loosen the castle nuts until the joints rattle,and
re-install new cotter keys. The internal spring on the master cylinders
aren't very strong, and anybinding of the peddle joints will result in
the master cylinder plunger not fullyreturning to the relaxed position.
This results in brake drag that can turn yourdisks cherry red... Your
plane should taxi on tarmac with as little as 900 RPM's. Ifit doesn't,
then your brakes are dragging... Fred StucklenRV-7A N924RV 365 Hrs
Flying to Alaska in JuneRV-6A N926RV 875 Hrs (Sold)RV-6A N925RV 2008
Hrs (Sold)
--- On Wed, 4/28/10, Matt Dralle
wrote: > From: Matt Dralle <dralle(at)matronics.com> >
Subject: RV-List: Third Taxi Test Video (Brakes Over Heat!)... >
rv7-list(at)matronics.com > Date: Wednesday, April 28, 2010, 12:29 AM
> > On the third taxi test, I headed out to the main runway at
> Livermore, 25R and ask the tower for a high-speed taxi test
> with no take off. It was approved as requested and > went great.
There was about a 15-20 knot head wind at > about 270 which made it
even more fun. The RV-8 > handled great and it was definitely ready
to take off. > I only got to about 1/3 power and it would have
taken off > with about 1/2 throttle probably. Oh my... What >
will FULL throttle be like!? Now that's exciting! Be > sure to
watch the Part 2 of this video because as the music > gets more
intense, so does the testing! > > Third Taxi Test - Part 1
> > http://www.youtube.com/MattsRV8?v=pnz31m6aVEQ >
> > After the taxi back on the regular taxi way, the tower
> offered to let me run back the other direction on the > runway!
I wasn't sure that's really what he was > suggesting and I had to
verify that's what he really meant. > It was pretty cool and saved
a lot of time. With the 15-20 > knot tailwind, though, I probably
would have been better off > just using the taxi way. Now you'll
notice the music is > getting a bit more intense. Be sure to watch
Part 3 > because that's where this taxi test REALLY get's >
interesting... > > Third Taxi Test - Part 2 > >
http://www.youtube.com/MattsRV8?v=5zheOkSHfX4 > > >
As you'll see in that part of the third taxi test, I lost > the
brakes. As I'm taxing off the runway I noticed > that there was
smoke coming out of both the left and right > sides. At the time, I
really wasn't sure what caused > the brakes to get so hot. But,
after watching the > video a couple of time and recalling back to
what I was > doing, I'm positive that I was dragging the brakes on
those > down-wind trips. I even remember thinking at one >
point, "oh, I'm riding the brakes". Doesn't seem like they > should
get so hot as to start smoking, but perhaps it was a > combination
of being new, over worked, and a bit of brake > fluid leaking out
and hitting the discs. Anyway, my comment > at the end of the video
is kind of funny. It wasn't at the > time, mind you... :-) >
> Third Taxi Test - Part 3 > >
http://www.youtube.com/MattsRV8?v=57W-O8905cg > > >
After I hosed the wheel pants and brakes down and got > things
cooled off and no longer smoking, I had to push the > plane back to
the hangar from the wash rack, which isn't too > far, but still
kind of a long ways at the end of a > day. As I was pushing it back
I noticed that there was > brake fluid leaking out of the right
brake. I pushed > the plane about 1/2 the way into the hangar and
took the > wheel pants off. Once I got the leaks stopped, I >
pushed the plane the rest of the way in. It was kind > of a
demoralizing sight to see the brake calipers smoked > like that,
but it could have been a lot worse. > > A word to the wise -
STAY OFF THE BRAKES!!! Its > really easy to drag them and this
video is a document to > what can happen. > > Third Taxi
Test - Epilogue > >
http://www.youtube.com/MattsRV8?v=JlQjRWnbO2c > > >
The brakes were pretty toasted as were the sidewalls of the >
tires. There were little bits of rubber coming off the > sidewall
around the wheel. The brake pads definitely > looked worn down some
compared to the set I have on the > partially completed RV-4. So in
the interest of not > holding up the test flight progress, I opted
to use the > wheels, brakes, and tires from the RV-4 project to
replace > the smoked components on the RV-8. I'll order a new
> set for the RV-4 later. > > I spent the day jacking up the
plane and swapping > pieces. I also took the opportunity to remove
the > right master cylinder and fix the pesky high-pressure side
> leak. Here's a video of the wheels, brakes, and tires > all
replaced and ready for testing. > > Third Taxi Test - Post
Epilogue > >
http://www.youtube.com/MattsRV8?v=dL92Hwi0xnE > > >
> Matt Dralle > RV-8 #82880 N998RV >
http://www.mattsrv8.com - Matt's RV-8 Construction Log >
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV > YouTube
Channel > Status: Test Flying
________________________________________________________________________________
| From: | Robin Marks <Robin(at)PaintTheWeb.com> |
| Subject: | For Sale Garmin 296 |
Seeing the demand for the Garmin 496 I went to the hangar to pull out my
gently used Garmin 296 in excellent condition with several accessories.
Package includes:
=B7 Garmin 296
=B7 Garmin Face Cover
=B7 Yolk Mount (plus Bracket)
=B7 Suction Style RAM Mount (plus Bracket)
=B7 Dash Mount
=B7 12V Power Adapter
=B7 USB Cable
=B7 External GPS Antenna
=B7 Fabric Case
What it is missing:
Attached Antenna (unit was hard mounted in my RV-6A so no need for
antenna-Sorry, can=92t locate)
Comes with External GPS Antenna
Price $625.00
Free US Shipping
Extras:
=B7 12V Power Adapter
=B7 120V AC Charger
=B7
Price $25.00
Free US Shipping
Robin
Robin(at)PaintTheWeb.com
805.801.8550
________________________________________________________________________________
| From: | RV6 Flyer <rv6_flyer(at)hotmail.com> |
| Subject: | Third Taxi Test Video (Brakes Over Heat!)... |
NO Passageners in homebuilt aircraft during phase I test flying.
ONLY Pilot in homebuilt aircraft during phase I test flying.
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell=2C
2=2C346+ Flying Hours So. CA=2C USA
> Date: Wed=2C 28 Apr 2010 14:24:43 -0400
> From: pitts_pilot(at)bellsouth.net
> To: rv-list(at)matronics.com
> Subject: Re: RV-List: Third Taxi Test Video (Brakes Over Heat!)...
>
>
> I was under the impression that the single person requirement was only
> for the first flight. I hope someone will set me straight.
> Linn
>
> Greg wrote:
> >
> > The dual is in a different RV-8 I hope. The feds have made it crystal c
lear
> > that there are no circumstances where more than one person can be in an
RV
> > during Phase 1.
> >
> >> looking forward to that. But I'll have a lot of dual before
> >> I'm off on my own.
> >>
> >
> >
> >
> >
> >
> >
>
>
===========
===========
===========
===========
>
>
>
_________________________________________________________________
Hotmail is redefining busy with tools for the New Busy. Get more from your
inbox.
http://www.windowslive.com/campaign/thenewbusy?ocid=PID28326::T:WLMTAGL:O
N:WL:en-US:WM_HMP:042010_2
________________________________________________________________________________
| From: | "Greg" <bigdog(at)bentwing.com> |
| Subject: | Third Taxi Test Video (Brakes Over Heat!)... |
Perhaps Das Fed can provide the reference but there was a formal response to
a question about "required crew" during Phase 1 and the answer was made very
unambiguously... Not only No but Hell No. EAA probably has it too. I think
it might have been from one of their activities or NPRM comments.
> -----Original Message-----
> From: owner-rv-list-server(at)matronics.com
> [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Linn Walters
> Sent: Wednesday, April 28, 2010 1:25 PM
> To: rv-list(at)matronics.com
> Subject: Re: RV-List: Third Taxi Test Video (Brakes Over Heat!)...
>
>
>
>
> I was under the impression that the single person requirement
> was only for the first flight. I hope someone will set me straight.
> Linn
>
> Greg wrote:
> >
> > The dual is in a different RV-8 I hope. The feds have made
> it crystal
> > clear that there are no circumstances where more than one
> person can
> > be in an RV during Phase 1.
> >
> >> looking forward to that. But I'll have a lot of dual
> before I'm off
> >> on my own.
> >>
> >
> >
>
>
________________________________________________________________________________
| Subject: | Re: Third Taxi Test Video (Brakes Over Heat!)... |
| From: | Dan Bergeron <dan.pat.b(at)gmail.com> |
Good Morning:
I had an early brake issue on my RV-7A; they were dragging/over heating,
although never to the extent I saw smoke. The problem and the fix turned
out to be simple. It's one of those things Van doesn't tell you. Problem:
I had over-torqued the fasteners holding the brake pedals to the rudder
frames and cylinder assemblies. My mentor, an RV three-timer, who also did
the first flight on mine, saw the problem immediately: Solution: Loosen
up every bolt/nut holding the brake pedals to the rudder frames and cylinder
assemblies to the point where they are no more than barely finger tight; and
I do mean barely, or even less. Obviously you want to make absolutely sure
you have cotter pins securing the castle nuts to the bolts. The fix took me
two sweaty, uncomfortable, frustrating afternoons working with a mirror in
tight, inaccessible conditions. The problem disappeared.
Dan Bergeron
RV-7A N307TB
138 hours since first flight on 8/4/09
On Wed, Apr 28, 2010 at 2:22 PM, Linn Walters wrote:
>
>
> I'd give that a big 'yes'. If the pedals are a little tight, then the
> master cylinder can't relax enough to clear the port and let the fluid flow
> back upstream. I like your solution!
> Linn
>
>
> smittysrv wrote:
>
>>
>> I haven't finished my RV, so I don't have any advice from personal
>> experience, but I do have a question. If the brakes stayed engaged, even
>> after taking your foot off the pedals, would springs (like the ones I put
>> in) help?
>>
>> http://www.smittysrv.com/more_stuff.asp?ID=589
>>
>> Smitty
>>
>> --------
>> Smittys RV-9A
>>
>>
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=296035#296035
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
________________________________________________________________________________
| From: | Bobby Hester <bobbyhester(at)newwavecomm.net> |
| Subject: | Re: Third Taxi Test Video (Brakes Over Heat!)... |
The wordage is in your Operating Limitations for Phase I, this is for
the whole Phase I period.
I sure you could find it somewhere on the FAA site also. See attach jpg
----
Surfing the web from Hopkinsville, KY
Check out the latest on my website at:
http://home.newwavecomm.net/bobbyhester/RVSite.htm
Linn Walters wrote:
>
> I was under the impression that the single person requirement was only
> for the first flight. I hope someone will set me straight.
> Linn
>
> Greg wrote:
>>
>> The dual is in a different RV-8 I hope. The feds have made it crystal
>> clear
>> that there are no circumstances where more than one person can be in
>> an RV
>> during Phase 1.
>>> looking forward to that. But I'll have a lot of dual before I'm off
>>> on my own.
>>>
>>
>>
>>
>>
>>
>>
>
>
________________________________________________________________________________
| From: | Kevin Horton <khorton01(at)rogers.com> |
| Subject: | Re: Third Taxi Test Video (Brakes Over Heat!)... |
Also, the RV-8(A) rudder pedals are quite different design that those
on other RVs. The pad where the foot presses on the rudder pedal is
well above the pivot point for the braking action, so if you press on
the rudder pedal you will apply some brake pressure - the geometry
guarantees this. I suspect that this design "feature" could
contribute to excess brake heating if you do a lot of taxiing, even if
you are careful to minimize the use of brakes.
Some folks have modified their RV-8 brake pedals to address this
concern. I am aware of two approaches:
1. Fabricate an extension to the foot pad, to extend it lower, such
that the bottom edge of the foot pad is below the pivot point for the
braking action. This allows you to push on the pad without applying
brake. If you want brake you tilt the foot forward to push on the
upper portion of the pad.
<http://www.romeolima.com/RV8/IdeasProducts.htm#IDEA:%20Rudder%20Pedal%20Extensions
>
2. Use one long bolt on each side for the brake pedal pivot, rather
than two short bolts. Push on the bolt shank to actuate the rudder
without getting brake. The bolt shank is a fair bit aft of the pad on
the top of the brake pedal, so you need a pretty good forward lean of
the foot to get max braking. The amount of lean forward of the foot
you need can be reduced by fastening something with some thickness to
the aft side of the foot pad.
Option 2 is the simplest, and is what I did to my aircraft. I found
that I did not need to build up the thickness of the foot pad, as my
feet were happy with the angle needed for max braking.
Kevin Horton
On 29 Apr 2010, at 06:58, Stucklen, Frederic W wrote:
> Matt,
>
> One other comment. Be sure that your brake pedals are not the
> cause of the problem.
> If the brake pedal hinge points have been over tightened, the result
> will be that the
> brakes will always drag. I've seen this on several RV's. The
> solution is to pull all
> the cotter keys on the brake pedals, loosen the castle nuts until
> the joints rattle,
> and re-install new cotter keys.
> The internal spring on the master cylinders aren't very strong,
> and any
> binding of the peddle joints will result in the master cylinder
> plunger not fully
> returning to the relaxed position. This results in brake drag that
> can turn your
> disks cherry red... Your plane should taxi on tarmac with as little
> as 900 RPM's. If
> it doesn't, then your brakes are dragging..
>
> Fred Stucklen
> RV-7A N924RV 365 Hrs Flying to Alaska in June
> RV-6A N926RV 875 Hrs (Sold)
> RV-6A N925RV 2008 Hrs (Sold)
>
>
> --- On Wed, 4/28/10, Matt Dralle wrote:
>
> > From: Matt Dralle <dralle(at)matronics.com>
> > Subject: RV-List: Third Taxi Test Video (Brakes Over Heat!)...
> > To: rv-list(at)matronics.com, rv8-list(at)matronics.com, rv7-list(at)matronics.com
> > Date: Wednesday, April 28, 2010, 12:29 AM
> >
> > On the third taxi test, I headed out to the main runway at
> > Livermore, 25R and ask the tower for a high-speed taxi test
> > with no take off. It was approved as requested and
> > went great. There was about a 15-20 knot head wind at
> > about 270 which made it even more fun. The RV-8
> > handled great and it was definitely ready to take off.
> > I only got to about 1/3 power and it would have taken off
> > with about 1/2 throttle probably. Oh my... What
> > will FULL throttle be like!? Now that's exciting! Be
> > sure to watch the Part 2 of this video because as the music
> > gets more intense, so does the testing!
> >
> > Third Taxi Test - Part 1
> >
> > http://www.youtube.com/MattsRV8?v=pnz31m6aVEQ
> >
> >
> > After the taxi back on the regular taxi way, the tower
> > offered to let me run back the other direction on the
> > runway! I wasn't sure that's really what he was
> > suggesting and I had to verify that's what he really meant.
> > It was pretty cool and saved a lot of time. With the 15-20
> > knot tailwind, though, I probably would have been better off
> > just using the taxi way. Now you'll notice the music is
> > getting a bit more intense. Be sure to watch Part 3
> > because that's where this taxi test REALLY get's
> > interesting...
> >
> > Third Taxi Test - Part 2
> >
> > http://www.youtube.com/MattsRV8?v=5zheOkSHfX4
> >
> >
> > As you'll see in that part of the third taxi test, I lost
> > the brakes. As I'm taxing off the runway I noticed
> > that there was smoke coming out of both the left and right
> > sides. At the time, I really wasn't sure what caused
> > the brakes to get so hot. But, after watching the
> > video a couple of time and recalling back to what I was
> > doing, I'm positive that I was dragging the brakes on those
> > down-wind trips. I even remember thinking at one
> > point, "oh, I'm riding the brakes". Doesn't seem like they
> > should get so hot as to start smoking, but perhaps it was a
> > combination of being new, over worked, and a bit of brake
> > fluid leaking out and hitting the discs. Anyway, my comment
> > at the end of the video is kind of funny. It wasn't at the
> > time, mind you... :-)
> >
> > Third Taxi Test - Part 3
> >
> > http://www.youtube.com/MattsRV8?v=57W-O8905cg
> >
> >
> > After I hosed the wheel pants and brakes down and got
> > things cooled off and no longer smoking, I had to push the
> > plane back to the hangar from the wash rack, which isn't too
> > far, but still kind of a long ways at the end of a
> > day. As I was pushing it back I noticed that there was
> > brake fluid leaking out of the right brake. I pushed
> > the plane about 1/2 the way into the hangar and took the
> > wheel pants off. Once I got the leaks stopped, I
> > pushed the plane the rest of the way in. It was kind
> > of a demoralizing sight to see the brake calipers smoked
> > like that, but it could have been a lot worse.
> >
> > A word to the wise - STAY OFF THE BRAKES!!! Its
> > really easy to drag them and this video is a document to
> > what can happen.
> >
> > Third Taxi Test - Epilogue
> >
> > http://www.youtube.com/MattsRV8?v=JlQjRWnbO2c
> >
> >
> > The brakes were pretty toasted as were the sidewalls of the
> > tires. There were little bits of rubber coming off the
> > sidewall around the wheel. The brake pads definitely
> > looked worn down some compared to the set I have on the
> > partially completed RV-4. So in the interest of not
> > holding up the test flight progress, I opted to use the
> > wheels, brakes, and tires from the RV-4 project to replace
> > the smoked components on the RV-8. I'll order a new
> > set for the RV-4 later.
> >
> > I spent the day jacking up the plane and swapping
> > pieces. I also took the opportunity to remove the
> > right master cylinder and fix the pesky high-pressure side
> > leak. Here's a video of the wheels, brakes, and tires
> > all replaced and ready for testing.
> >
> > Third Taxi Test - Post Epilogue
> >
> > http://www.youtube.com/MattsRV8?v=dL92Hwi0xnE
> >
> >
> >
> > Matt Dralle
> > RV-8 #82880 N998RV
> > http://www.mattsrv8.com - Matt's RV-8 Construction Log
> > http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV
> > YouTube Channel
> > Status: Test Flying
>
>
________________________________________________________________________________
| From: | RV6 Flyer <rv6_flyer(at)hotmail.com> |
| Subject: | RE: Only Pilot on board during flight testing. |
FAA Order 8130.2F has the operating limitations that are issued to Amateur
Built Aircraft.
http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgOrders.nsf/0/77
a132602a4e1f9a862576b3005d253d/$FILE/Order%208130.2F%20with%20change%205%20
inc.pdf
One of the operating limitations (10) will say:
"During the flight-testing phase=2C no person may be
carried in this aircraft during flight unless that person is essential to t
he
purpose of the flight."
That means NO passenger. NO Flight Instructor. No one on board other than
the pilot. Solo operation only.
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell=2C
2=2C346+ Flying Hours So. CA=2C USA
> Date: Wed=2C 28 Apr 2010 14:24:43 -0400
> From: pitts_pilot(at)bellsouth.net
> To: rv-list(at)matronics.com
>
>
> I was under the impression that the single person requirement was only
> for the first flight. I hope someone will set me straight.
> Linn
_________________________________________________________________
The New Busy think 9 to 5 is a cute idea. Combine multiple calendars with H
otmail.
http://www.windowslive.com/campaign/thenewbusy?tile=multicalendar&ocid=
PID28326::T:WLMTAGL:ON:WL:en-US:WM_HMP:042010_5
________________________________________________________________________________
| From: | "Ralph & Maria Finch" <ralphmariafinch(at)gmail.com> |
| Subject: | RE: Only Pilot on board during flight testing. |
Couldn't the owner/manufacturer of the aircraft determine that a skilled
pilot in type, and a passenger to monitor readings (flight engineer), are
both essential to the purpose of the flight[s], which is to perform various
instrument and flight operational tests?
Ralph Finch
Davis, California
RV-9A QB-SA
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of RV6 Flyer
Sent: Thursday, April 29, 2010 4:14 PM
Subject: RV-List: RE: Only Pilot on board during flight testing.
FAA Order 8130.2F has the operating limitations that are issued to Amateur
Built Aircraft.
http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgOrders.nsf/0/77a
132602a4e1f9a862576b3005d253d/$FILE/Order%208130.2F%20with%20change%205%20in
c.pdf
One of the operating limitations (10) will say:
"During the flight-testing phase, no person may be carried in this aircraft
during flight unless that person is essential to the purpose of the flight."
That means NO passenger. NO Flight Instructor. No one on board other than
the pilot. Solo operation only.
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell,
2,346+ Flying Hours So. CA, USA
________________________________________________________________________________
| From: | "Kyle Boatright" <kboatright1(at)comcast.net> |
| Subject: | Re: RE: Only Pilot on board during flight testing. |
If you carry a second crewman during Phase 1 flight test, an accident
investigator (heaven forbid) or an FAA employee who ramp checked you
would have a lot of questions, and whatever your answers were, they
probably wouldn't be good enough.
One pilot was enough to do the test flying on most everything with an F
at the beginning of the designation, including nasty beasts like the
F-104. In comparision our RV's are pretty simple, so I think it's hard
to legitimately claim that a second crewman is required.
----- Original Message -----
From: Ralph & Maria Finch
To: rv-list(at)matronics.com
Sent: Thursday, April 29, 2010 9:03 PM
Subject: RE: RV-List: RE: Only Pilot on board during flight testing.
Couldn't the owner/manufacturer of the aircraft determine that a
skilled pilot in type, and a passenger to monitor readings (flight
engineer), are both essential to the purpose of the flight[s], which is
to perform various instrument and flight operational tests?
Ralph Finch
Davis, California
RV-9A QB-SA
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of RV6 Flyer
Sent: Thursday, April 29, 2010 4:14 PM
To: RV List
Subject: RV-List: RE: Only Pilot on board during flight testing.
FAA Order 8130.2F has the operating limitations that are issued to
Amateur Built Aircraft.
http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgOrders.nsf/0/
77a132602a4e1f9a862576b3005d253d/$FILE/Order%208130.2F%20with%20change%20
5%20inc.pdf
One of the operating limitations (10) will say:
"During the flight-testing phase, no person may be carried in this
aircraft during flight unless that person is essential to the purpose of
the flight."
That means NO passenger. NO Flight Instructor. No one on board other
than the pilot. Solo operation only.
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell,
2,346+ Flying Hours So. CA, USA
__________ Information from ESET Smart Security, version of virus
signature database 5072 (20100429) __________
The message was checked by ESET Smart Security.
===========
________________________________________________________________________________
| From: | RV6 Flyer <rv6_flyer(at)hotmail.com> |
| Subject: | RE: Only Pilot on board during flight testing. |
No. Solo flight only!
IF you were to make that argument of a second required crew member=2C then
the FAA may FORCE you to always operate the aircraft with a REQUIRED CREW o
f TWO (2) and NO SOLO. I am sure that you DO NOT want to go there. I know
I do not want to go there.
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell=2C
2=2C346+ Flying Hours So. CA=2C USA
From: ralphmariafinch(at)gmail.com
Subject: RE: RV-List: RE: Only Pilot on board during flight testing.
Date: Thu=2C 29 Apr 2010 18:03:17 -0700
Couldn=92t the owner/manufacturer of the aircraft determine that a
skilled pilot in type=2C and a passenger to monitor readings (flight engine
er)=2C
are both essential to the purpose of the flight[s]=2C which is to perform v
arious
instrument and flight operational tests?
Ralph Finch
Davis=2C California
RV-9A QB-SA
From:
owner-rv-list-server(at)matronics.com [mailto:owner-rv-list-server(at)matronics.c
om] On
Behalf Of RV6 Flyer
Sent: Thursday=2C April 29=2C 2010 4:14 PM
Subject: RV-List: RE: Only Pilot on board during flight testing.
FAA Order 8130.2F has the operating
limitations that are issued to Amateur Built Aircraft.
http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgOrders.nsf/0/77
a132602a4e1f9a862576b3005d253d/$FILE/Order%208130.2F%20with%20change%205%20
inc.pdf
One of the operating limitations (10) will say:
"During
the flight-testing phase=2C no person may be carried in this aircraft durin
g
flight unless that person is essential to the purpose of the flight."
That means NO passenger. NO Flight Instructor. No one on board
other than the pilot. Solo operation only.
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell=2C
2=2C346+ Flying Hours So. CA=2C USA
__________ Information from ESET Smart Security=2C version of virus signatu
re database 5072 (20100429) __________
The message was checked by ESET Smart Security.
_________________________________________________________________
The New Busy think 9 to 5 is a cute idea. Combine multiple calendars with H
otmail.
http://www.windowslive.com/campaign/thenewbusy?tile=multicalendar&ocid=
PID28326::T:WLMTAGL:ON:WL:en-US:WM_HMP:042010_5
________________________________________________________________________________
| Subject: | RE: Only Pilot on board during flight testing. |
| From: | Todd Bartrim <bartrim(at)gmail.com> |
If your aircraft is pretty standard with a standard aircraft engine,
then I doubt you could convince the authorities of the need for a flight
engineer. In my case I used an alternative engine, which my very
experienced test pilot was very unfamiliar with, while I was intimately
familiar with it, but vastly less experienced as a pilot (student).
Transport Canada completely endorsed my plan to use a two person crew of
a pilot and flight engineer, which went well. But they were clear that
it wasn't usually accepted. IIRC, in most things the FAA and TC seem to
be pretty close.
YMMV
Todd Bartrim
13B RV9
-----Original Message-----
From: Ralph & Maria Finch <ralphmariafinch(at)gmail.com>
Subject: RE: RV-List: RE: Only Pilot on board during flight testing.
Date: Thu, 29 Apr 2010 18:03:17 -0700
Couldnt the owner/manufacturer of the aircraft determine that a skilled
pilot in type, and a passenger to monitor readings (flight engineer),
are both essential to the purpose of the flight[s], which is to perform
various instrument and flight operational tests?
Ralph Finch
Davis, California
RV-9A QB-SA
From:owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of RV6 Flyer
Sent: Thursday, April 29, 2010 4:14 PM
Subject: RV-List: RE: Only Pilot on board during flight testing.
FAA Order 8130.2F has the operating limitations that are issued to
Amateur Built Aircraft.
http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgOrders.nsf/0/77a132602a4e1f9a862576b3005d253d/$FILE/Order%208130.2F%20with%20change%205%20inc.pdf
One of the operating limitations (10) will say:
"During the flight-testing phase, no person may be carried in this
aircraft during flight unless that person is essential to the purpose of
the flight."
That means NO passenger. NO Flight Instructor. No one on board other
than the pilot. Solo operation only.
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell,
2,346+ Flying Hours So. CA, USA
__________ Information from ESET Smart Security, version of virus
signature database 5072 (20100429) __________
The message was checked by ESET Smart Security.
http://www.matronics.com/contribution
________________________________________________________________________________
| From: | "John D." <altoq(at)cebridge.net> |
| Subject: | Re: RE: Only Pilot on board during flight testing. |
Now! This is a good idea.
From: larygagnon(at)aol.com
Sent: Friday, April 30, 2010 6:33 PM
Subject: Re: RV-List: RE: Only Pilot on board during flight testing.
Two options come to mind, one is a voice activated recorder that you can
plug into your intercom or someone on the ground with a note pad who can
write down the information for you. Make up a list of things you want
to record, EGT, CHT, fuel flows, temps and pressures, etc and just have
someone plug in the numbers so you can review them later.
Larry
RV6 N6LG
________________________________________________________________________________
| From: | RobHickman(at)aol.com |
| Subject: | Re: RE: Only Pilot on board during flight testing. |
Why don't you just download the data from the EFIS after the flight and
review it?
Rob Hickman
N402RH RV-10
In a message dated 4/30/2010 5:09:35 P.M. Pacific Daylight Time,
altoq(at)cebridge.net writes:
Now! This is a good idea.
From: _larygagnon(at)aol.com_ (mailto:larygagnon(at)aol.com)
Sent: Friday, April 30, 2010 6:33 PM
Subject: Re: RV-List: RE: Only Pilot on board during flight testing.
Two options come to mind, one is a voice activated recorder that you can
plug into your intercom or someone on the ground with a note pad who can
write down the information for you. Make up a list of things you want to
record, EGT, CHT, fuel flows, temps and pressures, etc and just have someone
plug in the numbers so you can review them later.
Larry
RV6 N6LG
(http://www.matronics.com/Navigator?RV-List)
(http://www.matronics.com/contribution)
________________________________________________________________________________
| From: | HCRV6(at)comcast.net |
| Subject: | Re: RE: Only Pilot on board during flight testing. |
The owner/manufacturer might determine that, but the FAA has clearly taken
the position that no passengers are allowed during phase one testing, perio
d. Doesn't make a bit of difference to them whether you call the passenger
a "flight engineer" or ballast, it's still not allowed.
Harry Crosby
RV-6 N16CX, 680 hours
----- Original Message -----
From: "Ralph & Maria Finch" <ralphmariafinch(at)gmail.com>
Sent: Thursday, April 29, 2010 6:03:17 PM GMT -08:00 US/Canada Pacific
Subject: RE: RV-List: RE: Only Pilot on board during flight testing.
Couldn=99t the owner/manufacturer of the aircraft determine that a sk
illed pilot in type, and a passenger to monitor readings (flight engineer),
are both essential to the purpose of the flight[s], which is to perform va
rious instrument and flight operational tests?
Ralph Finch
Davis, California
RV-9A QB-SA
From: owner-rv-list-server(at)matronics.com [mailto:owner-rv-list-server@matro
nics.com] On Behalf Of RV6 Flyer
Sent: Thursday, April 29, 2010 4:14 PM
Subject: RV-List: RE: Only Pilot on board during flight testing.
FAA Order 8130.2F has the operating limitations that are issued to Amateur
Built Aircraft.
http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgOrders.nsf/0/77
a132602a4e1f9a862576b3005d253d/$FILE/Order%208130.2F%20with%20change%205%20
inc.pdf
One of the operating limitations (10) will say:
"During the flight-testing phase, no person may be carried in this aircraft
during flight unless that person is essential to the purpose of the flight
."
That means NO passenger. NO Flight Instructor. No one on board other than t
he pilot. Solo operation only.
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell,
2,346+ Flying Hours So. CA, USA
__________ Information from ESET Smart Security, version of virus signature
database 5072 (20100429) __________
The message was checked by ESET Smart Security.
========================
________________________________________________________________________________
| From: | Robin Marks <Robin(at)PaintTheWeb.com> |
| Subject: | RE: Only Pilot on board during flight testing. |
My thoughts exactly=85
http://www.cirrusreports.com/flights/N110EE/
Robin
*From:* owner-rv-list-server(at)matronics.com [mailto:
owner-rv-list-server(at)matronics.com] *On Behalf Of *RobHickman(at)aol.com
*Sent:* Friday, April 30, 2010 5:22 PM
*To:* rv-list(at)matronics.com
*Subject:* Re: RV-List: RE: Only Pilot on board during flight testing.
Why don't you just download the data from the EFIS after the flight and
review it?
Rob Hickman
N402RH RV-10
* *
________________________________________________________________________________
| Subject: | Re: Third Taxi Test Video (Brakes Over Heat!)... |
| From: | fiveonepw(at)aol.com |
see: http://websites.expercraft.com/n51pw/index.php?q=log_entry&log_id
=17458
and: http://websites.expercraft.com/n51pw/index.php?q=log_entry&log_id
=4964
=C2-
560 hours, no problemo...
Mark
-----Original Message-----
From: Stucklen, Frederic W <stucklfw(at)westinghouse.com>
Sent: Thu, Apr 29, 2010 5:58 am
Subject: Re: RV-List: Third Taxi Test Video (Brakes Over Heat!)...
Matt,=C2-=C2-=C2-=C2-=C2-=C2- =C2-=C2-One other comment.
Be sure that your brake pedals are not the cause of the problem.If the br
ake pedal hinge points have been over tightened, the result will be that
thebrakes will always drag. I've seen this on several RV's. The solution
is to pull allthe cotter keys on the brake pedals, loosen the castle nuts
until the joints rattle,and re-install new cotter keys. =C2-The interna
l spring on the master cylinders aren't very strong, and anybinding of the
peddle joints will result in the master cylinder plunger not fullyreturni
ng to the relaxed position. This results in brake drag that can turn yourd
isks cherry red... Your plane should taxi on tarmac with as little as 900
RPM's. Ifit doesn't, then your brakes are dragging..=C2- Fred
StucklenRV-7A N924RV=C2- 365 Hrs Flying to Alaska in JuneRV-6A N926RV
=C2- 875 Hrs (Sold)RV-6A N925RV 2008 Hrs (Sold)=C2-
=C2-
=C2-=C2-=C2-=C2-=C2- =C2-=C2-=C2-=C2-=C2-=C2---- On
Wed, 4/28/10, Matt Dralle <dralle(at)matronics.com> wrote:=C2-=C2-
=C2-=C2-=C2- =C2-=C2-=C2-=C2-=C2-=C2-> From: Matt Dra
lle <dralle(at)matronics.com>=C2-=C2-=C2-=C2-=C2- > Subjec
t: RV-List: Third Taxi Test Video (Brakes Over Heat!)...=C2-=C2-=C2-
=C2-=C2- > To: rv-list(at)matronics.com, rv8-list(at)matronics.com, rv7-l
ist(at)matronics.com=C2-=C2-=C2-=C2-=C2- > Date: Wednesday, Apri
l 28, 2010, 12:29 AM=C2-=C2-=C2-=C2-=C2- > =C2-=C2-=C2-
=C2-=C2-=C2-> On the third taxi test, I headed out to the main ru
nway at=C2-=C2-=C2-=C2-=C2- > Livermore, 25R and ask the towe
r for a high-speed taxi test=C2-=C2-=C2-=C2-=C2- > with no ta
ke off. It was approved as requested and=C2-=C2-=C2-=C2-=C2- >
; went great. There was about a 15-20 knot head wind at=C2-=C2-=C2-
=C2-=C2- > about 270 which made it even more fun. The RV-8=C2-=C2
-=C2-=C2-=C2- > handled great and it was definitely ready to ta
ke off.=C2-=C2-=C2-=C2-=C2- > I only got to about 1/3 power
and it would have taken off=C2-=C2-=C2-=C2-=C2- > with about
1/2 throttle probably. Oh my... What=C2-=C2-=C2-=C2-=C2- >
will FULL throttle be like!? Now that's exciting! Be=C2-=C2-=C2-=C2
-=C2- > sure to watch the Part 2 of this video because as the music
=C2-=C2-=C2-=C2-=C2- > gets more intense, so does the testing
!=C2-=C2-=C2-=C2-=C2- > =C2-=C2-=C2-=C2-=C2-=C2-&
gt; Third Taxi Test - Part 1=C2-=C2-=C2-=C2-=C2- > =C2-=C2
-=C2-=C2-=C2-=C2->=C2-=C2-=C2-=C2- http://www.youtube
.com/MattsRV8?v=pnz31m6aVEQ=C2-=C2-=C2-=C2-=C2- > =C2-=C2
-=C2-=C2-=C2-=C2-> =C2-=C2-=C2-=C2-=C2-=C2->
After the taxi back on the regular taxi way, the tower=C2-=C2-=C2-
=C2-=C2- > offered to let me run back the other direction on the=C2
-=C2-=C2-=C2-=C2- > runway! I wasn't sure that's really what
he was=C2-=C2-=C2-=C2-=C2- > suggesting and I had to verify
that's what he really meant.=C2-=C2-=C2-=C2-=C2- > It was pr
etty cool and saved a lot of time. With the 15-20=C2-=C2-=C2-=C2-
=C2- > knot tailwind, though, I probably would have been better off
=C2-=C2-=C2-=C2-=C2- > just using the taxi way. Now you'll no
tice the music is=C2-=C2-=C2-=C2-=C2- > getting a bit more in
tense. Be sure to watch Part 3=C2-=C2-=C2-=C2-=C2- > because
that's where this taxi test REALLY get's=C2-=C2-=C2-=C2-=C2- &g
t; interesting... =C2-=C2-=C2-=C2-=C2-=C2-> =C2-=C2-=C2
-=C2-=C2-=C2-> Third Taxi Test - Part 2=C2-=C2-=C2-=C2-
=C2- > =C2-=C2-=C2-=C2-=C2-=C2-> =C2-=C2-=C2-=C2
-http://www.youtube.com/MattsRV8?v=5zheOkSHfX4=C2-=C2-=C2-=C2-
=C2- > =C2-=C2-=C2-=C2-=C2-=C2-> =C2-=C2-=C2-=C2
-=C2-=C2-> As you'll see in that part of the third taxi test, I
lost=C2-=C2-=C2-=C2-=C2- > the brakes. As I'm taxing off the
runway I noticed=C2-=C2-=C2-=C2-=C2- > that there was smoke
coming out of both the left and right=C2-=C2-=C2-=C2-=C2- >
sides. At the time, I really wasn't sure what caused=C2-=C2-=C2-=C2
-=C2- > the brakes to get so hot. But, after watching the=C2-=C2
-=C2-=C2-=C2- > video a couple of time and recalling back to wh
at I was=C2-=C2-=C2-=C2-=C2- > doing, I'm positive that I was
dragging the brakes on those=C2-=C2-=C2-=C2-=C2- > down-wind
trips. I even remember thinking at one=C2-=C2-=C2-=C2-=C2- >
point, "oh, I'm riding the brakes". Doesn't seem like they=C2-=C2-=C2
-=C2-=C2- > should get so hot as to start smoking, but perhaps it
was a=C2-=C2-=C2-=C2-=C2- > combination of being new, over
worked, and a bit of brake=C2-=C2-=C2-=C2-=C2- > fluid leaki
ng out and hitting the discs. Anyway, my comment=C2-=C2-=C2-=C2-
=C2- > at the end of the video is kind of funny. It wasn't at the=C2
-=C2-=C2-=C2-=C2- > time, mind you... :-)=C2-=C2-=C2-
=C2-=C2- > =C2-=C2-=C2-=C2-=C2-=C2-> Third Taxi Test
- Part 3=C2-=C2-=C2-=C2-=C2- > =C2-=C2-=C2-=C2-=C2
-=C2->=C2-=C2-=C2-=C2- http://www.youtube.com/MattsRV8?v=
57W-O8905cg=C2-=C2-=C2-=C2-=C2- > =C2-=C2-=C2-=C2-=C2
-=C2-> =C2-=C2-=C2-=C2-=C2-=C2-> After I hosed the
wheel pants and brakes down and got =C2-=C2-=C2-=C2-=C2-> th
ings cooled off and no longer smoking, I had to push the=C2-=C2-=C2-
=C2-=C2- > plane back to the hangar from the wash rack, which isn't
too=C2-=C2-=C2-=C2-=C2- > far, but still kind of a long ways
at the end of a=C2-=C2-=C2-=C2-=C2- > day. As I was pushing
it back I noticed that there was=C2-=C2-=C2-=C2-=C2- > brake
fluid leaking out of the right brake. I pushed=C2-=C2-=C2-=C2-=C2
- > the plane about 1/2 the way into the hangar and took the=C2-=C2
-=C2-=C2-=C2- > wheel pants off. Once I got the leaks stopped,
I=C2-=C2-=C2-=C2-=C2- > pushed the plane the rest of the way
in. It was kind=C2-=C2-=C2-=C2-=C2- > of a demoralizing sigh
t to see the brake calipers smoked=C2-=C2-=C2-=C2-=C2- > like
that, but it could have been a lot worse.=C2-=C2-=C2-=C2-=C2-
> =C2-=C2-=C2-=C2-=C2-=C2-> A word to the wise - STAY
OFF THE BRAKES!!! Its=C2-=C2-=C2-=C2-=C2- > really easy to
drag them and this video is a document to=C2-=C2-=C2-=C2-=C2-
> what can happen.=C2-=C2-=C2-=C2-=C2- > =C2-=C2-=C2
-=C2-=C2-=C2-> Third Taxi Test - Epilogue=C2-=C2-=C2-=C2
-=C2- > =C2-=C2-=C2-=C2-=C2-=C2->=C2-=C2-=C2-
=C2- http://www.youtube.com/MattsRV8?v=JlQjRWnbO2c =C2-=C2-=C2-
=C2-=C2-=C2-> =C2-=C2-=C2-=C2-=C2-=C2-> =C2-=C2
-=C2-=C2-=C2-=C2-> The brakes were pretty toasted as were the
sidewalls of the=C2-=C2-=C2-=C2-=C2- > tires. There were lit
tle bits of rubber coming off the=C2-=C2-=C2-=C2-=C2- > sidew
all around the wheel. The brake pads definitely=C2-=C2-=C2-=C2-=C2
- > looked worn down some compared to the set I have on the=C2-=C2
-=C2-=C2-=C2- > partially completed RV-4. So in the interest of
not=C2-=C2-=C2-=C2-=C2- > holding up the test flight progres
s, I opted to use the=C2-=C2-=C2-=C2-=C2- > wheels, brakes,
and tires from the RV-4 project to replace=C2-=C2-=C2-=C2-=C2-
> the smoked components on the RV-8. I'll order a new=C2-=C2-=C2
-=C2-=C2- > set for the RV-4 later.=C2-=C2-=C2-=C2-=C2-
> =C2-=C2-=C2-=C2-=C2-=C2-> I spent the day jacking up
the plane and swapping=C2-=C2-=C2-=C2-=C2- > pieces. I also
took the opportunity to remove the=C2-=C2-=C2-=C2-=C2- > rig
ht master cylinder and fix the pesky high-pressure side=C2-=C2-=C2-
=C2-=C2- > leak. Here's a video of the wheels, brakes, and tires=C2
-=C2-=C2-=C2-=C2- > all replaced and ready for testing.=C2-
=C2-=C2-=C2-=C2- > =C2-=C2-=C2-=C2-=C2-=C2-> Thi
rd Taxi Test - Post Epilogue=C2-=C2-=C2-=C2-=C2- > =C2-=C2
-=C2-=C2-=C2-=C2->=C2-=C2-=C2-=C2- http://www.youtube
.com/MattsRV8?v=dL92Hwi0xnE=C2-=C2-=C2-=C2-=C2- > =C2-=C2
-=C2-=C2-=C2-=C2-> =C2-=C2-=C2-=C2-=C2-=C2->
=C2-=C2-=C2-=C2-=C2-=C2-> Matt Dralle=C2-=C2-=C2-=C2
-=C2- > RV-8 #82880 N998RV=C2-=C2-=C2-=C2-=C2- > http:
//www.mattsrv8.com - Matt's RV-8 Construction Log=C2-=C2-=C2-=C2-
=C2- > http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV=C2-=C2-
=C2-=C2-=C2- > YouTube Channel=C2-=C2-=C2-=C2-=C2- >
Status: Test Flying=C2-
========================
========================
========================
========================
========================
===============
________________________________________________________________________________
| Subject: | one person for flight testing |
4/18/2007 8130.2F CHG 3
Page 163
(10) During the flight testing phase, no person may be carried in this air
craft during flight
unless that person is essential to the purpose of the flight.
During the flight testing phase, no person may be carried in this aircraft
during flight
unless that person is essential to the purpose of the flight.
(11) No person may operate this aircraft for carrying persons or property
for compensation
or hire.
No person may operate this aircraft for carrying persons or property for
compensation
or hire.
(12) The pilot in command of this aircraft must advise each passenger of
the experimental
nature of this aircraft, and explain that it does not meet the certificati
on requirements of a standard
certificated aircraft.
The pilot in command of this aircraft must advise each passenger of the ex
perimental
nature of this aircraft, and explain that it does not meet the certificati
on requirements of a standard
certificated aircraft.
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | RV Transition Training w/ Mike Seager - Day 1 - Getting There... |
The trip to Vernonia Oregon was pleasantly uneventful and rather relaxing, actually.
The Flight on Horizon Air was smooth and the plane left Oakland Airport
right on time and even arrived at Portland Airport 10 minutes early. I was also
pleasantly surprised that the Enterprise rental car establishment at the airport
had a brand new 2010 Chevy Camero's in the fleet. I've been wanting to
drive one since they came out and quickly exchanged my "luxury car" reservation
for the sweet, Silver number seen in the pictures. Its a very nice car. Plenty
of power, handles reasonably well although it tends to over-steer in the
corners, rides well, and has a "very nice" factory sound system. The system
has XM radio support, but Enterprise doesn't maintain a subscription to the service
which is a big-old fat bummer in my opinion. FM radio is a jungle; ack.
Anyway, back to the trip... It was around 2pm by the the time I got on the road,
so my belly was telling me it was time for a refill. I noticed this nice looking
place along the highway called Rose's Restaurant and Bakery and it sounded
like what I was in the mood for, and it turned out my hunch was right. I
ordered a big 'ol greasy BBQ cheese burger that was as big as a mountain and very
tasty. They have some awesome looking deserts there too, but I resisted.
I don't know why I resisted, mind you... Just as I was leaving, the sun turned
to dark gray clouds and then it just started to hail like crazy! It was pretty
cool.
It was about an hour and a half drive from the Portland Airport out to Vernonia.
Along the way, I snapped a couple of pictures of a sweet glider airport by
the highway. The green fields with the airplanes in the background was quite
a sight. I thought wistfully of the RV-8 trapped in the hangar back at home...
Once you turn off the main highway heading towards Vernonia proper, the scenery
is quite spectacular. The filtered sun through the various clouds and patches
of rain made the trip just that much more enjoyable. Well, that and the purr
of the Camero's V8. I'm just saying...
I rolled into Vernonia and the Garmin GPS that came with the car took me right
up to the front door of the Rockcreek Bed & Breakfast. What a lovely place!
The pictures of the interior are the living quarters for the guest. There's just
the one bedroom, so I pretty much had the run of the areas shown. The owners
live in the back half of the house, but the two areas are divided and so the
guest's front half is very private.
Patricia Davis, the curator of the Rockcreek B&B was very nice and made sure everything
was just right. She promised a big breakfast in the morning with all
of my favorite things, so I'm looking forward to that!! :-)
If you're coming to Vernonia for your transition training with Mike Seager, you
own it to yourself to stay here at the Rock Creek B&B. You won't be sorry.
The accommodations are outstanding and the price is very reasonable. Here is
their web site:
http://www.rockcreekbb.com/
After I got settled in, I drove out to the Vernonia airport and looked around until
I found Mike's hanger. I knocked on the door and found him there still and
we had a nice conversation and he showed me his Model T restoration project.
Very cool! I'll have to get some pictures of it tomorrow.
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Blog
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: Test Flight
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | RV Transition Training w/ Mike Seager - Day 2 - Sessions 1 & |
2...
As luck would have it, Thursday morning it was raining in Vernonia Oregon.
Go figure. After a wonderful breakfast at the Rock Creek B&B, I headed out
to the Vernonia airport to meet with Mike Seager at 10am for my first RV
transition training lesson. We spent the first hour in the office for some
"chalk-talk" all about RVs. Mike went over RV speeds, attitudes (the
airplane's, not the pilot's, btw), and other things related to flying an RV
safely. It was a very good primer on the RV.
By now, it was only raining "a little bit", so we headed out to N477RV, an
RV-7, and hopped in. We took off to the West, with a fairly stiff wind. I
nice left hand turn and we headed out toward Scappoose. Mike took me
though some aircraft handling such as turns and climbs and descents and got
me used to the flight controls on the RV. As is typical with most new RV
pilots, I was over-controlling some. The air was *really* bumpy and I was
really working hard to keep the plane level with all the turbulence. Then
Mike showed me how to just let the plane fly itself though those bumps by
relaxing my grip and not constantly over-correcting. Wow! That's was a
lot easier! We headed over to the Scappoose airport and set up to shoot
some landings. There was a "nice", almost 90 degree cross wind there to go
with all of the turbulence, so it was quite a work out both as a pilot and
on my stomach. I didn't barf, but I sure wanted to... After 6 stop and go
landings at Scappoose, we headed back to the Vernonia airport.
Mike has been restoring a 1923 Model T Ford and he decided that he was going
to take it home for lunch that day. What a sweet car! Friday afternoon he
even took me for a ride! Considering they started making Model T's around
1907, it rode surprising well. With the fully enclosed cabin and heater,
it must have seemed like a space-ship compared to the horse and buggy that
most were still using at the time. The little car has an amazing amount of
power. There are a myriad of levers and pedals that must be negotiated to
drive the thing. Most peculiar is that fact that the throttle is not a
pedal, but rather a lever on the steering column that kind of looks like a
turn signal.
Mike's also been into Radio Control model airplanes and has a number of them
hanging from the ceiling in his hanger. Some of them were simply massive
and frankly looked like you could put the family cat or dog on one and take
them for a ride of a life time.
In the afternoon, I headed back out the Vernonia airport at 3PM for my
second lesson. The weather was better, but the report for Scappoose was
for even more wind than in the morning. So, we headed out to the
McMinville airport South of Vernonia about 15 minutes by RV.
http://www.macairclub.com/Welcome.html McMinville is where the Spruce
Goose is now stored and there is a large aircraft museum there.
The wind was fairly calm at McMinville and so we did about 12 stop and go
landings and then headed back the Vernonia airport. BTW, the Vernonia
airport has a large hill on the East end of the field and so you have to
sort of fly a dog leg around the hill and then straighten out right at the
last minute to land on the grass strip. By the end of Friday, I had it
down! Mike said, if you can land at Vernonia, you can land anywhere! :-)
After the second lesson on Thursday, I headed down to Hillsboro to meet some
long time RV-buddies at the Rock Creek Tavern. Don Wentz and Jerry
Springer were there and I met a new RV-buddy named Ryan along with his wife
and daughter. The Rock Creek Tavern is quite a place with lots of
atmosphere and even a live band on a Thursday night. The giant BBQ cheese
burger was nothing short of awesome.
By the time I got home, I was bushed. The giant, comfortable bed at the
Rock Creek B&B felt so good. I didn't wake up until 8 the next morning!
-
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Blog
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: Test Flight
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | RV Transition Training w/ Mike Seager - Day 3 - Session 3... |
Friday morning I headed back out to the Vernonia airport for lesson number 3.
Mike asked me if I'd like to fly the RV-6A this time since it has a constant speed
prop similar to what my RV-8 has. The RV-7 we'd flown the day before has
a fixed pitch prop. Some constant-speed time sounded like a great idea, so we
piled in and took off. I'm really glad that I got some time in the tricycle
gear version of the RV as well. I would seem that it would be just like the
tail wheel version, but easier. In reality, however, landing and taking off are
different propositions and Mike took me though the steps. I'm also glad that
I got the training with the constant-speed prop. The angle of decent on final
approach is significantly greater with the CS prop and its somewhat disconcerting
to be pointing the airplane's nose that far down on final. Its definitely
not a flat approach ala a Cessna 172 or even like the Citibrias I've been
flying.
We flew out towards Scappoose and did some slow flight and climbing turns along
with some power off and power on stalls. I was amazed at how far up you have
to point the nose on the RV to get it to stall with full power. Way up. I mean
WAY up. The stalls were gentle and predictable, but that second stall if
you don't get the nose pushed down far enough was a little weird. Other than
that, the stall handling and recovery were pretty text-book.
We headed over to Scappoose and shot about 8 stop and go landings. Again, kind
of a stiff cross wind, but there wasn't too much turbulence so that was good.
After that, we headed back to Vernonia and I made a pretty good landing on the
grass strip!
I didn't get any pictures of the RV-6A we flew today, but attached are some additional
pictures of the RV-7 I was flying.
-
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Blog
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: Test Flight
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | RV Transition Training w/ Mike Seager - Day 3 - Session 4... |
By the time the afternoon session on Friday rolled around, the weather was looking
pretty good. Still cloudy, but clouds were fairly high - around 3500ft -
and the wind wasn't blowing too bad. We got back in the RV-7 and took off and
headed West toward the Astoria airport out on the coast. We shot a number of
stop and go landings here and then headed out to the Oregon Coastline proper
at about 800 feet. I got some great pictures from plane as we were flying along.
It was amazingly beautiful and I commented to Mike that there are very few
people that have had the opportunity to experience the beauty of the coastline
from that perspective. Spectacular.
We shot a full stop landing at the Seaside Airport (56S) and then headed down the
coast a bit further to the Nehalem Bay State Airport (3S7) and shot a landing
there as well. From there we headed back to Vernonia where I managed to squeak
out yet another pretty good landing!
All toll across the 2 days and 4 sessions, I flew 6.0 hours with Mike and made
34 takeoffs and landings. I have to say that I feel much more confident now in
the RV. I absolutely cannot recommend this experience highly enough to anyone
who is getting ready to fly an RV for the first or near the first time. Whether
its for an insurance requirement or not, you cannot afford to not take the
time to learn the specifics of flying an RV aircraft. Particularly if you
only have Cessna or Piper time, but even if you have a fair amount of tail-dragger
time in aircraft such as the Citibria like I did. The training is invaluable
and frankly a must.
I also cannot speak highly enough of Mike Seager. What a pleasure it was flying
with him these last two days. His years of experience really shows and his
calm, yet firm manner was perfect for the task at hand. If you are about ready
to fly your RV, give Mike a call and schedule some time to get checked out.
You won't be sorry you did. I told Mike as I was handing him the check for his
effort, "You know Mike, this was the best money I've spent on my RV-8 project",
and I truly meant that.
-
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Blog
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: Test Flight
________________________________________________________________________________
| From: | "glen matejcek" <aerobubba(at)earthlink.net> |
| Subject: | RE: Only Pilot on board during flight testing. |
Hi All-
There seems to be an issue of paradigms and frames of reference here. We
have an awful lot of freedom to do as we want building experimental
aircraft, but that level of freedom doesn't transfer to the operational
realm. For a significant number of us it is axiomatic that we will do our
own first flights. No question. So, how to meet the needs of that flight?
Hmmm, another body would be handy.... The problem with that is the FAA's
perspective is one of ensuring safety and avoiding liability. Hence the
requirement for minimum crew for flight testing. The minimum crew for any
RV is one. If the test pilot in question is not up to the challenge of the
moment, the official response will just about guaranteed be to find one
who is. That's pretty much the end of the story, unless someone were to
push the issue. I have known feds who, in that scenario, would likely
start to question the judgement and levels of understanding of the builder.
While not necessarily disastrous, going down that path is not likely to be
pleasant.
FWIW-
glen matejcek
aerobubba(at)earthlink.net
________________________________________________________________________________
| From: | Linn Walters <pitts_pilot(at)bellsouth.net> |
| Subject: | Re: Third Taxi Test Video (Brakes Over Heat!)... |
Bobby, thanks for that. MY phase 1 for my Pitts didn't have that
wording. I looked. Passengers during phase 1 (or the first flight
either) just weren't covered. But that was in a land long ago ......
Linn
Bobby Hester wrote:
> The wordage is in your Operating Limitations for Phase I, this is for
> the whole Phase I period.
> I sure you could find it somewhere on the FAA site also. See attach jpg
>
> ----
> Surfing the web from Hopkinsville, KY
> Check out the latest on my website at:
> http://home.newwavecomm.net/bobbyhester/RVSite.htm
>
>
>
> Linn Walters wrote:
>>
>> I was under the impression that the single person requirement was only
>> for the first flight. I hope someone will set me straight.
>> Linn
>>
>> Greg wrote:
>>>
>>> The dual is in a different RV-8 I hope. The feds have made it crystal
>>> clear
>>> that there are no circumstances where more than one person can be in
>>> an RV
>>> during Phase 1.
>>>> looking forward to that. But I'll have a lot of dual before I'm off
>>>> on my own.
>>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>>
>
> ------------------------------------------------------------------------
>
________________________________________________________________________________
| From: | Jerry Springer <jsflyrv(at)verizon.net> |
| Subject: | Re: RV Transition Training w/ Mike Seager - Day 3 - Session |
4...
Matt, do not believe Mike had gray hair like that before flying with you.:)
Was good to visit with you on Thursady night and have dinner with you
even though
it was not BBQ. Did miss you at Twin Oaks on Saturday.
Jerry
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: RV Transition Training w/ Mike Seager - Day 3 - Session |
4...
At 04:46 PM 5/2/2010 Sunday, Jerry Springer wrote:
>
>Matt, do not believe Mike had gray hair like that before flying with you.:)
>Was good to visit with you on Thursady night and have dinner with you even though
>it was not BBQ. Did miss you at Twin Oaks on Saturday.
>
>Jerry
Ha ha! I might say the same thing! :-)
I did make it out to Twin Oaks on Saturday, but I over slept, spent some time chatting
with the B&B in keepers, and ended up not get there until about 11:30
and it looked like everyone had left already. I was sorry I missed everyone.
I was great to see you guys at the Rock Creek Tavern! Soon I'll fly up in my new
RV-8! :-)
Matt
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: Test Flying
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | N998RV Flies - Teaser Shot! |
Yahooo!!
Mr RV-8 flew today for the first time!! Yahoo! .5 hours at 1pm and 1.0 hours
again at 4:30pm! There's a ton more pictures and some sweet videos, but this
will have to do for now... More to come!
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Blog
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: Test Flight
________________________________________________________________________________
| From: | "Jim Sears" <jmsj(at)roadrunner.com> |
| Subject: | Re: N998RV Flies - Teaser Shot! |
> Mr RV-8 flew today for the first time!! Yahoo!
It's about time! Congrats!
Jim Sears in KY
________________________________________________________________________________
| From: | Charles Rowbotham <crowbotham(at)hotmail.com> |
| Subject: | N998RV Flies - Teaser Shot! |
Hi Matt=2C
We have been waiting awhile to say this to you:
CONGRATULATIONS and WELL DONE !!!!!!!!!!!
Chuck & Dave Rowbotham
RV-8A _ sold
RV-9A - in progress
p.s Thanks for the "RV-List" !!
> Date: Mon=2C 3 May 2010 20:22:50 -0700
> To: rv-list(at)matronics.com=3B rv8-list(at)matronics.com=3B rv7-list@matronics
.com=3B rv10-list(at)matronics.com
> From: dralle(at)matronics.com
> Subject: RV-List: N998RV Flies - Teaser Shot!
>
>
> Yahooo!!
>
> Mr RV-8 flew today for the first time!! >
>
> Matt Dralle
> RV-8 #82880 N998RV
_________________________________________________________________
The New Busy is not the too busy. Combine all your e-mail accounts with Hot
mail.
http://www.windowslive.com/campaign/thenewbusy?tile=multiaccount&ocid=P
ID28326::T:WLMTAGL:ON:WL:en-US:WM_HMP:042010_4
________________________________________________________________________________
| From: | "Ralph E. Capen" <recapen(at)earthlink.net> |
| Subject: | Re: N998RV Flies - Teaser Shot! |
Congrats - now the fun begins.........
-----Original Message-----
>From: Matt Dralle <dralle(at)matronics.com>
>Sent: May 3, 2010 11:22 PM
>To: rv-list(at)matronics.com, rv8-list(at)matronics.com, rv7-list(at)matronics.com, rv10-list(at)matronics.com
>Subject: RV-List: N998RV Flies - Teaser Shot!
>
>
>Yahooo!!
>
>Mr RV-8 flew today for the first time!! Yahoo! .5 hours at 1pm and 1.0 hours
again at 4:30pm! There's a ton more pictures and some sweet videos, but this
will have to do for now... More to come!
>
>
>Matt Dralle
>RV-8 #82880 N998RV
>http://www.mattsrv8.com - Matt's RV-8 Construction Blog
>http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
>Status: Test Flight
________________________________________________________________________________
| From: | Bobby Hester <bobbyhester(at)newwavecomm.net> |
| Subject: | Re: N998RV Flies - Teaser Shot! |
Jim Sears in KY <-- I haven't seen that name in a while :-)
----
Surfing the web from Hopkinsville, KY
Check out the latest on my website at:
http://home.newwavecomm.net/bobbyhester/RVSite.htm
Jim Sears wrote:
>
>
>> Mr RV-8 flew today for the first time!! Yahoo!
>
> It's about time! Congrats!
>
> Jim Sears in KY
>
>
________________________________________________________________________________
| From: | Bruce Swayze <swayze(at)europa.com> |
| Subject: | Re: N998RV Flies - Teaser Shot! |
CONGRATULATIONS, Matt!!
I, too, have been following your progress. I live in Oregon, not too
far from Mike Seager, so I had great interest in your pictures and
your transition training. Hope to see you at a fly-in or at Vans
Homecoming later this year. Nice job on your plane! Can't wait to get
my 7A finished.
Bruce Swayze
Portland, Oregon
At 08:22 PM 5/3/2010, you wrote:
>Yahooo!!
>
>Mr RV-8 flew today for the first time!! Yahoo! .5 hours at 1pm and
>1.0 hours again at 4:30pm! There's a ton more pictures and some
>sweet videos, but this will have to do for now... More to come!
>
>
>Matt Dralle
>RV-8 #82880 N998RV
>http://www.mattsrv8.com - Matt's RV-8 Construction Blog
>http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
>Status: Test Flight
________________________________________________________________________________
| Subject: | Re: N998RV Flies - Teaser Shot! |
| From: | Dan Bergeron <dan.pat.b(at)gmail.com> |
Matt:
Congratulations - way to go. It's a great feeling and it lasts forever.
Fly safe,
Dan Bergeron
RV-7A N307TB (Spero II)
138 hours since first flight on 08/04/09
On Tue, May 4, 2010 at 8:42 PM, Bruce Swayze wrote:
>
> CONGRATULATIONS, Matt!!
>
> I, too, have been following your progress. I live in Oregon, not too far
> from Mike Seager, so I had great interest in your pictures and your
> transition training. Hope to see you at a fly-in or at Vans Homecoming later
> this year. Nice job on your plane! Can't wait to get my 7A finished.
>
> Bruce Swayze
> Portland, Oregon
>
>
> At 08:22 PM 5/3/2010, you wrote:
>
> Yahooo!!
>>
>> Mr RV-8 flew today for the first time!! Yahoo! .5 hours at 1pm and 1.0
>> hours again at 4:30pm! There's a ton more pictures and some sweet videos,
>> but this will have to do for now... More to come!
>>
>>
>> Matt Dralle
>> RV-8 #82880 N998RV
>> http://www.mattsrv8.com - Matt's RV-8 Construction Blog
>> http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
>> Status: Test Flight
>>
>
>
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | RV-8 N998RV First Flight - Pilot Report And Photos! |
Dear Listers,
Monday May 2 2010 at 1:15pm, RV-8 #82880 N998RV took to the air for the first time!
The first flight was about 30 minutes and all systems worked as expected.
The only post-flight adjustments necessary were an increase in the amount of
available Up trim, and a decrease in the upper RPM limit on the Hartzell prop.
After a smooth takeoff, I climbed out and circled the airport at about three
to four thousand feet for a couple of circuits then came around and landed
making a nice three-point landing with no bounce. The plane handled excellent
and the power from the IO-390 and the Hartzell can only be experienced to be
believed! What a great combination!
I want to thank Van's for designing such a great aircraft and for producing such
an outstanding kit. I would also like to thank all my List friends for their
help and assistance during the project. And of course, a special thanks to
all of my personal friends that have come over and lent at hand during the construction
- I own you guys a ride and a $100 hamburger when I get the Phase 1
time flown off!
Probably in the Fall or Winter some time, plan to take it in for painting. I'm
planning on a Candy Apply Red with some very understated and elegant golden trim
with a nice clear coat.
For all those that are still building - keep at it! The end result is 100% worth
the time and effort you put into the project. That first flight will be the
experience of a lifetime and something you won't soon forget!
Attached are some pictures from the first flight and few shots of the engine, panel,
and interior. Below, I've listed the system highlights.
Build Hours: 2457 Hours
Build Time: 23 Months
Kit: Van's RV-8 QB
Engine: Lycoming IO-390 210hp
Ignition: Slick Mags w/ Slick-Start Module
Exhaust: Vetterman IO-390 4-into-4 System (Sounds Great!)
Prop: Hartzell 72" Constant Speed
Governor: PCU5000
Alternator Primary: 60a Plain Power Belt Drive
Alternator Secondary: 20a B&C Direct Drive w/ B&C External Regulator
Steam Gauges: NONE!
Flight Instruments: Triple 6.5" GRT HX / Dual GRT AHRSs / Dual Magnetometers
Realtime Weather: XM Module For GRT HX & XM Module For Kenwood DNX-8120
Autopilot: TruTrak Digiflight II VSGV Two Axis w/ Auto Trim Module
Fuel Flow: Matronics FuelChec DX
GPS: Dual GRT Modules (Garmin engine)
Radio: Garmin SL-30
Transponder: Garmin GTX-327
Electrical System: Vertical Power VP-200
Entertainment: Kenwood DNX-8120 with 7" LCD / Psgr 7" Remote LCD
XM Radio / DVD / 64GB MP3 / HD AM-FM / XM Weather /
Full Bluetooth integration with Blackberry (make
and receive calls through headsets)
Intercom: PS3000 Stereo
Headphones: Bose Aviation Headset X
Interior: Classic Aero - All Leather over All Comferfoam
Carpet: Custom design - Cut & Sewn by Classic Aero
Oxygen System: Mountain High O2D2 w/ Electronic Tank Valve & PSI
Seat Belts: Hooker 5-Point Harness
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Blog
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: Test Flight
________________________________________________________________________________
| Subject: | Matco WHLAXLE24 retrofit kit for RV nose wheel? |
| From: | thomas sargent <sarg314(at)gmail.com> |
I just asked Ken at Van's about installing the nose wheel on my 6A. He said
to look at the Matco website because they had instructions for torquing the
thing down. I called Matco because I could not find the instructions. They
told me about this new WHLAXLE24 kit which seems to solve the problem of
torquing these things. It allows you to torque the bearings independently
of installing the wheel in the fork.
This is all news to me. Has any one used this kit? They claim that
aircraft spruce is just beginning to sell them. It's about $50.
--
Tom Sargent
RV-6A Final assembly
________________________________________________________________________________
| From: | dale1rv6(at)comcast.net |
| Subject: | Re: Matco WHLAXLE24 retrofit kit for RV nose wheel? |
The axel is very good and solves a weak link in the landing gear. Not only
provides the best way to control proper bearing torque, but also gives a mu
ch stronger axel to reduce flexing that can cause adverse drag on the rotat
ion of the wheel. Matco was also selling the best nose tire I have found. M
uch better than the regular lamb tire.
Dale
RV6a 1300 TT
Search "RV6a Nose wheel taxi test" for video
----- Original Message -----
From: "thomas sargent" <sarg314(at)gmail.com>
Sent: Thursday, May 6, 2010 11:18:16 AM GMT -05:00 Colombia
Subject: RV-List: Matco WHLAXLE24 retrofit kit for RV nose wheel?
I just asked Ken at Van's about installing the nose wheel on my 6A.=C2- H
e said to look at the Matco website because they had instructions for torqu
ing the thing down.=C2- I called Matco because I could not find the instr
uctions.=C2- They told me about this new WHLAXLE24 kit which seems to sol
ve the problem of torquing these things.=C2- It allows you to torque the
bearings independently of installing the wheel in the fork.=C2-
This is all news to me.=C2- Has any one used this kit?=C2- They claim t
hat aircraft spruce is just beginning to sell them.=C2- It's about $50.
--
Tom Sargent
RV-6A Final assembly
==
________________________________________________________________________________
| From: | Craig Gallenbach <craigtxtx(at)yahoo.com> |
| Subject: | Re: Matco WHLAXLE24 retrofit kit for RV nose wheel? |
I installed one. Works great. Much better way to preload the wheel bearings.
On May 6, 2010, at 12:18 PM, thomas sargent wrote:
I just asked Ken at Van's about installing the nose wheel on my 6A. He said to
look at the Matco website because they had instructions for torquing the thing
down. I called Matco because I could not find the instructions. They told
me about this new WHLAXLE24 kit which seems to solve the problem of torquing these
things. It allows you to torque the bearings independently of installing
the wheel in the fork.
This is all news to me. Has any one used this kit? They claim that aircraft spruce
is just beginning to sell them. It's about $50.
--
Tom Sargent
RV-6A Final assembly
________________________________________________________________________________
| From: | Craig Gallenbach <craigtxtx(at)yahoo.com> |
| Subject: | Re: Matco WHLAXLE24 retrofit kit for RV nose wheel? |
I installed one. Works great. Much better way to preload the wheel bearings.
On May 6, 2010, at 12:18 PM, thomas sargent wrote:
I just asked Ken at Van's about installing the nose wheel on my 6A. He said to
look at the Matco website because they had instructions for torquing the thing
down. I called Matco because I could not find the instructions. They told
me about this new WHLAXLE24 kit which seems to solve the problem of torquing these
things. It allows you to torque the bearings independently of installing
the wheel in the fork.
This is all news to me. Has any one used this kit? They claim that aircraft spruce
is just beginning to sell them. It's about $50.
--
Tom Sargent
RV-6A Final assembly
________________________________________________________________________________
| From: | "Valovich, Paul" <pvalovich(at)dcscorp.com> |
| Subject: | Van's Downloads - RV-8A |
I repeatedly tried to download the "3-View All" file from Van's website -
but repeatedly the end result was a crashed computer with numerous error/wa
rning messages. Ran out of time and put the task in the temporary "Too Hard
" bin.
Can anyone email me the 3-view RV-8A files?
Thanks,
Paul Valovich
________________________________________________________________________________
| Subject: | Re: Matco WHLAXLE24 retrofit kit for RV nose wheel? |
| From: | Bill Boyd <sportav8r(at)gmail.com> |
I believe I'd like to do this mod also, since I am looking at replacing
broken nose wheel attach brackets for the second time and have had one prior
failure of the unsealed wheel bearings that came with my vintage '94 nose
wheel. I remember how tricky it was to set the pre-load each time the nose
wheel was dismounted for bearing replacement, flat tire repair, and wheel
pant rough-airstrip damage.
Am I correct that I will need to buy a new wheel in order to utilize the
neoprene sealed bearing design? Might as well replace the lamb tire while I
am at it.
Anyone make the nose wheel pant attach brackets in stainless steel? The
aluminum ones eventually fatigue and part, in my repeated experience.
-Bill B RV-6A
On Thu, May 6, 2010 at 12:59 PM, Craig Gallenbach wrote:
> I installed one. Works great. Much better way to preload the wheel
> bearings.
>
>
> On May 6, 2010, at 12:18 PM, thomas sargent wrote:
>
> I just asked Ken at Van's about installing the nose wheel on my 6A. He
> said to look at the Matco website because they had instructions for torquing
> the thing down. I called Matco because I could not find the instructions.
> They told me about this new WHLAXLE24 kit which seems to solve the problem
> of torquing these things. It allows you to torque the bearings
> independently of installing the wheel in the fork.
>
> This is all news to me. Has any one used this kit? They claim that
> aircraft spruce is just beginning to sell them. It's about $50.
>
> --
> Tom Sargent
> RV-6A Final assembly
>
> *
>
> *
>
> *
>
>
> *
>
>
________________________________________________________________________________
| From: | Denis Walsh <denis.walsh(at)comcast.net> |
| Subject: | Re: Matco WHLAXLE24 retrofit kit for RV nose wheel? |
I believe you are correct.
I discovered this using the Irish method. I ordered the axle only to
find it won't fit the old RV-6A Cleveland set up. Hence my belief
that you will need a Matco wheel, and bearings to go with the new
axle. Let us know about the tire>
DW
On May 6, 2010, at 12:03 , Bill Boyd wrote:
> I believe I'd like to do this mod also, since I am looking at
> replacing broken nose wheel attach brackets for the second time and
> have had one prior failure of the unsealed wheel bearings that came
> with my vintage '94 nose wheel. I remember how tricky it was to set
> the pre-load each time the nose wheel was dismounted for bearing
> replacement, flat tire repair, and wheel pant rough-airstrip damage.
>
> Am I correct that I will need to buy a new wheel in order to utilize
> the neoprene sealed bearing design? Might as well replace the lamb
> tire while I am at it.
>
> Anyone make the nose wheel pant attach brackets in stainless steel?
> The aluminum ones eventually fatigue and part, in my repeated
> experience.
>
> -Bill B RV-6A
>
> On Thu, May 6, 2010 at 12:59 PM, Craig Gallenbach
> wrote:
> I installed one. Works great. Much better way to preload the wheel
> bearings.
>
>
> On May 6, 2010, at 12:18 PM, thomas sargent wrote:
>
>> I just asked Ken at Van's about installing the nose wheel on my
>> 6A. He said to look at the Matco website because they had
>> instructions for torquing the thing down. I called Matco because I
>> could not find the instructions. They told me about this new
>> WHLAXLE24 kit which seems to solve the problem of torquing these
>> things. It allows you to torque the bearings independently of
>> installing the wheel in the fork.
>>
>> This is all news to me. Has any one used this kit? They claim
>> that aircraft spruce is just beginning to sell them. It's about $50.
>>
>> --
>> Tom Sargent
>> RV-6A Final assembly
>>
>>
>>
>
>
> t="_blank">http://www.matronics.com/Navigator?RV-List
>
> tp://forums.matronics.com
> _blank">http://www.matronics.com/contribution
>
>
________________________________________________________________________________
| Subject: | Re: Matco WHLAXLE24 retrofit kit for RV nose wheel? |
| From: | thomas sargent <sarg314(at)gmail.com> |
Bill:
My wheel is from 1999 and they told me I can still use it. It's an NW501.25
wheel, I think.
Am I correct that I will need to buy a new wheel in order to utilize the
> neoprene sealed bearing design? Might as well replace the lamb tire while I
> am at it.
>
>
> -Bill B RV-6A
>
> On Thu, May 6, 2010 at 12:59 PM, Craig Gallenbach wrote:
>
>> I installed one. Works great. Much better way to preload the wheel
>> bearings.
>>
>>
>> On May 6, 2010, at 12:18 PM, thomas sargent wrote:
>>
>>
>> This is all news to me. Has any one used this kit? They claim that
>> aircraft spruce is just beginning to sell them. It's about $50.
>>
>> --
>> Tom Sargent
>> RV-6A Final assembly
>>
>> --
Tom Sargent
________________________________________________________________________________
| Subject: | Re: Matco WHLAXLE24 retrofit kit for RV nose wheel? |
| From: | Bill Boyd <sportav8r(at)gmail.com> |
Simple enough - I'll just pull the wheel pant and see if it says Cleveland
or MATCO, right?
While I'm at it, might as well tool-up to do the "nose gear
anti-dig-in/flip-over" mod and the "taper pin in the hogged-out engine mount
socket hole" mod, too. My, but I dislike down-time, even scheduled
down-time :-)
Is it just me, or did Van under-engineer the 6A nose wheel compared to the
rest of the design?
-Bill B
On Thu, May 6, 2010 at 2:24 PM, thomas sargent wrote:
> Bill:
> My wheel is from 1999 and they told me I can still use it. It's an
> NW501.25 wheel, I think.
>
>
> Am I correct that I will need to buy a new wheel in order to utilize the
>> neoprene sealed bearing design? Might as well replace the lamb tire while I
>> am at it.
>>
>>
>> -Bill B RV-6A
>>
>> On Thu, May 6, 2010 at 12:59 PM, Craig Gallenbach wrote:
>>
>>> I installed one. Works great. Much better way to preload the wheel
>>> bearings.
>>>
>>>
>>> On May 6, 2010, at 12:18 PM, thomas sargent wrote:
>>>
>>>
>>> This is all news to me. Has any one used this kit? They claim that
>>> aircraft spruce is just beginning to sell them. It's about $50.
>>>
>>> --
>>> Tom Sargent
>>> RV-6A Final assembly
>>>
>>> --
> Tom Sargent
>
> *
>
> *
>
>
________________________________________________________________________________
| Subject: | Re: N998RV Flies - Teaser Shot! |
| From: | "eddies" <eddie.seve(at)clarity.com> |
Hi Matt,
Been following your progress for a while now and enjoying the ride.
Fantastic effort you should be very proud
Congratulations
Eddie
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=296986#296986
________________________________________________________________________________
| From: | "Valovich, Paul" <pvalovich(at)dcscorp.com> |
| Subject: | Re: Van's Downloads - RV-8A |
I've been emailed the files. Thanks for the responses. This List is a grea
t resource.
Booger
________________________________________________________________________________
| From: | Phil Wiethe <rv8a_builder(at)yahoo.com> |
| Subject: | RV8A Kit for sale |
I'm selling my RV8A kit - I can't afford to finish it and need to sell. Emp
complete. Wings and Fuse kit completed to Quick Build level.- Interior
surfaces alodined=0A and epoxy primed. Fuel tanks built with capacitive fu
el level sensors.=0A One tank is set up with an aerobatic flop tube. Exce
llent workmanship=0A - built by an automotive engineer.- Located in Ann
Arbor, MI. $ 17,500.- Contact Phil - 734-904-8366
Pictures:
http://www.barnstormers.com/listing_images.php?id=419966
=0A=0A=0A=0A
________________________________________________________________________________
| From: | David Cudney <yenduc(at)me.com> |
> Yesterday I took my Stepdad, who turned 100 in April, for a flight
> in my 7A. He is a pilot but has not flown for several years due to
> and eyesight issue. He liked the flight very much and did a
> splendid job of controlling the plane. I think he is now an RV
> fan. Is this an age record for flying RVs?
dave
________________________________________________________________________________
| From: | "Ed Anderson" <eanderson(at)carolina.rr.com> |
Sounds pretty much like a record to me, Dave! Well, at least until I get
to 101 (another 31 years {:>). When is he going to start building his
RV-12?
Ed
Ed Anderson
Rv-6A N494BW Rotary Powered
Matthews, NC
eanderson(at)carolina.rr.com
<http://www.andersonee.com> http://www.andersonee.com
<http://www.dmack.net/mazda/index.html>
http://www.dmack.net/mazda/index.html
http://www.flyrotary.com/
<http://members.cox.net/rogersda/rotary/configs.htm>
http://members.cox.net/rogersda/rotary/configs.htm#N494BW
http://www.rotaryaviation.com/Rotorhead%20Truth.htm
<http://www.dmack.net/mazda/index.html>
_____
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of David Cudney
Sent: Sunday, May 09, 2010 8:30 PM
Subject: RV-List: oldest RVer
Yesterday I took my Stepdad, who turned 100 in April, for a flight in my
7A. He is a pilot but has not flown for several years due to and eyesight
issue. He liked the flight very much and did a splendid job of controlling
the plane. I think he is now an RV fan. Is this an age record for flying
RVs?
dave
________________________________________________________________________________
| From: | "Bob Collins" <bcollinsrv7a(at)comcast.net> |
A 100-year old guy can get up on the wings and get over the side fuselage.
THAT, sir, is one impressive 100-year old!
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of David Cudney
Sent: Sunday, May 09, 2010 7:30 PM
Subject: RV-List: oldest RVer
Yesterday I took my Stepdad, who turned 100 in April, for a flight in my
7A. He is a pilot but has not flown for several years due to and eyesight
issue. He liked the flight very much and did a splendid job of controlling
the plane. I think he is now an RV fan. Is this an age record for flying
RVs?
dave
________________________________________________________________________________
| From: | David Cudney <yenduc(at)me.com> |
I was worried about getting him in the plane ---he just said we'll
just take our time and see if I can do it --- and he did. He still
has a remarkable touch for flying even though he can't see much.
thanks
dave
On May 10, 2010, at 6:00 AM, Bob Collins wrote:
> A 100-year old guy can get up on the wings and get over the side
> fuselage. THAT, sir, is one impressive 100-year old!
> -----Original Message-----
> From: owner-rv-list-server(at)matronics.com [mailto:owner-rv-list-server(at)matronics.com
> ] On Behalf Of David Cudney
> Sent: Sunday, May 09, 2010 7:30 PM
> To: rv-list(at)matronics.com
> Subject: RV-List: oldest RVer
>
>> Yesterday I took my Stepdad, who turned 100 in April, for a flight
>> in my 7A. He is a pilot but has not flown for several years due to
>> and eyesight issue. He liked the flight very much and did a
>> splendid job of controlling the plane. I think he is now an RV
>> fan. Is this an age record for flying RVs?
>
> dave
>
>
________________________________________________________________________________
| From: | "George P. Tyler" <gptyler(at)metrocast.net> |
That is wonderful but, getting in and out isn't the easiest thing to do.
How did he handle that?
----- Original Message -----
From: David Cudney
To: rv-list(at)matronics.com
Sent: Sunday, May 09, 2010 8:30 PM
Subject: RV-List: oldest RVer
Yesterday I took my Stepdad, who turned 100 in April, for a flight in
my 7A. He is a pilot but has not flown for several years due to and
eyesight issue. He liked the flight very much and did a splendid job of
controlling the plane. I think he is now an RV fan. Is this an age
record for flying RVs?
dave
________________________________________________________________________________
| From: | David Cudney <yenduc(at)me.com> |
We put a low bench at the step.
He steped up on it then onto the step and the the wing.
Surprisingly he had little trouble after that.
Over the side and into the seat wasn't too hard.
He got out easier than getting in.
Of course there were several of us there to see
that he didn't loose his balance.
Dave Cudney
Sent from my Iphone with fat fingers ---- and I'm some cases
"inventive spelling and punctuation".
On May 10, 2010, at 7:48 AM, "George P. Tyler"
wrote:
> That is wonderful but, getting in and out isn't the easiest thing to
> do. How did he handle that?
> ----- Original Message -----
> From: David Cudney
> To: rv-list(at)matronics.com
> Sent: Sunday, May 09, 2010 8:30 PM
> Subject: RV-List: oldest RVer
>
>> Yesterday I took my Stepdad, who turned 100 in April, for a flight
>> in my 7A. He is a pilot but has not flown for several years due to
>> and eyesight issue. He liked the flight very much and did a
>> splendid job of controlling the plane. I think he is now an RV
>> fan. Is this an age record for flying RVs?
>
> dave
>
>
________________________________________________________________________________
| From: | russell parr <rrparr12(at)hotmail.com> |
Hi=2C
How are you?
I have good news for you. Last week=2C I order one Apple Iphone from this w
ebsite: www.nowbuy-it.com. I've received the item today. It's amazing! The
item is original=2C brand new and has high quality=2C but it's much cheaper
. I'm pleased to share this good news with you! I believe you will find wha
t you want there and have an good experience on shopping from them.
Regards
_________________________________________________________________
The New Busy is not the too busy. Combine all your e-mail accounts with Hot
mail.
http://www.windowslive.com/campaign/thenewbusy?tile=multiaccount&ocid=P
ID28326::T:WLMTAGL:ON:WL:en-US:WM_HMP:042010_4
________________________________________________________________________________
| Subject: | RV6 wing tip camera |
| From: | "chris r" <cmgrazz(at)yahoo.com.au> |
I am looking at mounting a bullet camera in wing tip landing light cavity, will
it be hard to feed wiring back to cabin through the wing? I don`t know the internals
of the wing as I am not a builder.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=297346#297346
________________________________________________________________________________
| From: | "Dale Ensing" <densing(at)carolina.rr.com> |
| Subject: | Re: RV6 wing tip camera |
Did the builder put a wiring conduit in the wing when it was built? Or, does
the wing wiring go thru a series of plastic grommets in the ribs? Some
builders also put a string in the wire bundle for future wire installation
so that another wire can be "pulled" thru the wing.
Dale Ensing
----- Original Message -----
From: "chris r" <cmgrazz(at)yahoo.com.au>
Sent: Tuesday, May 11, 2010 9:30 AM
Subject: RV-List: RV6 wing tip camera
>
> I am looking at mounting a bullet camera in wing tip landing light cavity,
> will it be hard to feed wiring back to cabin through the wing? I don`t
> know the internals of the wing as I am not a builder.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=297346#297346
>
>
>
________________________________________________________________________________
| Subject: | Re: RV6 wing tip camera |
| From: | "chris r" <cmgrazz(at)yahoo.com.au> |
I will remove landing lights and check , cheers
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=297418#297418
________________________________________________________________________________
| Subject: | Interference problem with Matco WHLAXLE24 kit |
| From: | thomas sargent <sarg314(at)gmail.com> |
I tried installing the WHLAXLE24 on my 6A last night. It's a good idea, but
seems to be incompatible with the old style nose wheel fairing. My kit is
from around 2000.
My wheel fairing has the old, bad, design where the big AN6 bolt that holds
on the wheel ALSO holds on the wheel fairing. Matco has you install a
1/4-20 hex head bolt through the fork that screws into a threaded hole in
the axle. This is to keep it from rotating within the fork. (You can see
the drawings on the Matco website. )
http://www.matcomfg.com/AXLEASSEMBLYA24125INCH-idv-3657-1.html
The hex head of that anti-rotation bolt is interfering with the mounting
bracket of the wheel fairing. I called Matco who said I was the first to
report this problem and was otherwise unsympathetic. I advised them to warn
about this on the drawing, but his attitude was "hey, that's home
building". I should have been on the look out for things like this, but it
is sold specifically for RV forks and I assumed they had engineered it
better than that.
There are several ways to deal with this.
1- Leave out the 1/4-20 bolt entirely. The friction of the fork griping the
axle with the full torque on a AN-6 bolt will almost certainly keep it from
rotating.
2- Use a countersunk 1/4-20 screw instead of the bolt. I don't like this
because it requires excavating yet more aluminum from my already slim, new
style, fork assembly. It is pretty close to the lightening hole as it is.
3- If I knew about this ahead of time, I could have drilled a hole for a #8
screw instead, thru the fork into the periphery of the axle and then tapped
that for an 8-32. That would not have interfered. Why they chose a 1/4-20
bolt for that purpose is a mystery to me.
It is way overkill.
4- Try using a 1/4-20 round head screw instead of a hex head bolt. The
smaller head may be small enough to miss the bracket or be usable with just
a little bit of grinding on the bracket.
I will try #4 and if that doesn't work, I'll go with #1.
--
Tom Sargent, RV-6A, almost ready to weigh.
________________________________________________________________________________
| From: | "Dale Ensing" <densing(at)carolina.rr.com> |
| Subject: | Re: Interference problem with Matco WHLAXLE24 kit |
Tom,
How about a 1/4-20 set screw with the internal hex socket? Get one short/lo
ng enough so that it doesn't protrude and interfere with the fairing bracke
t when tight in the axle.
Dale Ensing
----- Original Message -----
From: thomas sargent
To: rv-list
Sent: Wednesday, May 12, 2010 12:08 PM
Subject: RV-List: Interference problem with Matco WHLAXLE24 kit
I tried installing the WHLAXLE24 on my 6A last night. It's a good idea,
but seems to be incompatible with the old style nose wheel fairing. My kit
is from around 2000.
My wheel fairing has the old, bad, design where the big AN6 bolt that ho
lds on the wheel ALSO holds on the wheel fairing. Matco has you install a
1/4-20 hex head bolt through the fork that screws into a threaded hole in t
he axle. This is to keep it from rotating within the fork. (You can see t
he drawings on the Matco website. )
http://www.matcomfg.com/AXLEASSEMBLYA24125INCH-idv-3657-1.html
The hex head of that anti-rotation bolt is interfering with the mountin
g bracket of the wheel fairing. I called Matco who said I was the first to
report this problem and was otherwise unsympathetic. I advised them to war
n about this on the drawing, but his attitude was "hey, that's home buildin
g". I should have been on the look out for things like this, but it is sol
d specifically for RV forks and I assumed they had engineered it better tha
n that.
There are several ways to deal with this.
1- Leave out the 1/4-20 bolt entirely. The friction of the fork griping
the axle with the full torque on a AN-6 bolt will almost certainly keep it
from rotating.
2- Use a countersunk 1/4-20 screw instead of the bolt. I don't like this
because it requires excavating yet more aluminum from my already slim, new
style, fork assembly. It is pretty close to the lightening hole as it is.
3- If I knew about this ahead of time, I could have drilled a hole for a
#8 screw instead, thru the fork into the periphery of the axle and then tap
ped that for an 8-32. That would not have interfered. Why they chose a 1/4
-20 bolt for that purpose is a mystery to me.
It is way overkill.
4- Try using a 1/4-20 round head screw instead of a hex head bolt. The s
maller head may be small enough to miss the bracket or be usable with just
a little bit of grinding on the bracket.
I will try #4 and if that doesn't work, I'll go with #1.
--
Tom Sargent, RV-6A, almost ready to weigh.
________________________________________________________________________________
| Subject: | Re: Interference problem with Matco WHLAXLE24 kit |
| From: | thomas sargent <sarg314(at)gmail.com> |
Dale:
A set screw isn't appropriate here because the screw doesn't just press on
the Matco axle. They drilled and tapped a hole for a 1/4-20 all the way
through the (expanded head of) the axle. So you have to use something with
a head on it AND because of the geometry of the axle, the head has to be on
the outside of the fork.
On Wed, May 12, 2010 at 10:22 AM, Dale Ensing wrote:
> Tom,
> How about a 1/4-20 set screw with the internal hex socket? Get one
> short/long enough so that it doesn't protrude and interfere with the fairing
> bracket when tight in the axle.
> Dale Ensing
>
> -
>
>
--
Tom Sargent
________________________________________________________________________________
| From: | "Dale Ensing" <densing(at)carolina.rr.com> |
| Subject: | Re: Interference problem with Matco WHLAXLE24 kit |
I understand.....would it be possible to put a short set screw (with Loctit
e) in the back side of the axle flange to create a blind hole and they tigh
ten the functioning set screw against it? Just a thought.......
Dale
----- Original Message -----
From: thomas sargent
To: rv-list(at)matronics.com
Sent: Wednesday, May 12, 2010 1:58 PM
Subject: Re: RV-List: Interference problem with Matco WHLAXLE24 kit
Dale:
A set screw isn't appropriate here because the screw doesn't just press o
n the Matco axle. They drilled and tapped a hole for a 1/4-20 all the way
through the (expanded head of) the axle. So you have to use something with
a head on it AND because of the geometry of the axle, the head has to be o
n the outside of the fork.
On Wed, May 12, 2010 at 10:22 AM, Dale Ensing w
rote:
Tom,
How about a 1/4-20 set screw with the internal hex socket? Get one shor
t/long enough so that it doesn't protrude and interfere with the fairing br
acket when tight in the axle.
Dale Ensing
--
Tom Sargent
________________________________________________________________________________
| Subject: | Re: Interference problem with Matco WHLAXLE24 kit |
| From: | thomas sargent <sarg314(at)gmail.com> |
Dale:
Yes, locktite on a set screw might be a good thing here. One of the guys I
work with suggested that.
On Wed, May 12, 2010 at 1:23 PM, Dale Ensing wrote:
> I understand.....would it be possible to put a short set screw (with
> Loctite) in the back side of the axle flange to create a blind hole and they
> tighten the functioning set screw against it? Just a thought.......
> Dale
>
> ----- Original Message -----
> *From:* thomas sargent
> *To:* rv-list(at)matronics.com
> *Sent:* Wednesday, May 12, 2010 1:58 PM
> *Subject:* Re: RV-List: Interference problem with Matco WHLAXLE24 kit
>
> Dale:
> A set screw isn't appropriate here because the screw doesn't just press on
> the Matco axle. They drilled and tapped a hole for a 1/4-20 all the way
> through the (expanded head of) the axle. So you have to use something with
> a head on it AND because of the geometry of the axle, the head has to be on
> the outside of the fork.
>
> On Wed, May 12, 2010 at 10:22 AM, Dale Ensing wrote:
>
>> Tom,
>> How about a 1/4-20 set screw with the internal hex socket? Get one
>> short/long enough so that it doesn't protrude and interfere with the fairing
>> bracket when tight in the axle.
>> Dale Ensing
>>
>> --
>> Tom Sargent
>>
>> *
> *
>
> *
> ===========
> *
>
>
--
Tom Sargent
________________________________________________________________________________
| From: | Craig Gallenbach <craigtxtx(at)yahoo.com> |
| Subject: | Re: Interference problem with Matco WHLAXLE24 kit |
Tom,
-
I did something like your option #4.- I used the bolt provided and carved
on the nosewheel bracket enough to clear the bolt head.- Not elegant, bu
t seems to work.-
-
Craig Gallenbach
RV8A N184CG- 115hrs
--- On Wed, 5/12/10, thomas sargent wrote:
From: thomas sargent <sarg314(at)gmail.com>
Subject: RV-List: Interference problem with Matco WHLAXLE24 kit
Date: Wednesday, May 12, 2010, 12:08 PM
I tried installing the WHLAXLE24 on my 6A last night.- It's a good idea,
but seems to be incompatible with the old style nose wheel fairing.- My k
it is from around 2000.
My wheel fairing has the old, bad,- design where the big AN6 bolt that ho
lds on the wheel ALSO holds on the wheel fairing.- Matco has you install
a 1/4-20 hex head bolt through the fork that screws into a threaded hole in
the axle.- This is to keep it from rotating within the fork.- (You can
see the drawings on the Matco website. )
http://www.matcomfg.com/AXLEASSEMBLYA24125INCH-idv-3657-1.html
- The hex head of that anti-rotation bolt is interfering with the mountin
g bracket of the wheel fairing.- I called Matco who said I was the first
to report this problem and was otherwise unsympathetic. I advised them to w
arn about this on the drawing, but his attitude was "hey, that's home build
ing".- I should have been on the look out for things like this, but it is
sold specifically for RV forks and I assumed they had engineered it better
than that.
There are several ways to deal with this.
1- Leave out the 1/4-20 bolt entirely.- The friction of the fork griping
the axle with the full torque on a AN-6 bolt will almost certainly keep it
from rotating.
2- Use a countersunk 1/4-20 screw instead of the bolt.- I don't like this
because it requires excavating yet more aluminum from my already slim, new
style,- fork assembly.- It is pretty close to the lightening hole as i
t is.
3- If I knew about this ahead of time, I could have drilled a hole for a #8
screw instead, thru the fork into the periphery of the axle and then tappe
d that for an 8-32.- That would not have interfered. Why they chose a 1/4
-20 bolt for that purpose is a mystery to me.
-It is way overkill.
4- Try using a 1/4-20 round head screw instead of a hex head bolt.- The s
maller head may be small enough to miss the bracket or be usable with just
a little bit of grinding on the bracket.
I will try #4 and if that doesn't work, I'll go with #1.
--
Tom Sargent, RV-6A, almost ready to weigh.
________________________________________________________________________________
| From: | "Gene Lee" <gene.lee(at)gte.net> |
| Subject: | Flap Fuse Periodically Blows |
I have an RV-7a with 700 hours on her and a month ago the flap fuse ( 7.5amps )
blew on two consecutive landings. The fuse has
never blown before in those 700 hours. I know I was well below the white arc,
10 to 15 knots below, on both of the landings.
After I changed the fuse on those two, it went almost a month without ever happening
again, then the fuse below twice more over the
course of a few landings.
It always blows on the downward movement, but the point at which it's blown varies
anywhere between just barely having moved and
being as much as 20 degrees when it happens.
The other point that someone is sure to ask is if it makes any unusual sounds during
the travel. none what so ever, all appears fine
on the ground.
I've scanned through the mailing list archives and couldn't find any one reporting
flap problems like this (apologies if I
overlooked a discussion of exactly this problem), but I wondered if anyone could
offer some advice.
Thanks,
Gene
________________________________________________________________________________
| From: | <av8er2fly(at)peoplepc.com> |
| Subject: | Re: Interference problem with Matco WHLAXLE24 kit |
I just installed mine last weekend, and because of the lightning hole I
rotated the bolt to get more surfice area around the bolt. When I put
the fairing on I could see that it was going to slightly interfere so I
gound out a small portion of the bracket and I'm going to keep a good
eye on it.
----- Original Message -----
From: thomas sargent
To: rv-list
Sent: Wednesday, May 12, 2010 9:08 AM
Subject: RV-List: Interference problem with Matco WHLAXLE24 kit
I tried installing the WHLAXLE24 on my 6A last night. It's a good
idea, but seems to be incompatible with the old style nose wheel
fairing. My kit is from around 2000.
My wheel fairing has the old, bad, design where the big AN6 bolt that
holds on the wheel ALSO holds on the wheel fairing. Matco has you
install a 1/4-20 hex head bolt through the fork that screws into a
threaded hole in the axle. This is to keep it from rotating within the
fork. (You can see the drawings on the Matco website. )
http://www.matcomfg.com/AXLEASSEMBLYA24125INCH-idv-3657-1.html
The hex head of that anti-rotation bolt is interfering with the
mounting bracket of the wheel fairing. I called Matco who said I was
the first to report this problem and was otherwise unsympathetic. I
advised them to warn about this on the drawing, but his attitude was
"hey, that's home building". I should have been on the look out for
things like this, but it is sold specifically for RV forks and I assumed
they had engineered it better than that.
There are several ways to deal with this.
1- Leave out the 1/4-20 bolt entirely. The friction of the fork
griping the axle with the full torque on a AN-6 bolt will almost
certainly keep it from rotating.
2- Use a countersunk 1/4-20 screw instead of the bolt. I don't like
this because it requires excavating yet more aluminum from my already
slim, new style, fork assembly. It is pretty close to the lightening
hole as it is.
3- If I knew about this ahead of time, I could have drilled a hole for
a #8 screw instead, thru the fork into the periphery of the axle and
then tapped that for an 8-32. That would not have interfered. Why they
chose a 1/4-20 bolt for that purpose is a mystery to me.
It is way overkill.
4- Try using a 1/4-20 round head screw instead of a hex head bolt.
The smaller head may be small enough to miss the bracket or be usable
with just a little bit of grinding on the bracket.
I will try #4 and if that doesn't work, I'll go with #1.
--
Tom Sargent, RV-6A, almost ready to weigh.
________________________________________________________________________________
| From: | George Inman 204 287 8334 <ghinman(at)mts.net> |
| Subject: | RV-8 Rear Rudder pedlals |
Has anyone designed a better set of rear rudder pedals
for the
RV-8.
Mine have bent during landing when strong inputs were required.
I have the standard Van's rear pedals.
--
George H. Inman
ghinman(at)mts.net
________________________________________________________________________________
| Subject: | Rocket steering link |
| From: | "chris r" <cmgrazz(at)yahoo.com.au> |
I`m thinking of getting a rocket steering link for my 6, does the rockt link allow
much rudder movement before the the tailwheel starts to turn? I generally
have my chains fairly loose to help keep tailwheel straight when landing in a
cross wind. The rocket link looks like it might be quite direct in steering.
Also has anybody just taken chains off and fly with no tailwheel steering?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=297822#297822
________________________________________________________________________________
| From: | Tom Wright <tomw(at)charterops.com> |
| Subject: | Re: Rocket steering link |
Mine works fine. The bungee aparently allows it to caster (against the
spring) upon touchdown. I haven't had a problem.
Tom
On Sat, May 15, 2010 at 9:34 AM, chris r wrote:
>
> I`m thinking of getting a rocket steering link for my 6, does the rockt
> link allow much rudder movement before the the tailwheel starts to turn? I
> generally have my chains fairly loose to help keep tailwheel straight when
> landing in a cross wind. The rocket link looks like it might be quite direct
> in steering.
> Also has anybody just taken chains off and fly with no tailwheel steering?
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=297822#297822
>
>
________________________________________________________________________________
| From: | Tedd McHenry <tedd(at)vansairforce.org> |
| Subject: | Langley, BC, Fly-in |
This year's Langley, BC fly-in will be Saturday, June 26. This is the
annual fly-in of VAF Western Canada Wing.
Langley, BC, is about 20 nm north of Bellingham, WA. We generally have
a good turnout of RVs from all over BC, and a good contingent from the
U.S., too. Details are on our web page, <http://www.vansairforce.org/CYNJ
> U.S. visitors will find the information they need on border
crossing procedures on the web page. Although the border-crossing
procedures have gotten a bit more onerous over the years, it's
impossible to reach Langley from anywhere in the U.S. without flying
over spectacular terrain that makes the administrative details seem
unimportant.
I hope lots of RV-Listers can make it.
Tedd McHenry
Van's Air Force Western Canada Wing
tedd(at)vansairforce.org
www.vansairforce.org
________________________________________________________________________________
| From: | Ian <ixb(at)videotron.ca> |
How about disconnecting the pushrods and checking for resistance to
movement by moving each flap manually? Excessive current draw suggests
that the motor is struggling. You could divide the movement in two -
the motor to the push rods and the push rods to the flaps. If you feel
no resistance to movement on the flap side then maybe there's some
interference or tightness on the motor side. Could anything be
misaligned, interfering or overtightened in motor to pushrod chain?
Ian Brown
"I have an RV-7a with 700 hours on her and a month ago the flap fuse
( 7.5amps )
blew on two consecutive landings. The fuse has
never blown before in those 700 hours. I know I was well below the
white arc,
10 to 15 knots below, on both of the landings.
After I changed the fuse on those two, it went almost a month without
ever happening
again, then the fuse below twice more over the
course of a few landings.
It always blows on the downward movement, but the point at which it's
blown varies
anywhere between just barely having moved and
being as much as 20 degrees when it happens."
________________________________________________________________________________
| From: | Denis Walsh <denis.walsh(at)comcast.net> |
The flap motor has a clutch and slips when the resistance gets too
high, so it is unlikely that this is the problem, given the
intermediate position of the flap when it occurs.
I would look for an area of high resistance in the circuit. Check the
switch for all connections. Check all crimps, and check the
connections at the fuse. Check the connections at the actuator, and at
the power bus. Lastly don't forget the ground side of the circuit.
If all those check out, I would do a current measurement, and make
sure the fuse is big enough. Remember the fuse is sized according to
the wire size and length.
Good luck and let us know how it comes out.
Denis
On May 16, 2010, at 5:20 , Ian wrote:
> How about disconnecting the pushrods and checking for resistance to
> movement by moving each flap manually? Excessive current draw
> suggests that the motor is struggling. You could divide the
> movement in two - the motor to the push rods and the push rods to
> the flaps. If you feel no resistance to movement on the flap side
> then maybe there's some interference or tightness on the motor
> side. Could anything be misaligned, interfering or overtightened
> in motor to pushrod chain?
> Ian Brown
> "I have an RV-7a with 700 hours on her and a month ago the flap fuse
> ( 7.5amps )
> blew on two consecutive landings. The fuse has
> never blown before in those 700 hours. I know I was well below the
> white arc,
> 10 to 15 knots below, on both of the landings.
>
> After I changed the fuse on those two, it went almost a month
> without ever happening
> again, then the fuse below twice more over the
> course of a few landings.
>
> It always blows on the downward movement, but the point at which
> it's blown varies
> anywhere between just barely having moved and
> being as much as 20 degrees when it happens."
>
________________________________________________________________________________
| Subject: | Re: Rocket steering link |
| From: | Richard Martin <martinaerodrome(at)gmail.com> |
I replaced my chains over 5 years ago with a rocket link because I did not
like the lag with the chains and also the rattle. The rocket link affords
very responsive stearing, however, since I fly most of the time off of my
grass airstrip, I have had to replace it several times.Apparantly, the
resistance of the grass causes a stress on the tube shape of the arm and I
have had it brake several times. I reinforced it with a rod inserted inside
of the tube and rewelded everything, however last fall it broke again and
was not repairable. I now fly my RV8 without any stearable link of any
type. I find that the RV8 is very responsive to rudder input and I now fly
without any stearing apparatus.. Note: this does require occasional brake
input for stearing when landing and taxing. Good luck. Dick Martin RV8
N233M. Now approaching 2000 hours on my RV8.
On Sun, May 16, 2010 at 12:11 PM, Tom Wright wrote:
>
>
> Mine works fine. The bungee aparently allows it to caster (against the
> spring) upon touchdown. I haven't had a problem.
>
> Tom
>
> On Sat, May 15, 2010 at 9:34 AM, chris r wrote:
>
>>
>> I`m thinking of getting a rocket steering link for my 6, does the rockt
>> link allow much rudder movement before the the tailwheel starts to turn? I
>> generally have my chains fairly loose to help keep tailwheel straight when
>> landing in a cross wind. The rocket link looks like it might be quite direct
>> in steering.
>> Also has anybody just taken chains off and fly with no tailwheel steering?
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=297822#297822
>>
>>
>>
>>
>>
>>
>>
>> ==========
>> get="_blank">http://www.matronics.com/Navigator?RV-List
>> ==========
>> http://forums.matronics.com
>> ==========
>> le, List Admin.
>> ="_blank">http://www.matronics.com/contribution
>> ==========
>>
>>
>>
>>
> *
>
> *
>
>
________________________________________________________________________________
| Subject: | just weighed N811WT |
| From: | thomas sargent <sarg314(at)gmail.com> |
I just weighed my RV-6A plane this morning. It is "completely finished",
which is to say all fairings are installed and it is painted, ready to go.
The total weight was 1076 lbs, which was about 50 more than I'd hoped.
Although, I gather this is pretty typical for these planes. Van claims
985lbs. I can't imagine how you could reduce the weight 90 pounds. CG is
quite good, though.
It has a Catto wooden prop (only 17 lbs) and no vacuum system. It's not an
IFR panel although I do have a Dynon D10A, VM1000 engine monitor, plus the
usual airspeed, VSI, altimeter, Lift Reserve Indicator, an SL-30 radio and
Garmin transponder. The AFP fuel injection is probably a bit heavier than a
carburetor. The interior is a D.J. Lauritsen cloth interior which I think
is light.
Van's max gross is 1650. I gather (from just about everybody, including
people who know what they are talking about) that this is a very
conservative number. Am I correct that if I, as the builder, test the
plane at, say 1700 lbs, that I can then placard it at 1700 max gross?
--
Tom Sargent, RV-6A nearly reay for first flight.
________________________________________________________________________________
| From: | Linn Walters <pitts_pilot(at)bellsouth.net> |
| Subject: | Re: just weighed N811WT |
The biggest variable (usually) is paint weight. Especially with 2-part
urethanes. That 'professional' (I mean really good looking, not done by
a professional) paint job comes with a weight penalty. And pick up a
bolt of cloth if you think cloth is light! It's all relative.
Oh yeah, there's also the accuracy of the weighing. ;-)
Were you truly 'empty'? Engine oil??? No fuel???
Linn
thomas sargent wrote:
> I just weighed my RV-6A plane this morning. It is "completely
> finished", which is to say all fairings are installed and it is
> painted, ready to go.
>
> The total weight was 1076 lbs, which was about 50 more than I'd
> hoped. Although, I gather this is pretty typical for these planes.
> Van claims 985lbs. I can't imagine how you could reduce the weight 90
> pounds. CG is quite good, though.
>
> It has a Catto wooden prop (only 17 lbs) and no vacuum system. It's
> not an IFR panel although I do have a Dynon D10A, VM1000 engine
> monitor, plus the usual airspeed, VSI, altimeter, Lift Reserve
> Indicator, an SL-30 radio and Garmin transponder. The AFP fuel
> injection is probably a bit heavier than a carburetor. The interior
> is a D.J. Lauritsen cloth interior which I think is light.
>
> Van's max gross is 1650. I gather (from just about everybody,
> including people who know what they are talking about) that this is a
> very conservative number. Am I correct that if I, as the builder,
> test the plane at, say 1700 lbs, that I can then placard it at 1700
> max gross?
>
> --
> Tom Sargent, RV-6A nearly reay for first flight.
> *
>
>
> *
________________________________________________________________________________
| From: | "Ralph E. Capen" <recapen(at)earthlink.net> |
| Subject: | Re: just weighed N811WT |
Congrats...mine came in a bit heavier...but I know the reasons. I don't regret
any one of them.
You can placard it heavier - you're the manufacturer. Mine is placarded heavier
- but I'll probably never see that since my phase I.
Ralph
-----Original Message-----
>From: thomas sargent <sarg314(at)gmail.com>
>Sent: May 18, 2010 4:33 PM
>To: rv-list
>Subject: RV-List: just weighed N811WT
>
>I just weighed my RV-6A plane this morning. It is "completely finished",
>which is to say all fairings are installed and it is painted, ready to go.
>
>The total weight was 1076 lbs, which was about 50 more than I'd hoped.
>Although, I gather this is pretty typical for these planes. Van claims
>985lbs. I can't imagine how you could reduce the weight 90 pounds. CG is
>quite good, though.
>
>It has a Catto wooden prop (only 17 lbs) and no vacuum system. It's not an
>IFR panel although I do have a Dynon D10A, VM1000 engine monitor, plus the
>usual airspeed, VSI, altimeter, Lift Reserve Indicator, an SL-30 radio and
>Garmin transponder. The AFP fuel injection is probably a bit heavier than a
>carburetor. The interior is a D.J. Lauritsen cloth interior which I think
>is light.
>
>Van's max gross is 1650. I gather (from just about everybody, including
>people who know what they are talking about) that this is a very
>conservative number. Am I correct that if I, as the builder, test the
>plane at, say 1700 lbs, that I can then placard it at 1700 max gross?
>
>--
>Tom Sargent, RV-6A nearly reay for first flight.
________________________________________________________________________________
| From: | Robin Marks <robin(at)PaintTheWeb.com> |
| Subject: | Re: just weighed N811WT |
I seem to recall official empty weight includes oil but no fuel or
windshield wiper fluid.
Sent from my iPad
Wahoo!
On May 18, 2010, at 3:04 PM, Linn Walters wrote:
The biggest variable (usually) is paint weight. Especially with 2-part
urethanes. That 'professional' (I mean really good looking, not done by a
professional) paint job comes with a weight penalty. And pick up a bolt of
cloth if you think cloth is light! It's all relative.
Oh yeah, there's also the accuracy of the weighing. ;-)
Were you truly 'empty'? Engine oil??? No fuel???
Linn
thomas sargent wrote:
I just weighed my RV-6A plane this morning. It is "completely finished",
which is to say all fairings are installed and it is painted, ready to go.
The total weight was 1076 lbs, which was about 50 more than I'd hoped.
Although, I gather this is pretty typical for these planes. Van claims
985lbs. I can't imagine how you could reduce the weight 90 pounds. CG is
quite good, though.
It has a Catto wooden prop (only 17 lbs) and no vacuum system. It's not an
IFR panel although I do have a Dynon D10A, VM1000 engine monitor, plus the
usual airspeed, VSI, altimeter, Lift Reserve Indicator, an SL-30 radio and
Garmin transponder. The AFP fuel injection is probably a bit heavier than a
carburetor. The interior is a D.J. Lauritsen cloth interior which I think
is light.
Van's max gross is 1650. I gather (from just about everybody, including
people who know what they are talking about) that this is a very
conservative number. Am I correct that if I, as the builder, test the
plane at, say 1700 lbs, that I can then placard it at 1700 max gross?
--
Tom Sargent, RV-6A nearly reay for first flight.
*
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/contribution
*
*
*
________________________________________________________________________________
| Subject: | Re: Rocket steering link |
| From: | "chris r" <cmgrazz(at)yahoo.com.au> |
Thanks for the replies, I will try one and see how it goes, it would be good to
get rid of the messy chains. chris
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=298116#298116
________________________________________________________________________________
| Subject: | Re: just weighed N811WT |
| From: | thomas sargent <sarg314(at)gmail.com> |
The tanks were empty. There was 8 qt of oil. That is the "empty" weight, as
they define it. CG came out about 1/2" behind the forward limit. Any
passengers, fuel or baggage is going to move the CG aft, so I have plenty of
margin there. That's obviously the way Van designed it.
On Tue, May 18, 2010 at 3:35 PM, Robin Marks wrote:
> I seem to recall official empty weight includes oil but no fuel or
> windshield wiper fluid.
>
> Sent from my iPad
> Wahoo!
>
> On May 18, 2010, at 3:04 PM, Linn Walters
> wrote:
>
> The biggest variable (usually) is paint weight. Especially with 2-part
> urethanes. That 'professional' (I mean really good looking, not done by a
> professional) paint job comes with a weight penalty. And pick up a bolt of
> cloth if you think cloth is light! It's all relative.
> Oh yeah, there's also the accuracy of the weighing. ;-)
> Were you truly 'empty'? Engine oil??? No fuel???
> Linn
>
>
--
Tom Sargent
________________________________________________________________________________
| Subject: | Re: RV-8 Rear Rudder pedlals |
| From: | "Matt Dralle" <dralle(at)matronics.com> |
Holy cow!! Somebody's pressing on them too hard! :-)
Matt Dralle
ghinman(at)mts.net wrote:
> Has anyone designed a better set of rear rudder pedals
> for the
> RV-8.
> Mine have bent during landing when strong inputs were required.
> I have the standard Van's rear pedals.
>
> --
>
> George H. Inman
> ghinman(at)mts.net
--------
Matt Dralle
Matronics Email List Administrator
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=298148#298148
________________________________________________________________________________
| From: | Rick Galati <rick6a(at)yahoo.com> |
| Subject: | Re: just weighed N811WT |
This is not meant as a direct challenge to-reported empty weight claims m
ade by an individual builder-but in my experience, I take most such repor
ts with a healthy dose of skepticism.-Out of denial, people can fudge the
numbers when they get on a bathroom scale in the morning. -In the certif
ied world of production aviation, the only reliable and accurate measuremen
t is derived from using-certified scales and because of cost, most RV bui
lders do not use certified scales. -Everybody is not on the same page. Th
e absolute worst-type scales are the so-called Ruggles scales-Aircraft
Spruce sells.- Relatively inexpensive, they are little more than bathroom
scales with a lever type extension that acts as-a-multiplier. So inacc
urate, when I weighed my -6A using Ruggles scales, I had to move the aircra
ft on and off the scales TEN TIMES because I got a different reading each t
ime.-There was a 40 pound spread between the high end and the low end of
the
readings. -I ended up accepting-an average to satisfy completing that
part of the documenting process.-I openly wonder how many builders would
use the lowest Ruggles scale measurement and then proudly tout how light th
eir RV is!- Since that time, I weighed-my -8 using far more accurate di
gital scales that our EAA Chapter invested in.- Just for grins, I did thr
ee separate measurements and the total weight did not vary by a single poun
d. Still, our EAA Chapter approved scales are not certified scales but I am
satisfied that my claim (1106 #) is-about as accurate as you can get sho
rt of shelling out $100 or more to use the regulatory standard: certified s
cales.-
-
Rick Galati
RV-6A
RV8
________________________________________________________________________________
| From: | Tom Wright <tomw(at)charterops.com> |
| Subject: | Re: just weighed N811WT |
Just currious Rick, how did the EAA scales compare with the Ruggles average
weight?
On Wed, May 19, 2010 at 7:47 AM, Rick Galati wrote:
> This is not meant as a direct challenge to reported empty weight claims
> made by an individual builder but in my experience, I take most such reports
> with a healthy dose of skepticism. Out of denial, people can fudge the
> numbers when they get on a bathroom scale in the morning. In the certified
> world of production aviation, the only reliable and accurate measurement is
> derived from using certified scales and because of cost, most RV builders do
> not use certified scales. Everybody is not on the same page. The absolute
> worst type scales are the so-called Ruggles scales Aircraft Spruce sells.
> Relatively inexpensive, they are little more than bathroom scales with a
> lever type extension that acts as a multiplier. So inaccurate, when I
> weighed my -6A using Ruggles scales, I had to move the aircraft on and off
> the scales TEN TIMES because I got a different reading each time. There was
> a 40 pound spread between the high end and the low end of the readings. I
> ended up accepting an average to satisfy completing that part of the
> documenting process. I openly wonder how many builders would use the lowest
> Ruggles scale measurement and then proudly tout how light their RV is!
> Since that time, I weighed my -8 using far more accurate digital scales that
> our EAA Chapter invested in. Just for grins, I did three separate
> measurements and the total weight did not vary by a single pound. Still, our
> EAA Chapter approved scales are not certified scales but I am satisfied that
> my claim (1106 #) is about as accurate as you can get short of shelling out
> $100 or more to use the regulatory standard: certified scales.
>
> Rick Galati
> RV-6A
> RV8
>
> *
>
> *
>
>
________________________________________________________________________________
| From: | Michael Kraus <n223rv(at)wolflakeairport.net> |
| Subject: | Re: just weighed N811WT |
We used Ruggles, then 6 months later used certified scales. In our
case the certified was 50 lbs lighter!!! And of course more
accurate. I agree the Ruggles are highly inaccurate and not very
repetitive, and when you multiply by 2 for the moment arm, you are
doubling the error!
Sent from my iPhone
On May 19, 2010, at 7:47 AM, Rick Galati wrote:
> This is not meant as a direct challenge to reported empty weight
> claims made by an individual builder but in my experience, I take
> most such reports with a healthy dose of skepticism. Out of denial,
> people can fudge the numbers when they get on a bathroom scale in
> the morning. In the certified world of production aviation, the
> only reliable and accurate measurement is derived from using
> certified scales and because of cost, most RV builders do not use
> certified scales. Everybody is not on the same page. The absolute
> worst type scales are the so-called Ruggles scales Aircraft Spruce
> sells. Relatively inexpensive, they are little more than bathroom
> scales with a lever type extension that acts as a multiplier. So
> inaccurate, when I weighed my -6A using Ruggles scales, I had to
> move the aircraft on and off the scales TEN TIMES because I got a
> different reading each time. There was a 40 pound spread between the
> high end and the low end of the readings. I ended up accepting an
> average to satisfy completing that part of the documenting process.
> I openly wonder how many builders would use the lowest Ruggles scale
> measurement and then proudly tout how light their RV is! Since that
> time, I weighed my -8 using far more accurate digital scales that
> our EAA Chapter invested in. Just for grins, I did three separate
> measurements and the total weight did not vary by a single pound.
> Still, our EAA Chapter approved scales are not certified scales but
> I am satisfied that my claim (1106 #) is about as accurate as you
> can get short of shelling out $100 or more to use the regulatory
> standard: certified scales.
>
> Rick Galati
> RV-6A
> RV8
>
>
________________________________________________________________________________
| Subject: | Re: RV-8 Rear Rudder pedlals |
| From: | Dale Ellis <rv8builder.kd0m(at)gmail.com> |
I think that he is talking about the rear pedals. In a strong gusty
cross wind, I could see how they could be bent.
Dale
On Tue, May 18, 2010 at 11:41 PM, Matt Dralle wrote:
>
> Holy cow!! Somebody's pressing on them too hard! :-)
>
> Matt Dralle
>
>
> ghinman(at)mts.net wrote:
>> Has anyone designed a better set of rear rudder pedals
>> for the
>> RV-8.
>> Mine have bent during landing when strong inputs were required.
>> I have the standard Van's rear pedals.
>>
>> --
>>
>> George H. Inman
>> ghinman(at)mts.net
>
>
> --------
> Matt Dralle
> Matronics Email List Administrator
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=298148#298148
>
>
________________________________________________________________________________
| From: | Darwin Barrie <ktlkrn(at)cox.net> |
Shameless plug. Check out our steering linking for the RV series of
planes. The link is light and easy to install. You can get rid of
those pesky chains and get very positive steering in each direction.
Once you experience a steering link, you can never go back to chains.
Also, a must have is our pedal extensions for the 6/7/9 and soon for
the 8 and 10. The extensions improve the geometry between you feet and
the brakes. You will no longer drag your brakes or have your feet at
some unnatural angle to avoid the brakes. Those who have them have
wondered how they flew without them. The extensions install in
minutes!!!
www.jdair.com
Darwin N. Barrie
Chandler, AZ
________________________________________________________________________________
| From: | Chris Stone <rv8iator(at)earthlink.net> |
| Subject: | Re: Steering Link |
Darwin...
Along with your shameless plug... How about a shameless subjective comparison
between jdair and "The Rocket Link"? I have the Rocket Link, but have not flown
it yet. Reports that have surfaced here indicate a short life ~150 hours.
Have you compiled data on cycles or hours?
Always looking for better performance and value...
Chris Stone
RV-8 Oregon
BTW Porter took off his Rocket Link in favor of Tail Lynx chains... But he also
dinged the prop in a landing loss of directional control incident.
>
>Shameless plug. Check out our steering linking for the RV series of
>planes. The link is light and easy to install. You can get rid of
>those pesky chains and get very positive steering in each direction.
>Once you experience a steering link, you can never go back to chains.
>
>Also, a must have is our pedal extensions for the 6/7/9 and soon for
>the 8 and 10. The extensions improve the geometry between you feet and
>the brakes. You will no longer drag your brakes or have your feet at
>some unnatural angle to avoid the brakes. Those who have them have
>wondered how they flew without them. The extensions install in
>minutes!!!
>
>www.jdair.com
>
>Darwin N. Barrie
>Chandler, AZ
>
>
________________________________________________________________________________
| From: | "Tom Gummo" <t.gummo(at)verizon.net> |
| Subject: | AEIO-540 Parallel Valve Engine For Sale |
Anybody follow the Red Bull Air Races the last couple of years, Mike
Mangold has his spare engine from his race days for sale.
5 hours since Performance Engines rebuild. 320 HP, 10:1 machined ECI
pistons and cylinders Narrow deck. Lots of extras.
I am not on the RV-10 list, so would someone please let them know that
this engine is available.
He was asking 38,000 but has dropped to 36,000 USD. (Claims to have
over 45,000 in the engine)
If there is any interest, I can copy and sent a PDF of the description
of all the engine components and the contact info for Mike.
The engine is "preserved" and has a large wooden crate for shipping and
is located at Apple Valley (APV), CA.
Tom "GummiBear" Gummo
Harmon Rocket II N561FS 375 hours and still smiling
Air Boss for the Sept 25, 2010 Apple Valley Air Show
________________________________________________________________________________
| From: | Kelly McMullen <kellym(at)aviating.com> |
| Subject: | AEIO-540 Parallel Valve Engine For Sale |
-------- Original Message --------
Subject: RV-List: AEIO-540 Parallel Valve Engine For Sale
Date: Wed, 19 May 2010 11:58:26 -0700
From: Tom Gummo <t.gummo(at)verizon.net>
Anybody follow the Red Bull Air Races the last couple of years, Mike
Mangold has his spare engine from his race days for sale.
5 hours since Performance Engines rebuild. 320 HP, 10:1 machined ECI
pistons and cylinders Narrow deck. Lots of extras.
I am not on the RV-10 list, so would someone please let them know that
this engine is available.
He was asking 38,000 but has dropped to 36,000 USD. (Claims to have
over 45,000 in the engine)
If there is any interest, I can copy and sent a PDF of the description
of all the engine components and the contact info for Mike.
The engine is "preserved" and has a large wooden crate for shipping and
is located at Apple Valley (APV), CA.
Tom "GummiBear" Gummo
Harmon Rocket II N561FS 375 hours and still smiling
Air Boss for the Sept 25, 2010 Apple Valley Air Show
*
*
________________________________________________________________________________
| From: | "R.C. Flyer" <smirdrv(at)hotmail.com> |
Group=2C
I just had an A & P take a look @ my O-320-B2C=2C and he informed me
that neither one of my mags have an impulse coupling. This engine came off
an R-22=2C so apparently it used "shower of sparks to light off the engine.
I do have the coil section of an Electroair Ignition System=2C which would
need the mag replacement portion purchased from the manufacture. The quest
ion is what options do I have to complete my ignition system? I have an S
4LSC-200 on the Left Side=2C and S4SLC-204T on the Right. It would cost apr
oximately $550.00 to complete the Electroair System=2C and about the same t
o repuild both mags. The mechanic suggested the possibility of trading one
of the mags for an impulse mag. If anyone is interested in that option=2C c
ontact me off line. Your input is appreciated.
RC
_________________________________________________________________
The New Busy is not the old busy. Search=2C chat and e-mail from your inbox
.
http://www.windowslive.com/campaign/thenewbusy?ocid=PID28326::T:WLMTAGL:O
N:WL:en-US:WM_HMP:042010_3
________________________________________________________________________________
| Subject: | Re: Mag Question |
| From: | Larry Bowen <larry(at)bowenaero.com> |
Sounds like a pmag opportunity.
__
Larry Bowen
Larry(at)BowenAero.com
http://BowenAero.com
On May 19, 2010 6:11 PM, "R.C. Flyer" wrote:
Group,
I just had an A & P take a look @ my O-320-B2C, and he informed me
that neither one of my mags have an impulse coupling. This engine came off
an R-22, so apparently it used "shower of sparks to light off the engine. I
do have the coil section of an Electroair Ignition System, which would need
the mag replacement portion purchased from the manufacture. The question is
what options do I have to complete my ignition system? I have an S4LSC-200
on the Left Side, and S4SLC-204T on the Right. It would cost aproximately
$550.00 to complete the Electroair System, and about the same to repuild
both mags. The mechanic suggested the possibility of trading one of the mags
for an impulse mag. If anyone is interested in that option, contact me off
line. Your input is appreciated.
RC
------------------------------
The New Busy is not the old busy. Search, chat and e-mail from your inbox. Get
started.<http://www.windowslive.com/campaign/thenewbusy?ocid=PID28326::T:WLMTAGL:ON:WL:en-US:WM_HMP:042010_3>
*
*
________________________________________________________________________________
| Subject: | Re: Mag Question |
| From: | Bill Boyd <sportav8r(at)gmail.com> |
Absolutely ;-) Why do anything else?
On Wed, May 19, 2010 at 6:56 PM, Larry Bowen wrote:
> Sounds like a pmag opportunity.
>
> __
> Larry Bowen
> Larry(at)BowenAero.com
> http://BowenAero.com
>
> On May 19, 2010 6:11 PM, "R.C. Flyer" wrote:
>
> Group,
>
> I just had an A & P take a look @ my O-320-B2C, and he informed me
> that neither one of my mags have an impulse coupling. This engine came off
> an R-22, so apparently it used "shower of sparks to light off the engine. I
> do have the coil section of an Electroair Ignition System, which would need
> the mag replacement portion purchased from the manufacture. The question is
> what options do I have to complete my ignition system? I have an S4LSC-200
> on the Left Side, and S4SLC-204T on the Right. It would cost aproximately
> $550.00 to complete the Electroair System, and about the same to repuild
> both mags. The mechanic suggested the possibility of trading one of the mags
> for an impulse mag. If anyone is interested in that option, contact me off
> line. Your input is appreciated.
> RC
>
> ------------------------------
> The New Busy is not the old busy. Search, chat and e-mail from your inbox. Get
> started.<http://www.windowslive.com/campaign/thenewbusy?ocid=PID28326::T:WLMTAGL:ON:WL:en-US:WM_HMP:042010_3>
>
> *
>
> t="_blank">http://www.matronics.com/Navigator?RV-List
> tp://forums.matronics.com
> _blank">http://www.matronics.com/contribution
> *
>
> *
>
> *
>
>
________________________________________________________________________________
| From: | Vanremog(at)aol.com |
| Subject: | Re: Mag Question |
I have an old impulse coupled mag for an O-360-A1A with 750 hrs on it that
I would sell if it helps you in any way.
-GV
In a message dated 5/19/2010 3:10:24 P.M. Pacific Daylight Time,
smirdrv(at)hotmail.com writes:
Group,
I just had an A & P take a look @ my O-320-B2C, and he informed me that
neither one of my mags have an impulse coupling. This engine came off an
R-22, so apparently it used "shower of sparks to light off the engine. I do
have the coil section of an Electroair Ignition System, which would need the
mag replacement portion purchased from the manufacture. The question is what
options do I have to complete my ignition system? I have an S4LSC-200
on the Left Side, and S4SLC-204T on the Right. It would cost aproximately
$550.00 to complete the Electroair System, and about the same to repuild both
mags. The mechanic suggested the possibility of trading one of the mags
for an impulse mag. If anyone is interested in that option, contact me off
line. Your input is appreciated.
RC
____________________________________
The New Busy is not the old busy. Search, chat and e-mail from your inbox.
_Get started._
(http://www.windowslive.com/campaign/thenewbusy?ocid=PID28326::T:WLMTAGL:ON:WL:en-US:WM_HMP:042010_3)
(http://www.matronics.com/Navigator?RV-List)
(http://www.matronics.com/contribution)
________________________________________________________________________________
| From: | Kelly McMullen <kellym(at)aviating.com> |
| Subject: | Re: Mag Question |
You should be able to find a Bendix vibrator used. IMHO the shower of
sparks system is more reliable and trouble free than impulse couplings.
Most impulse coupling mags at one time or another have had ADs against
the impulse coupler. You don't need a special ignition switch, like the
certified planes do. You just need to be able to turn the vibrator on to
start, and off after start. I have the same model mags on my 200hp
Mooney. Work great.
On 5/19/2010 3:08 PM, R.C. Flyer wrote:
> Group,
>
> I just had an A & P take a look @ my O-320-B2C, and he informed
> me that neither one of my mags have an impulse coupling. This engine
> came off an R-22, so apparently it used "shower of sparks to light off
> the engine. I do have the coil section of an Electroair Ignition
> System, which would need the mag replacement portion purchased from
> the manufacture. The question is what options do I have to complete my
> ignition system? I have an S4LSC-200 on the Left Side, and
> S4SLC-204T on the Right. It would cost aproximately $550.00 to
> complete the Electroair System, and about the same to repuild both
> mags. The mechanic suggested the possibility of trading one of the
> mags for an impulse mag. If anyone is interested in that option,
> contact me off line. Your input is appreciated.
> RC
>
> ------------------------------------------------------------------------
> The New Busy is not the old busy. Search, chat and e-mail from your
> inbox. Get started.
> <http://www.windowslive.com/campaign/thenewbusy?ocid=PID28326::T:WLMTAGL:ON:WL:en-US:WM_HMP:042010_3>
>
> *
>
>
> *
________________________________________________________________________________
| From: | "mbick" <mbick(at)carolina.rr.com> |
| Subject: | RE: RV-List Digest: 13 Msgs - 05/19/10 |
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of RV-List Digest
Server
Sent: Thursday, May 20, 2010 2:59 AM
Subject: RV-List Digest: 13 Msgs - 05/19/10
*
=================================================
Online Versions of Today's List Digest Archive
=================================================
Today's complete RV-List Digest can also be found in either of the two Web
Links listed below. The .html file includes the Digest formatted in HTML
for viewing with a web browser and features Hyperlinked Indexes and Message
Navigation. The .txt file includes the plain ASCII version of the RV-List
Digest and can be viewed with a generic text editor such as Notepad or with
a web browser.
HTML Version:
http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter
10-05-19&Archive=RV
Text Version:
http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter
2010-05-19&Archive=RV
===============================================
EMail Version of Today's List Digest Archive
===============================================
----------------------------------------------------------
RV-List Digest Archive
---
Total Messages Posted Wed 05/19/10: 13
----------------------------------------------------------
Today's Message Index:
----------------------
1. 04:49 AM - Re: just weighed N811WT (Rick Galati)
2. 04:59 AM - Re: Re: just weighed N811WT (Tom Wright)
3. 05:24 AM - Re: Re: just weighed N811WT (Michael Kraus)
4. 06:00 AM - Re: Re: RV-8 Rear Rudder pedlals (Dale Ellis)
5. 06:43 AM - Steering Link (Darwin Barrie)
6. 09:23 AM - Re: Steering Link (Chris Stone)
7. 12:00 PM - AEIO-540 Parallel Valve Engine For Sale (Tom Gummo)
8. 01:33 PM - Fw: AEIO-540 Parallel Valve Engine For Sale (Kelly
McMullen)
9. 03:09 PM - Mag Question (R.C. Flyer)
10. 03:57 PM - Re: Mag Question (Larry Bowen)
11. 06:57 PM - Re: Mag Question (Bill Boyd)
12. 07:42 PM - Re: Mag Question (Vanremog(at)aol.com)
13. 07:42 PM - Re: Mag Question (Kelly McMullen)
________________________________ Message 1
_____________________________________
From: Rick Galati <rick6a(at)yahoo.com>
Subject: RV-List: Re: just weighed N811WT
This is not meant as a direct challenge to-reported empty weight claims m
ade by an individual builder-but in my experience, I take most such repor ts
with a healthy dose of skepticism.-Out of denial, people can fudge the
numbers when they get on a bathroom scale in the morning. -In the certif ied
world of production aviation, the only reliable and accurate measuremen t is
derived from using-certified scales and because of cost, most RV bui lders
do not use certified scales. -Everybody is not on the same page. Th e
absolute worst-type scales are the so-called Ruggles scales-Aircraft Spruce
sells.- Relatively inexpensive, they are little more than bathroom scales
with a lever type extension that acts as-a-multiplier. So inacc urate, when
I weighed my -6A using Ruggles scales, I had to move the aircra ft on and
off the scales TEN TIMES because I got a different reading each t ime.-There
was a 40 pound spread between the high end and the low end of the readings.
-I ended up accepting-an average to satisfy completing that part of the
documenting process.-I openly wonder how many builders would use the lowest
Ruggles scale measurement and then proudly tout how light th eir RV is!-
Since that time, I weighed-my -8 using far more accurate di gital scales
that our EAA Chapter invested in.- Just for grins, I did thr ee separate
measurements and the total weight did not vary by a single poun d. Still,
our EAA Chapter approved scales are not certified scales but I am satisfied
that my claim (1106 #) is-about as accurate as you can get sho rt of
shelling out $100 or more to use the regulatory standard: certified s
cales.-
-
Rick Galati
RV-6A
RV8
________________________________ Message 2
_____________________________________
From: Tom Wright <tomw(at)charterops.com>
Subject: Re: RV-List: Re: just weighed N811WT
Just currious Rick, how did the EAA scales compare with the Ruggles average
weight?
On Wed, May 19, 2010 at 7:47 AM, Rick Galati wrote:
> This is not meant as a direct challenge to reported empty weight
> claims made by an individual builder but in my experience, I take most
> such reports with a healthy dose of skepticism. Out of denial, people
> can fudge the numbers when they get on a bathroom scale in the
> morning. In the certified world of production aviation, the only
> reliable and accurate measurement is derived from using certified
> scales and because of cost, most RV builders do not use certified
> scales. Everybody is not on the same page. The absolute worst type scales
are the so-called Ruggles scales Aircraft Spruce sells.
> Relatively inexpensive, they are little more than bathroom scales with
> a lever type extension that acts as a multiplier. So inaccurate, when
> I weighed my -6A using Ruggles scales, I had to move the aircraft on
> and off the scales TEN TIMES because I got a different reading each
> time. There was a 40 pound spread between the high end and the low end
> of the readings. I ended up accepting an average to satisfy
> completing that part of the documenting process. I openly wonder how
> many builders would use the lowest Ruggles scale measurement and then
proudly tout how light their RV is!
> Since that time, I weighed my -8 using far more accurate digital
> scales that our EAA Chapter invested in. Just for grins, I did three
> separate measurements and the total weight did not vary by a single
> pound. Still, our EAA Chapter approved scales are not certified scales
> but I am satisfied that my claim (1106 #) is about as accurate as you
> can get short of shelling out $100 or more to use the regulatory standard:
certified scales.
>
> Rick Galati
> RV-6A
> RV8
>
> *
>
> *
>
>
________________________________ Message 3
_____________________________________
From: Michael Kraus <n223rv(at)wolflakeairport.net>
Subject: Re: RV-List: Re: just weighed N811WT
We used Ruggles, then 6 months later used certified scales. In our case the
certified was 50 lbs lighter!!! And of course more accurate. I agree the
Ruggles are highly inaccurate and not very repetitive, and when you multiply
by 2 for the moment arm, you are doubling the error!
Sent from my iPhone
On May 19, 2010, at 7:47 AM, Rick Galati wrote:
> This is not meant as a direct challenge to reported empty weight
> claims made by an individual builder but in my experience, I take most
> such reports with a healthy dose of skepticism. Out of denial, people
> can fudge the numbers when they get on a bathroom scale in the
> morning. In the certified world of production aviation, the only
> reliable and accurate measurement is derived from using certified
> scales and because of cost, most RV builders do not use certified
> scales. Everybody is not on the same page. The absolute worst type
> scales are the so-called Ruggles scales Aircraft Spruce sells.
> Relatively inexpensive, they are little more than bathroom scales with
> a lever type extension that acts as a multiplier. So inaccurate, when
> I weighed my -6A using Ruggles scales, I had to move the aircraft on
> and off the scales TEN TIMES because I got a different reading each
> time. There was a 40 pound spread between the high end and the low end
> of the readings. I ended up accepting an average to satisfy
> completing that part of the documenting process.
> I openly wonder how many builders would use the lowest Ruggles scale
> measurement and then proudly tout how light their RV is! Since that
> time, I weighed my -8 using far more accurate digital scales that our
> EAA Chapter invested in. Just for grins, I did three separate
> measurements and the total weight did not vary by a single pound.
> Still, our EAA Chapter approved scales are not certified scales but I
> am satisfied that my claim (1106 #) is about as accurate as you can
> get short of shelling out $100 or more to use the regulatory
> standard: certified scales.
>
> Rick Galati
> RV-6A
> RV8
>
>
________________________________ Message 4
_____________________________________
Subject: Re: RV-List: Re: RV-8 Rear Rudder pedlals
From: Dale Ellis <rv8builder.kd0m(at)gmail.com>
I think that he is talking about the rear pedals. In a strong gusty cross
wind, I could see how they could be bent.
Dale
On Tue, May 18, 2010 at 11:41 PM, Matt Dralle wrote:
>
> Holy cow!! Somebody's pressing on them too hard! :-)
>
> Matt Dralle
>
>
> ghinman(at)mts.net wrote:
>> Has anyone designed a better set of rear rudder pedals for the RV-8.
>> Mine have bent during landing when strong inputs were required.
>> I have the standard Van's rear pedals.
>>
>> --
>>
>> George H. Inman
>> ghinman(at)mts.net
>
>
> --------
> Matt Dralle
> Matronics Email List Administrator
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=298148#298148
>
>
________________________________ Message 5
_____________________________________
From: Darwin Barrie <ktlkrn(at)cox.net>
Subject: RV-List: Steering Link
Shameless plug. Check out our steering linking for the RV series of
planes. The link is light and easy to install. You can get rid of
those pesky chains and get very positive steering in each direction.
Once you experience a steering link, you can never go back to chains.
Also, a must have is our pedal extensions for the 6/7/9 and soon for
the 8 and 10. The extensions improve the geometry between you feet and
the brakes. You will no longer drag your brakes or have your feet at
some unnatural angle to avoid the brakes. Those who have them have
wondered how they flew without them. The extensions install in
minutes!!!
www.jdair.com
Darwin N. Barrie
Chandler, AZ
________________________________ Message 6
_____________________________________
From: Chris Stone <rv8iator(at)earthlink.net>
Subject: Re: RV-List: Steering Link
Darwin...
Along with your shameless plug... How about a shameless subjective
comparison
between jdair and "The Rocket Link"? I have the Rocket Link, but have not
flown
it yet. Reports that have surfaced here indicate a short life ~150 hours.
Have you compiled data on cycles or hours?
Always looking for better performance and value...
Chris Stone
RV-8 Oregon
BTW Porter took off his Rocket Link in favor of Tail Lynx chains... But he
also
dinged the prop in a landing loss of directional control incident.
>
>Shameless plug. Check out our steering linking for the RV series of
>planes. The link is light and easy to install. You can get rid of
>those pesky chains and get very positive steering in each direction.
>Once you experience a steering link, you can never go back to chains.
>
>Also, a must have is our pedal extensions for the 6/7/9 and soon for
>the 8 and 10. The extensions improve the geometry between you feet and
>the brakes. You will no longer drag your brakes or have your feet at
>some unnatural angle to avoid the brakes. Those who have them have
>wondered how they flew without them. The extensions install in
>minutes!!!
>
>www.jdair.com
>
>Darwin N. Barrie
>Chandler, AZ
>
>
________________________________ Message 7
_____________________________________
From: "Tom Gummo" <t.gummo(at)verizon.net>
Subject: RV-List: AEIO-540 Parallel Valve Engine For Sale
Anybody follow the Red Bull Air Races the last couple of years, Mike
Mangold has his spare engine from his race days for sale.
5 hours since Performance Engines rebuild. 320 HP, 10:1 machined ECI
pistons and cylinders Narrow deck. Lots of extras.
I am not on the RV-10 list, so would someone please let them know that
this engine is available.
He was asking 38,000 but has dropped to 36,000 USD. (Claims to have
over 45,000 in the engine)
If there is any interest, I can copy and sent a PDF of the description
of all the engine components and the contact info for Mike.
The engine is "preserved" and has a large wooden crate for shipping and
is located at Apple Valley (APV), CA.
Tom "GummiBear" Gummo
Harmon Rocket II N561FS 375 hours and still smiling
Air Boss for the Sept 25, 2010 Apple Valley Air Show
________________________________ Message 8
_____________________________________
From: Kelly McMullen <kellym(at)aviating.com>
Subject: Fwd: RV-List: AEIO-540 Parallel Valve Engine For Sale
-------- Original Message --------
Subject: RV-List: AEIO-540 Parallel Valve Engine For Sale
From: Tom Gummo <t.gummo(at)verizon.net>
Anybody follow the Red Bull Air Races the last couple of years, Mike
Mangold has his spare engine from his race days for sale.
5 hours since Performance Engines rebuild. 320 HP, 10:1 machined ECI
pistons and cylinders Narrow deck. Lots of extras.
I am not on the RV-10 list, so would someone please let them know that
this engine is available.
He was asking 38,000 but has dropped to 36,000 USD. (Claims to have
over 45,000 in the engine)
If there is any interest, I can copy and sent a PDF of the description
of all the engine components and the contact info for Mike.
The engine is "preserved" and has a large wooden crate for shipping and
is located at Apple Valley (APV), CA.
Tom "GummiBear" Gummo
Harmon Rocket II N561FS 375 hours and still smiling
Air Boss for the Sept 25, 2010 Apple Valley Air Show
*
*
________________________________ Message 9
_____________________________________
From: "R.C. Flyer" <smirdrv(at)hotmail.com>
Subject: RV-List: Mag Question
Group=2C
I just had an A & P take a look @ my O-320-B2C=2C and he informed me
that neither one of my mags have an impulse coupling. This engine came off
an R-22=2C so apparently it used "shower of sparks to light off the engine.
I do have the coil section of an Electroair Ignition System=2C which would
need the mag replacement portion purchased from the manufacture. The quest
ion is what options do I have to complete my ignition system? I have an S
4LSC-200 on the Left Side=2C and S4SLC-204T on the Right. It would cost apr
oximately $550.00 to complete the Electroair System=2C and about the same t
o repuild both mags. The mechanic suggested the possibility of trading one
of the mags for an impulse mag. If anyone is interested in that option=2C c
ontact me off line. Your input is appreciated.
RC
_________________________________________________________________
The New Busy is not the old busy. Search=2C chat and e-mail from your inbox
..
http://www.windowslive.com/campaign/thenewbusy?ocid=PID28326::T:WLMTAGL:O
N:WL:en-US:WM_HMP:042010_3
________________________________ Message 10
____________________________________
Subject: Re: RV-List: Mag Question
From: Larry Bowen <larry(at)bowenaero.com>
Sounds like a pmag opportunity.
__
Larry Bowen
Larry(at)BowenAero.com
http://BowenAero.com
On May 19, 2010 6:11 PM, "R.C. Flyer" wrote:
Group,
I just had an A & P take a look @ my O-320-B2C, and he informed me
that neither one of my mags have an impulse coupling. This engine came off
an R-22, so apparently it used "shower of sparks to light off the engine. I
do have the coil section of an Electroair Ignition System, which would need
the mag replacement portion purchased from the manufacture. The question is
what options do I have to complete my ignition system? I have an S4LSC-200
on the Left Side, and S4SLC-204T on the Right. It would cost aproximately
$550.00 to complete the Electroair System, and about the same to repuild
both mags. The mechanic suggested the possibility of trading one of the mags
for an impulse mag. If anyone is interested in that option, contact me off
line. Your input is appreciated.
RC
------------------------------
The New Busy is not the old busy. Search, chat and e-mail from your inbox.
Get
started.<http://www.windowslive.com/campaign/thenewbusy?ocid=PID28326::T:WLM
TAGL:ON:WL:en-US:WM_HMP:042010_3>
*
*
________________________________ Message 11
____________________________________
Subject: Re: RV-List: Mag Question
From: Bill Boyd <sportav8r(at)gmail.com>
Absolutely ;-) Why do anything else?
On Wed, May 19, 2010 at 6:56 PM, Larry Bowen wrote:
> Sounds like a pmag opportunity.
>
> __
> Larry Bowen
> Larry(at)BowenAero.com
> http://BowenAero.com
>
> On May 19, 2010 6:11 PM, "R.C. Flyer" wrote:
>
> Group,
>
> I just had an A & P take a look @ my O-320-B2C, and he informed me
> that neither one of my mags have an impulse coupling. This engine came off
> an R-22, so apparently it used "shower of sparks to light off the engine.
I
> do have the coil section of an Electroair Ignition System, which would
need
> the mag replacement portion purchased from the manufacture. The question
is
> what options do I have to complete my ignition system? I have an
S4LSC-200
> on the Left Side, and S4SLC-204T on the Right. It would cost aproximately
> $550.00 to complete the Electroair System, and about the same to repuild
> both mags. The mechanic suggested the possibility of trading one of the
mags
> for an impulse mag. If anyone is interested in that option, contact me off
> line. Your input is appreciated.
> RC
>
> ------------------------------
> The New Busy is not the old busy. Search, chat and e-mail from your inbox.
Get
>
started.<http://www.windowslive.com/campaign/thenewbusy?ocid=PID28326::T:WLM
TAGL:ON:WL:en-US:WM_HMP:042010_3>
>
> *
>
> t="_blank">http://www.matronics.com/Navigator?RV-List
> tp://forums.matronics.com
> _blank">http://www.matronics.com/contribution
> *
>
> *
>
> *
>
>
________________________________ Message 12
____________________________________
From: Vanremog(at)aol.com
Subject: Re: RV-List: Mag Question
I have an old impulse coupled mag for an O-360-A1A with 750 hrs on it that
I would sell if it helps you in any way.
-GV
In a message dated 5/19/2010 3:10:24 P.M. Pacific Daylight Time,
smirdrv(at)hotmail.com writes:
Group,
I just had an A & P take a look @ my O-320-B2C, and he informed me that
neither one of my mags have an impulse coupling. This engine came off an
R-22, so apparently it used "shower of sparks to light off the engine. I do
have the coil section of an Electroair Ignition System, which would need
the
mag replacement portion purchased from the manufacture. The question is
what
options do I have to complete my ignition system? I have an S4LSC-200
on the Left Side, and S4SLC-204T on the Right. It would cost aproximately
$550.00 to complete the Electroair System, and about the same to repuild
both
mags. The mechanic suggested the possibility of trading one of the mags
for an impulse mag. If anyone is interested in that option, contact me off
line. Your input is appreciated.
RC
____________________________________
The New Busy is not the old busy. Search, chat and e-mail from your inbox.
_Get started._
(http://www.windowslive.com/campaign/thenewbusy?ocid=PID28326::T:WLMTAGL:ON:
WL:en-US:WM_HMP:042010_3)
(http://www.matronics.com/Navigator?RV-List)
(http://www.matronics.com/contribution)
________________________________ Message 13
____________________________________
From: Kelly McMullen <kellym(at)aviating.com>
Subject: Re: RV-List: Mag Question
You should be able to find a Bendix vibrator used. IMHO the shower of
sparks system is more reliable and trouble free than impulse couplings.
Most impulse coupling mags at one time or another have had ADs against
the impulse coupler. You don't need a special ignition switch, like the
certified planes do. You just need to be able to turn the vibrator on to
start, and off after start. I have the same model mags on my 200hp
Mooney. Work great.
On 5/19/2010 3:08 PM, R.C. Flyer wrote:
> Group,
>
> I just had an A & P take a look @ my O-320-B2C, and he informed
> me that neither one of my mags have an impulse coupling. This engine
> came off an R-22, so apparently it used "shower of sparks to light off
> the engine. I do have the coil section of an Electroair Ignition
> System, which would need the mag replacement portion purchased from
> the manufacture. The question is what options do I have to complete my
> ignition system? I have an S4LSC-200 on the Left Side, and
> S4SLC-204T on the Right. It would cost aproximately $550.00 to
> complete the Electroair System, and about the same to repuild both
> mags. The mechanic suggested the possibility of trading one of the
> mags for an impulse mag. If anyone is interested in that option,
> contact me off line. Your input is appreciated.
> RC
>
> ------------------------------------------------------------------------
> The New Busy is not the old busy. Search, chat and e-mail from your
> inbox. Get started.
>
<http://www.windowslive.com/campaign/thenewbusy?ocid=PID28326::T:WLMTAGL:ON:
WL:en-US:WM_HMP:042010_3>
>
> *
>
>
> *
________________________________________________________________________________
| From: | Bob <Deerlake(at)bresnan.net> |
| Subject: | Re: Mag Question |
RC,
I have a right mag with impulse coupling that I had overhauled (maybe
around 1993 or 4?) with the intention of using it on my RV6 but never
put it on. I did pull the gear off to put on the Jeff Rose electronic
ignition I installed on the airplane.
If interested, you can email me at: deerlake AT bresnan.net
Bob Skinner
>>
>>
>> Group,
>>
>> I just had an A & P take a look @ my O-320-B2C, and he
>> informed me that neither one of my mags have an impulse
>> coupling. This engine came off an R-22, so apparently it used
>> "shower of sparks to light off the engine. I do have the coil
>> section of an Electroair Ignition System, which would need the
>> mag replacement portion purchased from the manufacture. The
>> question is what options do I have to complete my ignition
>> system? I have an S4LSC-200 on the Left Side, and S4SLC-204T on
>> the Right. It would cost aproximately $550.00 to complete the
>> Electroair System, and about the same to repuild both mags. The
>> mechanic suggested the possibility of trading one of the mags for
>> an impulse mag. If anyone is interested in that option, contact
>> me off line. Your input is appreciated.
>> RC
>>
>> ------------------------------------------------------------------------
>> The New Busy is not the old busy. Search, chat and e-mail from
>> your inbox. Get started.
>> <http://www.windowslive.com/campaign/thenewbusy?ocid=PID28326::T:WLMTAGL:ON:WL:en-US:WM_HMP:042010_3>
>>
>> *
>>
>> t="_blank">http://www.matronics.com/Navigator?RV-List
>> tp://forums.matronics.com <http://forums.matronics.com>
>> _blank">http://www.matronics.com/contribution
>>
>> *
>
> *
>
> t="_blank">http://www.matronics.com/Navigator?RV-List
> tp://forums.matronics.com
> _blank">http://www.matronics.com/contribution
>
> *
>
>
> *
>
>
> *
________________________________________________________________________________
| From: | "R.C. Flyer" <smirdrv(at)hotmail.com> |
That sounds great! What is a good resource for locating a good used Bendix
Vibrator?
R.C.
> Date: Wed=2C 19 May 2010 19:41:54 -0700
> From: kellym(at)aviating.com
> To: rv-list(at)matronics.com
> Subject: Re: RV-List: Mag Question
>
>
> You should be able to find a Bendix vibrator used. IMHO the shower of
> sparks system is more reliable and trouble free than impulse couplings.
> Most impulse coupling mags at one time or another have had ADs against
> the impulse coupler. You don't need a special ignition switch=2C like the
> certified planes do. You just need to be able to turn the vibrator on to
> start=2C and off after start. I have the same model mags on my 200hp
> Mooney. Work great.
>
>
> On 5/19/2010 3:08 PM=2C R.C. Flyer wrote:
> > Group=2C
> >
> > I just had an A & P take a look @ my O-320-B2C=2C and he informed
> > me that neither one of my mags have an impulse coupling. This engine
> > came off an R-22=2C so apparently it used "shower of sparks to light of
f
> > the engine. I do have the coil section of an Electroair Ignition
> > System=2C which would need the mag replacement portion purchased from
> > the manufacture. The question is what options do I have to complete my
> > ignition system? I have an S4LSC-200 on the Left Side=2C and
> > S4SLC-204T on the Right. It would cost aproximately $550.00 to
> > complete the Electroair System=2C and about the same to repuild both
> > mags. The mechanic suggested the possibility of trading one of the
> > mags for an impulse mag. If anyone is interested in that option=2C
> > contact me off line. Your input is appreciated.
> > RC
> >
> > -----------------------------------------------------------------------
-
> > The New Busy is not the old busy. Search=2C chat and e-mail from your
> > inbox. Get started.
> > <http://www.windowslive.com/campaign/thenewbusy?ocid=PID28326::T:WLMT
AGL:ON:WL:en-US:WM_HMP:042010_3>
> >
> > *
> >
> >
> > *
>
===========
===========
===========
===========
>
>
>
_________________________________________________________________
The New Busy think 9 to 5 is a cute idea. Combine multiple calendars with H
otmail.
http://www.windowslive.com/campaign/thenewbusy?tile=multicalendar&ocid=
PID28326::T:WLMTAGL:ON:WL:en-US:WM_HMP:042010_5
________________________________________________________________________________
| From: | "gilbey69" <gilbey69(at)bellsouth.net> |
hi rv:ers, anybody in the Palm City,Fla. area with a rv6a or 6 willing to
give a ride to a prospective customer. I have guy in palm city that has
never rode in a rv contemplating purchase of my rv6a, but cannot find one in
fla.to check out. I know that there is a bunch down there. If someone down
that way could help this guy out I sure would appreciate it. Reply to this
email with a way to contact you and I will put him in touch. Thanks a
bunch.
Frank Goggio gilbey69(at)bellsouth.net
Wilmington, NC 910-624-3529
________________________________________________________________________________
| From: | Kelly McMullen <kellym(at)aviating.com> |
| Subject: | Re: Mag Question |
Salvage places like Wentworth, or contact some magneto shops and see if
they have some overhauled units. They used to cost around $300 new, now
the price is escalating.
On 5/20/2010 6:36 AM, R.C. Flyer wrote:
> That sounds great! What is a good resource for locating a good used
> Bendix Vibrator?
> R.C.
>
> > Date: Wed, 19 May 2010 19:41:54 -0700
> > From: kellym(at)aviating.com
> > To: rv-list(at)matronics.com
> > Subject: Re: RV-List: Mag Question
> >
> >
> > You should be able to find a Bendix vibrator used. IMHO the shower of
> > sparks system is more reliable and trouble free than impulse couplings.
> > Most impulse coupling mags at one time or another have had ADs against
> > the impulse coupler. You don't need a special ignition switch, like the
> > certified planes do. You just need to be able to turn the vibrator
> on to
> > start, and off after start. I have the same model mags on my 200hp
> > Mooney. Work great.
> >
> >
> > On 5/19/2010 3:08 PM, R.C. Flyer wrote:
> > > Group,
> > >
> > > I just had an A & P take a look @ my O-320-B2C, and he informed
> > > me that neither one of my mags have an impulse coupling. This engine
> > > came off an R-22, so apparently it used "shower of sparks to light
> off
> > > the engine. I do have the coil section of an Electroair Ignition
> > > System, which would need the mag replacement portion purchased from
> > > the manufacture. The question is what options do I have to
> complete my
> > > ignition system? I have an S4LSC-200 on the Left Side, and
> > > S4SLC-204T on the Right. It would cost aproximately $550.00 to
> > > complete the Electroair System, and about the same to repuild both
> > > mags. The mechanic suggested the possibility of trading one of the
> > > mags for an impulse mag. If anyone is interested in that option,
> > > contact me off line. Your input is appreciated.
> > > RC
> > >
> > >
> ------------------------------------------------------------------------
> > > The New Busy is not the old busy. Search, chat and e-mail from your
> > > inbox. Get started.
> > >
> <http://www.windowslive.com/campaign/thenewbusy?ocid=PID28326::T:WLMTAGL:ON:WL:en-US:WM_HMP:042010_3>
>
> > >
> > > *
> > >
> >===================
> >
> >
> >
>
> ------------------------------------------------------------------------
> The New Busy think 9 to 5 is a cute idea. Combine multiple calendars
> with Hotmail. Get busy.
> <http://www.windowslive.com/campaign/thenewbusy?tile=multicalendar&ocid=PID28326::T:WLMTAGL:ON:WL:en-US:WM_HMP:042010_5>
>
> *
>
>
> *
________________________________________________________________________________
| From: | Eddy <eddyfernan(at)aol.com> |
I have a 9A in Ft. Lauderdale (60 miles South). I could fly up.
EddyFernan(at)aol.com
On May 20, 2010, at 3:32 PM, "gilbey69" wrote:
>
> hi rv:ers, anybody in the Palm City,Fla. area with a rv6a or 6
> willing to give a ride to a prospective customer. I have guy in
> palm city that has never rode in a rv contemplating purchase of my
> rv6a, but cannot find one in fla.to check out. I know that there is
> a bunch down there. If someone down that way could help this guy
> out I sure would appreciate it. Reply to this email with a way to
> contact you and I will put him in touch. Thanks a bunch.
>
> Frank Goggio gilbey69(at)bellsouth.net
> Wilmington, NC 910-624-3529
>
>
________________________________________________________________________________
| From: | "gilbey69" <gilbey69(at)bellsouth.net> |
thanks eddy,I have flown a 9 and the two are comparable as fusalodge
setup,and visibility,sure would land slower then the 6,
if no 6as are available I will have him contact you. thanks for the help
frank Goggio
________________________________________________________________________________
| Subject: | What propeller was involved in accident? |
| From: | Dale Ellis <rv8builder.kd0m(at)gmail.com> |
The NTSB web site reports that a RV-8 that was fitted with a "3-bladed
wooden propeller" lost one propeller blade in flight at or near
Prague, OK on May 06, 2010. The private pilot, the sole occupant,
received minor injuries and the aircraft sustained substantial damage
during a forced landing.
Fortunately the pilot only received "minor injuries" according to the report.
The question that I have is does anyone know what propeller make and
model this aircraft was equipped with?
Thanks in advance,
Dale
RV-8 90/90
________________________________________________________________________________
| Subject: | Re: What propeller was involved in accident? |
| From: | thomas sargent <sarg314(at)gmail.com> |
Having a Catto 3-blade on my plane, I checked the stories and pictures I
could find on the net to see the prop. It doesn't look like a Catto. Mine,
is all black on the aft side. The one on N127TT was white near the root,
and, from the video, it looks like it wasn't painted on the forward side, or
at least it wasn't painted white. They commented that the prop was recently
installed.
see
http://www.thekathrynreport.com/2010/05/lost-prop-in-mid-air-plane-crashes-in.html
On Thu, May 20, 2010 at 3:23 PM, Darrell Reiley
wrote:
>
> Hmmm... Not to many all wood three blades out there.
>
> Darrell
>
>
> > The NTSB web site reports that a RV-8 that was fitted with
> > a "3-bladed
>
> > The question that I have is does anyone know what propeller
> > make and
> > model this aircraft was equipped with?
> >
> > Thanks in advance,
> > Dale
> >
>
--
Tom Sargent
________________________________________________________________________________
| Subject: | Re: What propeller was involved in accident? |
| From: | Bill Boyd <sportav8r(at)gmail.com> |
It's _currently_ equipped with a two-bladed wooden prop with the blades 120
> degrees apart instead of the standard 180. Shouldn't be too hard to track
> down the manufacturer of such an unusual design.
>
I keed, I keed ;-)
Glad the pilot is okay.
For those of you flying 3-blade wooden designs, I feel your vague anxiety.
BB
________________________________________________________________________________
| Subject: | Oshkosh Get-together |
| From: | "bcollinsmn" <bob(at)rvbuildershotline.com> |
The deets on this year's RV Family Reunion at Oshkosh have now been finalized and
are available at:
http://home.comcast.net/~bcollinsrv7a/eaa/
For those of you who have never been to the event before, I've provided some updated
directions. There are lots of changes at Oshkosh this year and I still have
to get some updated maps but they're not available yet.
A lot of the campground has gone high-end with $40+ a night electrical/water hookups
for the crowd that wants its camping without any discomfort (which isn't
camping at all, actually). I'm not sure yet whether that'll push the "little
people" further out into the field earlier, but I'm pretty sure we'll be able
to stake out our usual spot in time.
Anyway, at this time I'm asking for RSVPs so I can get a "rough" headcount. I've
gotten pretty good over the years at coming up with a formula to calculate actual
turnout based on the number who say they'll come (it's a lot like figuring
out which size wire to use based on ohms, amps and watts).
Anyway, if you're interested, go there and RSVP. If you're not, carry on.
--------
Bob Collins
St. Paul, Minn.
RV-7A - Running wires
http://rvbuildershotline.com
Day job: http://minnesota.publicradio.org/collections/special/columns/news_cut/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=298506#298506
________________________________________________________________________________
| From: | thomas sargent <sarg314(at)gmail.com> |
All I have to do to be ready for my DAR inspection is to calibrate my
capacitive fuel probes. I taxied from the hangar to the fuel pumps (a few
hundred yards) on half a gallon of gas and then filled the left tank. The
engine ran OK on the way out. The plane has about an hour on it taxiing and
the engine has always run smoothly. On the way back from the pumps with the
left tank completely full, the engine wouldn't run at a steady speed. It
kept dropping RPM with a period of about 2 seconds. If I tried to make it
idle it would almost stop when the RPMs dropped. I tried changing the
mixture and running on one or the other ignition, to no effect. It seems
like a fuel supply issue. I didn't try turning on the electric boost pump
(I have AFP fuel injection). I guess I'll try that tomorrow.
I can't imagine how filling the tank could have any effect, so this is
probably just a coincidence. Any suggestions?
--
Tom Sargent
________________________________________________________________________________
| From: | "Ralph E. Capen" <recapen(at)earthlink.net> |
| Subject: | Re: engine loping |
Tom,
How long did it run before you shut it down at the fuel pump? How long was it
shut down to refuel? Did you run the purge system before restart? Do you have
a cooling shroud around your fuel pump?
What size injector restrictors do you have? I have swapped out the stock .028
for .024 and turned my idle mixture two lands rich - that helped my hot running
quite a bit. Additionally, after a hot restart, mine lopes a bit too at lower
idles - even with the boost pump on.
According to what I've read, it's worse with SJ cowls and plenums.
Ralph
RV6A N822AR @ N06 65hrs
AFP, SJ Cowl/plenum, LASAR ignition
-----Original Message-----
>From: thomas sargent <sarg314(at)gmail.com>
>Sent: May 23, 2010 10:26 AM
>To: rv-list
>Subject: RV-List: engine loping
>
>All I have to do to be ready for my DAR inspection is to calibrate my
>capacitive fuel probes. I taxied from the hangar to the fuel pumps (a few
>hundred yards) on half a gallon of gas and then filled the left tank. The
>engine ran OK on the way out. The plane has about an hour on it taxiing and
>the engine has always run smoothly. On the way back from the pumps with the
>left tank completely full, the engine wouldn't run at a steady speed. It
>kept dropping RPM with a period of about 2 seconds. If I tried to make it
>idle it would almost stop when the RPMs dropped. I tried changing the
>mixture and running on one or the other ignition, to no effect. It seems
>like a fuel supply issue. I didn't try turning on the electric boost pump
>(I have AFP fuel injection). I guess I'll try that tomorrow.
>
>I can't imagine how filling the tank could have any effect, so this is
>probably just a coincidence. Any suggestions?
>
>--
>Tom Sargent
________________________________________________________________________________
| From: | russell parr <rrparr12(at)hotmail.com> |
Hi=2C
How are you?
I have good news for you. Last week=2C I order one Nokia Phone from this we
bsite: www.shopstoo.com. I've received the item today. It's amazing! The it
em is original=2C brand new and has high quality=2C but it's much cheaper.
I'm pleased to share this good news with you! I believe you will find what
you want there and have an good experience on shopping from them.
Regardsy2Dg
_________________________________________________________________
Hotmail is redefining busy with tools for the New Busy. Get more from your
inbox.
http://www.windowslive.com/campaign/thenewbusy?ocid=PID28326::T:WLMTAGL:O
N:WL:en-US:WM_HMP:042010_2
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: capacitive fuel probes (was: engine loping) |
At 07:26 AM 5/23/2010 Sunday, you wrote:
>All I have to do to be ready for my DAR inspection is to calibrate my capacitive
fuel probes.
>--
>Tom Sargent
Hi Tom,
Which capacitive fuel probes do you have? I have the Princeton units that GRT
sells and haven't been able to even come close to getting them calibrated. Actually,
they went through the calibration fine (5 set points), but the readings
are completely erroneous. Sometimes they read full when the tanks are 1/2 empty.
Sometimes they read empty when the tanks are full. Sometimes they read,
well, whatever; usually not the actual amount of fuel. They are completely
useless. I've talked with Princeton, and they've offered no suggestions.
I'm not sure what to do at this point. Replacing the senders will likely require
removing the tanks which is no small job on the -7 and -8. Ack, this sucks.
I sure wish I'd just used the S&W float senders from Van's now.
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: Phase 1 Test Flying
________________________________________________________________________________
| From: | <av8er2fly(at)peoplepc.com> |
| Subject: | Re: engine loping |
I would first make sure your vent isn't plugged?
-----Mark Rose 8A 137MR Original Message -----
From: thomas sargent
To: rv-list
Sent: Sunday, May 23, 2010 7:26 AM
Subject: RV-List: engine loping
All I have to do to be ready for my DAR inspection is to calibrate my
capacitive fuel probes. I taxied from the hangar to the fuel pumps (a
few hundred yards) on half a gallon of gas and then filled the left
tank. The engine ran OK on the way out. The plane has about an hour on
it taxiing and the engine has always run smoothly. On the way back from
the pumps with the left tank completely full, the engine wouldn't run at
a steady speed. It kept dropping RPM with a period of about 2 seconds.
If I tried to make it idle it would almost stop when the RPMs dropped.
I tried changing the mixture and running on one or the other ignition,
to no effect. It seems like a fuel supply issue. I didn't try turning
on the electric boost pump (I have AFP fuel injection). I guess I'll
try that tomorrow.
I can't imagine how filling the tank could have any effect, so this is
probably just a coincidence. Any suggestions?
--
Tom Sargent
________________________________________________________________________________
| Subject: | Re: engine loping |
| From: | thomas sargent <sarg314(at)gmail.com> |
Lots of good questions. It did not run long at the fuel pump at all. I
stopped it 30 ft out and dragged it up to the pumps. Cyl. head temp was
about 300 F. Fueling (of just 1 tank) took half an hour or so because I was
calibrating both my fuel depth measuring tube and my capacitive fuel sensor.
I did not purge before restart, but I would assume after running 100 yards
or more, that wouldn't matter any more. Maybe not. It started easily. I
have no shroud on my fuel pump. I should also mention that this is just
about the first time I've really run the thing with the cowl on. I have a
cooling plenum, so the cooling air across the cylinders is about the same
with or without the cowl. However, the cooling of everything else - the
lines and the pump - would definitely change with the cowl in place. My
injectors are stock AFP - I haven't changed anything.
I plan to check the vent this afternoon. The wind is gusting so bad in
Tucson today, I may not want to drag it out of the hangar let alone trying
any taxi tests.
________________________________________________________________________________
| From: | "Jim Jewell" <jjewell(at)telus.net> |
Filling the tank may have dislodged enough hidden building swarf to
partially clog the fuel supply system.
Be careful, check filters etc.
Jim in Kelowna
_____
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of thomas sargent
Sent: Sunday, May 23, 2010 7:27 AM
Subject: RV-List: engine loping
All I have to do to be ready for my DAR inspection is to calibrate my
capacitive fuel probes. I taxied from the hangar to the fuel pumps (a few
hundred yards) on half a gallon of gas and then filled the left tank. The
engine ran OK on the way out. The plane has about an hour on it taxiing and
the engine has always run smoothly. On the way back from the pumps with the
left tank completely full, the engine wouldn't run at a steady speed. It
kept dropping RPM with a period of about 2 seconds. If I tried to make it
idle it would almost stop when the RPMs dropped. I tried changing the
mixture and running on one or the other ignition, to no effect. It seems
like a fuel supply issue. I didn't try turning on the electric boost pump
(I have AFP fuel injection). I guess I'll try that tomorrow.
I can't imagine how filling the tank could have any effect, so this is
probably just a coincidence. Any suggestions?
--
Tom Sargent
======
Email scanned by PC Tools - No viruses or spyware found.
(Email Guard: 7.0.0.18, Virus/Spyware Database: 6.15050)
http://www.pctools.com
=======
======
Email scanned by PC Tools - No viruses or spyware found.
(Email Guard: 7.0.0.18, Virus/Spyware Database: 6.15050)
http://www.pctools.com/
======
________________________________________________________________________________
| Subject: | Re: capacitive fuel probes (was: engine loping) |
| From: | thomas sargent <sarg314(at)gmail.com> |
Matt:
I have the Princeton probes and I too regret not going with the low-tech
floats. The left tank is calibrated, I think. I have little experience
with it yet. The right tank gave me the "short" signal on the 3 LEDs when I
told it to calibrate empty. This afternoon I'm going to remove the drain
valve because as I recall the end of the probe is bearing right on it. I
can reach in with a screw driver or something and bend the probe up. If I
am lucky that will clear the short. If not, I'll have to remove the tank
and the probe. Todd at GRT told me that the outer tube can touch the tank,
but the inner conductor should not. I'll let you know how it goes. I wish I
had tested this stuff earlier.
On Sun, May 23, 2010 at 8:45 AM, Matt Dralle wrote:
>
> At 07:26 AM 5/23/2010 Sunday, you wrote:
> >All I have to do to be ready for my DAR inspection is to calibrate my
> capacitive fuel probes.
>
> >--
> >Tom Sargent
>
>
> Hi Tom,
>
> Which capacitive fuel probes do you have? I have the Princeton units that
> GRT sells and haven't been able to even come close to getting them
> calibrated. Actually, they went through the calibration fine (5 set
> points), but the readings are completely erroneous. Sometimes they read
> full when the tanks are 1/2 empty. Sometimes they read empty when the tanks
> are full. Sometimes they read, well, whatever; usually not the actual
> amount of fuel. They are completely useless. I've talked with Princeton,
> and they've offered no suggestions.
>
>
--
Tom Sargent
________________________________________________________________________________
| From: | "Ralph E. Capen" <recapen(at)earthlink.net> |
| Subject: | Re: engine loping |
If the OAT was abofe 65F, you might have gotten a little vapor
lock....65 is my transition point. After you get a few hours on it, you
may want to go with the smaller nozzles - it keeps the pressure up and
lessens the chances of vapor lock.
I don't have a shroud on my pump either - but it is on the 'get soon'
list.
----- Original Message -----
From: thomas sargent
To: rv-list(at)matronics.com
Sent: Sunday, May 23, 2010 12:20 PM
Subject: Re: RV-List: engine loping
Lots of good questions. It did not run long at the fuel pump at all.
I stopped it 30 ft out and dragged it up to the pumps. Cyl. head temp
was about 300 F. Fueling (of just 1 tank) took half an hour or so
because I was calibrating both my fuel depth measuring tube and my
capacitive fuel sensor. I did not purge before restart, but I would
assume after running 100 yards or more, that wouldn't matter any more.
Maybe not. It started easily. I have no shroud on my fuel pump. I
should also mention that this is just about the first time I've really
run the thing with the cowl on. I have a cooling plenum, so the cooling
air across the cylinders is about the same with or without the cowl.
However, the cooling of everything else - the lines and the pump - would
definitely change with the cowl in place. My injectors are stock AFP -
I haven't changed anything.
I plan to check the vent this afternoon. The wind is gusting so bad
in Tucson today, I may not want to drag it out of the hangar let alone
trying any taxi tests.
________________________________________________________________________________
| From: | "Carl Froehlich" <carl.froehlich(at)verizon.net> |
This would be the first thing I'd look at as well.
If not yet done, you need to do a very through flush of the fuel system.
Attach a cheap in line fuel filter and some tubing to the firewall fuel line
and use your fuel pump to flush several gallons to a gas can. Shift tanks,
shake the plane, etc. If you use a clear fuel filter you can see when you
have clean gas flowing. This is also the time to do your fuel flow test
(get more fuel flow than your engine can use) - say 20+ GPH flow using your
electric fuel pump. Since you are running the gas through a filter it is ok
to put it back in the plane and flush some more.
As you already ran your engine, pull any engine associated finger type
filters and make sure you didn't fill them with trash.
Carl Froehlich
RV-8A (540 hrs)
RV-10 (systems install)
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Jim Jewell
Sent: Sunday, May 23, 2010 12:27 PM
Subject: RE: RV-List: engine loping
Filling the tank may have dislodged enough hidden building swarf to
partially clog the fuel supply system.
Be careful, check filters etc.
Jim in Kelowna
_____
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of thomas sargent
Sent: Sunday, May 23, 2010 7:27 AM
Subject: RV-List: engine loping
All I have to do to be ready for my DAR inspection is to calibrate my
capacitive fuel probes. I taxied from the hangar to the fuel pumps (a few
hundred yards) on half a gallon of gas and then filled the left tank. The
engine ran OK on the way out. The plane has about an hour on it taxiing and
the engine has always run smoothly. On the way back from the pumps with the
left tank completely full, the engine wouldn't run at a steady speed. It
kept dropping RPM with a period of about 2 seconds. If I tried to make it
idle it would almost stop when the RPMs dropped. I tried changing the
mixture and running on one or the other ignition, to no effect. It seems
like a fuel supply issue. I didn't try turning on the electric boost pump
(I have AFP fuel injection). I guess I'll try that tomorrow.
I can't imagine how filling the tank could have any effect, so this is
probably just a coincidence. Any suggestions?
--
Tom Sargent
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/contri
bution
======
Email scanned by PC Tools - No viruses or spyware found.
(Email Guard: 7.0.0.18, Virus/Spyware Database: 6.15050)
http://www.pctools.com
=======
======
Email scanned by PC Tools - No viruses or spyware found.
(Email Guard: 7.0.0.18, Virus/Spyware Database: 6.15050)
http://www.pctools.com
=======
________________________________________________________________________________
| From: | Deems Davis <deemsdavis(at)cox.net> |
| Subject: | Re: engine loping |
I see that you are in AZ. So am I. While i wouldn't rule out the
possibility of some fuel line contamination. If you've got the strainers
and the Airflow Performance fuel filter installed, I don't think that's
the problem. It more likely that your engine got heat soaked during the
fueling. When this happens, the heat boils the fuel in the spider
distribution lines and results in an uneven / loping during ground ops.
If your didn't use the purge valve and run the pump for 30 secs its also
likely that this is the problem.This is particularly true and compounded
if you have a plenum because it traps the heat in a smaller area while
on the ground. We had 97 degrees here in PHX on Fri and that's plenty
warm enough to cause what you're experiencing. I'm guessing Tucson
wasn't far off. The boost pump / leaning won't help. I went through the
same thing, and after speaking with Don # Airflow Performance (he's very
familiar with this situation). I reduced the restrictors from .028
to.024, this causes higher pressure in the distribution lines which
eliminated the problem for me. It was disconcerting, but it only
happened during ground ops after a heat soaked engine.
Deems Davis
N519PJ
www.deemsrv10.com
On 5/23/2010 3:03 PM, Carl Froehlich wrote:
>
> This would be the first thing I'd look at as well.
>
> If not yet done, you need to do a very through flush of the fuel
> system. Attach a cheap in line fuel filter and some tubing to the
> firewall fuel line and use your fuel pump to flush several gallons to
> a gas can. Shift tanks, shake the plane, etc. If you use a clear
> fuel filter you can see when you have clean gas flowing. This is also
> the time to do your fuel flow test (get more fuel flow than your
> engine can use) -- say 20+ GPH flow using your electric fuel pump.
> Since you are running the gas through a filter it is ok to put it back
> in the plane and flush some more.
>
> As you already ran your engine, pull any engine associated finger type
> filters and make sure you didn't fill them with trash.
>
> Carl Froehlich
>
> RV-8A (540 hrs)
>
> RV-10 (systems install)
>
> *From:* owner-rv-list-server(at)matronics.com
> [mailto:owner-rv-list-server(at)matronics.com] *On Behalf Of *Jim Jewell
> *Sent:* Sunday, May 23, 2010 12:27 PM
> *To:* rv-list(at)matronics.com
> *Subject:* RE: RV-List: engine loping
>
> Filling the tank may have dislodged enough hidden building swarf to
> partially clog the fuel supply system.
>
> Be careful, check filters etc.
>
> Jim in Kelowna
>
> ------------------------------------------------------------------------
>
> *From:* owner-rv-list-server(at)matronics.com
> [mailto:owner-rv-list-server(at)matronics.com] *On Behalf Of *thomas sargent
> *Sent:* Sunday, May 23, 2010 7:27 AM
> *To:* rv-list
> *Subject:* RV-List: engine loping
>
> All I have to do to be ready for my DAR inspection is to calibrate my
> capacitive fuel probes. I taxied from the hangar to the fuel pumps (a
> few hundred yards) on half a gallon of gas and then filled the left
> tank. The engine ran OK on the way out. The plane has about an hour
> on it taxiing and the engine has always run smoothly. On the way back
> from the pumps with the left tank completely full, the engine wouldn't
> run at a steady speed. It kept dropping RPM with a period of about 2
> seconds. If I tried to make it idle it would almost stop when the
> RPMs dropped. I tried changing the mixture and running on one or the
> other ignition, to no effect. It seems like a fuel supply issue. I
> didn't try turning on the electric boost pump (I have AFP fuel
> injection). I guess I'll try that tomorrow.
>
> I can't imagine how filling the tank could have any effect, so this is
> probably just a coincidence. Any suggestions?
>
> --
> Tom Sargent
>
> * *
> * *
> *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/contribution*
> * *
>
>
> ======
> Email scanned by PC Tools - No viruses or spyware found.
> (Email Guard: 7.0.0.18, Virus/Spyware Database: 6.15050)
> http://www.pctools.com
> <http://www.pctools.com/?cclick=EmailFooterClean_51>
> ======
>
>
> ======
> Email scanned by PC Tools - No viruses or spyware found.
> (Email Guard: 7.0.0.18, Virus/Spyware Database: 6.15050)
> http://www.pctools.com
> <http://www.pctools.com/?cclick=EmailFooterClean_51>
> ======
>
> * *
> * *
> http://www.matronics.================
> <http://www.matronics.com/Navigator?RV-List>http://forums.matronics.com
> - List Contribution Web generous nbsp; -->
> http://www.matronics.com/c=
> * * <http://www.matronics.com/contribution>
> *
>
>
> *
________________________________________________________________________________
| Subject: | Re: engine loping |
| From: | thomas sargent <sarg314(at)gmail.com> |
Deems:
I'm leaning towards that explanation. I checked the vent lines today (by
connecting a tube to the inlets by the firewall and blowing into it) and
both vents are definitely clear. I should have stopped taxiing and tried
purging the line. I didn't do it again today because it was too windy out
there to risk it.
On Sun, May 23, 2010 at 3:55 PM, Deems Davis wrote:
> I see that you are in AZ. So am I. While i wouldn't rule out the
> possibility of some fuel line contamination. If you've got the strainers and
> the Airflow Performance fuel filter installed, I don't think that's the
> problem. It more likely that your engine got heat soaked during the fueling.
> When this happens, the heat boils the fuel in the spider distribution lines
> and results in an uneven / loping during ground ops. If your didn't use the
> purge valve and run the pump for 30 secs its also likely that this is the
> problem.This is particularly true and compounded if you have a plenum
> because it traps the heat in a smaller area while on the ground. We had 97
> degrees here in PHX on Fri and that's plenty warm enough to cause what
> you're experiencing. I'm guessing Tucson wasn't far off. The boost pump /
> leaning won't help. I went through the same thing, and after speaking with
> Don # Airflow Performance (he's very familiar with this situation). I
> reduced the restrictors from .028 to.024, this causes higher pressure in the
> distribution lines which eliminated the problem for me. It was
> disconcerting, but it only happened during ground ops after a heat soaked
> engine.
>
> Deems Davis
> N519PJ
> www.deemsrv10.com
>
>
> Tom Sargent
________________________________________________________________________________
| Subject: | Re: capacitive fuel probes (was: engine loping) |
| From: | thomas sargent <sarg314(at)gmail.com> |
Matt:
My half-baked idea seems to have worked. I unscrewed the right tank drain
valve, hooked a dental probe around the sensor tube and using a small screw
driver pushed up, bending it up 1/8 or 1/4". I could see that the central
conductor comes right to the end on that probe, so I guess it was in contact
with the bottom of the tank. After that I was able to get a successful
"empty" calibration point. It was too windy to taxi over to the pumps today
(gusts over 36mph) so I'll try calibrating it later this week. I can't say
yet if these probes will be flaky or not. I won't be surprised if there is
some further issues with them.
--
Tom Sargent
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: capacitive fuel probes (was: engine loping) |
Hi Tom,
I'm really interested in your accuracy reports. Please post when you have some
data. So far, mine are completely worthless. I'm thinking of recalibrating,
but the first time I did the procedure went perfectly on both sides so I'm thinking
that won't change anything.
Were your prebend by Princeton for the RV tanks? Kind of a "U" shape?
Matt
At 04:14 PM 5/23/2010 Sunday, you wrote:
>Matt:
>My half-baked idea seems to have worked. I unscrewed the right tank drain valve,
hooked a dental probe around the sensor tube and using a small screw driver
pushed up, bending it up 1/8 or 1/4". I could see that the central conductor
comes right to the end on that probe, so I guess it was in contact with the
bottom of the tank. After that I was able to get a successful "empty" calibration
point. It was too windy to taxi over to the pumps today (gusts over 36mph)
so I'll try calibrating it later this week. I can't say yet if these probes
will be flaky or not. I won't be surprised if there is some further issues with
them.
>
>--
>Tom Sargent
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: Phase 1 Test Flying
________________________________________________________________________________
| Subject: | Re: capacitive fuel probes (was: engine loping) |
| From: | Dan Bergeron <dan.pat.b(at)gmail.com> |
Matt:
The best advice I can give anyone contemplating capacitive fuel sending
units is: "Don't do it - stick with the resistive, float units." I bought
my capacitive sending units from Vans along with the wing kit, and the
Princeton converters from GRT. It's a useless combination. I've lost trac
k
of how many times I've drained my fuel tanks and recalibrated the
converters. (What was it Einstein said?
"Insanity is doing the same thing, over and over again, expecting different
results.") Right now they tell me the left tank is empty when it has 12 -
14 gallons in it; the right tank is a bit more accurate but not much. I've
spent time on the phone with Sandy and Todd at GRT; they try to be helpful
but nothing has worked. The only alternative seems to be to pull the tanks
and install float units; and I have no illusions as to what's involved, a
real pain in the butt. Thank God the totalizer is spot on accurate.
Dan
RV-7A - N307TB
145 hours since first flight on Aug 4, 2009
On Sun, May 23, 2010 at 8:13 PM, Matt Dralle wrote:
>
> Hi Tom,
>
> I'm really interested in your accuracy reports. Please post when you hav
e
> some data. So far, mine are completely worthless. I'm thinking of
> recalibrating, but the first time I did the procedure went perfectly on b
oth
> sides so I'm thinking that won't change anything.
>
> Were your prebend by Princeton for the RV tanks? Kind of a "U" shape?
>
> Matt
>
> At 04:14 PM 5/23/2010 Sunday, you wrote:
> >Matt:
> >My half-baked idea seems to have worked.=C2 I unscrewed the right tank
> drain valve, hooked a dental probe around the sensor tube and using a sma
ll
> screw driver pushed up, bending it up 1/8 or 1/4".=C2 I could see that t
he
> central conductor comes right to the end on that probe, so I guess it was
in
> contact with the bottom of the tank.=C2 After that I was able to get a
> successful "empty" calibration point.=C2 It was too windy to taxi over t
o the
> pumps today (gusts over 36mph) so I'll try calibrating it later this week
. I
> can't say yet if these probes will be flaky or not.=C2 I won't be surpri
sed
> if there is some further issues with them.
> >
> >--
> >Tom Sargent
>
> Matt Dralle
> RV-8 #82880 N998RV
> http://www.mattsrv8.com - Matt's RV-8 Construction Log
> http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
> Status: Phase 1 Test Flying
>
>
===========
===========
===========
===========
>
>
________________________________________________________________________________
| Subject: | Re: capacitive fuel probes (was: engine loping) |
| From: | thomas sargent <sarg314(at)gmail.com> |
Matt:
Mine were pre-bent for the 6A. Maybe that makes a difference, I don't
know. Your experience and Dan's leaves me expecting lots of problems.
I'll keep the list appraised of my results.
Hi Tom,
>>
>> I'm really interested in your accuracy reports. Please post when you have
>> some data. So far, mine are completely worthless. I'm thinking of
>> recalibrating, but the first time I did the procedure went perfectly on both
>> sides so I'm thinking that won't change anything.
>>
>> Were your prebend by Princeton for the RV tanks? Kind of a "U" shape?
>>
>> Matt
>>
>>
--
Tom Sargent
________________________________________________________________________________
| From: | David Cudney <yenduc(at)me.com> |
| Subject: | Re: engine loping |
You might want to recheck the tightness of the fuel line connecters.
We had a similar case today with a first start on an io 360 ---
turned out a lose fitting was allowing a little air into the system --
tightened the fitting and the engine ran smooth--no loping.
good luck
dave
On May 23, 2010, at 3:55 PM, Deems Davis wrote:
> I see that you are in AZ. So am I. While i wouldn't rule out the
> possibility of some fuel line contamination. If you've got the
> strainers and the Airflow Performance fuel filter installed, I don't
> think that's the problem. It more likely that your engine got heat
> soaked during the fueling. When this happens, the heat boils the
> fuel in the spider distribution lines and results in an uneven /
> loping during ground ops. If your didn't use the purge valve and run
> the pump for 30 secs its also likely that this is the problem.This
> is particularly true and compounded if you have a plenum because it
> traps the heat in a smaller area while on the ground. We had 97
> degrees here in PHX on Fri and that's plenty warm enough to cause
> what you're experiencing. I'm guessing Tucson wasn't far off. The
> boost pump / leaning won't help. I went through the same thing, and
> after speaking with Don # Airflow Performance (he's very familiar
> with this situation). I reduced the restrictors from .028 to.024,
> this causes higher pressure in the distribution lines which
> eliminated the problem for me. It was disconcerting, but it only
> happened during ground ops after a heat soaked engine.
>
> Deems Davis
> N519PJ
> www.deemsrv10.com
>
> On 5/23/2010 3:03 PM, Carl Froehlich wrote:
>>
>> This would be the first thing I=92d look at as well.
>>
>> If not yet done, you need to do a very through flush of the fuel
>> system. Attach a cheap in line fuel filter and some tubing to the
>> firewall fuel line and use your fuel pump to flush several gallons
>> to a gas can. Shift tanks, shake the plane, etc. If you use a
>> clear fuel filter you can see when you have clean gas flowing.
>> This is also the time to do your fuel flow test (get more fuel flow
>> than your engine can use) ' say 20+ GPH flow using your electric
>> fuel pump. Since you are running the gas through a filter it is ok
>> to put it back in the plane and flush some more.
>>
>> As you already ran your engine, pull any engine associated finger
>> type filters and make sure you didn=92t fill them with trash.
>>
>> Carl Froehlich
>> RV-8A (540 hrs)
>> RV-10 (systems install)
>>
>> From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com
>> ] On Behalf Of Jim Jewell
>> Sent: Sunday, May 23, 2010 12:27 PM
>> To: rv-list(at)matronics.com
>> Subject: RE: RV-List: engine loping
>>
>> Filling the tank may have dislodged enough hidden building swarf to
>> partially clog the fuel supply system.
>> Be careful, check filters etc.
>>
>> Jim in Kelowna
>>
>> From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com
>> ] On Behalf Of thomas sargent
>> Sent: Sunday, May 23, 2010 7:27 AM
>> To: rv-list
>> Subject: RV-List: engine loping
>>
>> All I have to do to be ready for my DAR inspection is to calibrate
>> my capacitive fuel probes. I taxied from the hangar to the fuel
>> pumps (a few hundred yards) on half a gallon of gas and then filled
>> the left tank. The engine ran OK on the way out. The plane has
>> about an hour on it taxiing and the engine has always run
>> smoothly. On the way back from the pumps with the left tank
>> completely full, the engine wouldn't run at a steady speed. It
>> kept dropping RPM with a period of about 2 seconds. If I tried to
>> make it idle it would almost stop when the RPMs dropped. I tried
>> changing the mixture and running on one or the other ignition, to
>> no effect. It seems like a fuel supply issue. I didn't try
>> turning on the electric boost pump (I have AFP fuel injection). I
>> guess I'll try that tomorrow.
>>
>> I can't imagine how filling the tank could have any effect, so this
>> is probably just a coincidence. Any suggestions?
>>
>> --
>> Tom Sargent
>>
>>
>>
href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.c
om/Navigator?RV-List
>> href="http://forums.matronics.com">http://forums.matronics.com
>>
href="http://www.matronics.com/contribution">http://www.matronics.com/co
ntribution
>>
>>
>>
>>
>>
>>
>> ======
>> Email scanned by PC Tools - No viruses or spyware found.
>> (Email Guard: 7.0.0.18, Virus/Spyware Database: 6.15050)
>> http://www.pctools.com
>> ======
>>
>>
>>
>>
>> ======
>> Email scanned by PC Tools - No viruses or spyware found.
>> (Email Guard: 7.0.0.18, Virus/Spyware Database: 6.15050)
>> http://www.pctools.com
>> ======
>>
>>
>> http://www.matronics.================ht
tp://
>> forums.matronics.com - List Contribution Web generous
>> nbsp; --> http://www.matronics.com/c
>>
>>
>>
>> face="courier new,courier">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/co
ntribution
>>
>
>
________________________________________________________________________________
| Subject: | Re: Oshkosh Get-together |
| From: | "Bob Collins" <bcollinsrv7a(at)comcast.net> |
(Updating)
We found out today that the area of Camp Scholler in the middle of the field --
a delightful place for old-time, grassroots camping -- is being pushed aside
for the 24-hour generator area, which was being uprooted by all the new electrical/water
hookup sites.
Unfortunately, this has been the spot where we've always hosted the RV BBQ during
Oshkosh.
I'm trying to figure out a Plan B. At this rate we'll be across the street in the
WalMart parking lot.
--------
Bob Collins
St. Paul, Minn.
Letters from Flyover Country
http://rvnewsletter.blogspot.com/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=298765#298765
________________________________________________________________________________
| From: | Scott <acepilot(at)bloomer.net> |
| Subject: | Re: Oshkosh Get-together |
Let's have it IN Wal Mart...they have air conditioning. If it's
anything like today here in WI, we'
ll NEED it! ;)
Scott
Bloomer, WI
Only 86 and humid ;)
Bob Collins wrote:
>
> (Updating)
>
> We found out today that the area of Camp Scholler in the middle of the field
-- a delightful place for old-time, grassroots camping -- is being pushed aside
for the 24-hour generator area, which was being uprooted by all the new electrical/water
hookup sites.
>
> Unfortunately, this has been the spot where we've always hosted the RV BBQ during
Oshkosh.
>
> I'm trying to figure out a Plan B. At this rate we'll be across the street in
the WalMart parking lot.
>
> --------
> Bob Collins
> St. Paul, Minn.
> Letters from Flyover Country
> http://rvnewsletter.blogspot.com/
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=298765#298765
>
>
>
--
Scott
http://corbenflyer.tripod.com/
Flying Corben Junior Ace - Building RV-4
Gotta Fly or Gonna Die
________________________________________________________________________________
| From: | Carlos Hernandez <carlosh(at)structuralaz.com> |
| Subject: | Re: Oshkosh Get-together |
I haven't been since 1995 and I envy all those that are going. I would
like to send out some positive energy. It's not all lost at the Wally
location. Think of the incredibly short beer runs! Enough of those and
it won't matter!
Carlos in Arizona
Scott wrote:
>
> Let's have it IN Wal Mart...they have air conditioning. If it's
> anything like today here in WI, we'
> ll NEED it! ;)
>
> Scott
> Bloomer, WI
> Only 86 and humid ;)
>
>
> Bob Collins wrote:
>>
>> (Updating)
>>
>> We found out today that the area of Camp Scholler in the middle of
>> the field -- a delightful place for old-time, grassroots camping --
>> is being pushed aside for the 24-hour generator area, which was being
>> uprooted by all the new electrical/water hookup sites.
>>
>> Unfortunately, this has been the spot where we've always hosted the
>> RV BBQ during Oshkosh.
>>
>> I'm trying to figure out a Plan B. At this rate we'll be across the
>> street in the WalMart parking lot.
>>
>> --------
>> Bob Collins
>> St. Paul, Minn.
>> Letters from Flyover Country
>> http://rvnewsletter.blogspot.com/
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=298765#298765
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
--
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> |
Just got my latest AOPA rag, and was checking the specs on the new Cessna
Corvalis TT versus the similar-looking and familiar RV-10...
The different missions of these two four-seaters are obvious, beginning with
the prime objective of removing $644,000 plus tax from the back pocket of
the Cessna buyer ;-)
The 10 will get in and out of my 2000 foot grass strip with ease, nearly as
well as my RV-6A; the TT better not even try.
Cruising at FL250 in pressurized comfort, the Corvalis ticks off the miles
at 227 knots, while the RV-10 probably tops out at FL200 and a more modest
172 knots.
But, the 10 will carry 4 good-size people and 100 pounds of baggage with its
fuel tanks full. For the same topped-tanks mission, the Cessna will carry
two 180-pound men, one 104 # trophy wife, and she has to leave all her
baggage behind - not even a purse. The guys have to leave their baggage
behind, too, and no handheld transceivers, headsets, or charts can be
accommodated without draining some fuel. A 464 pound useful load makes the
TT a basically two person airplane if the tanks are full.
I'm not a -10 owner or builder (but I've sat in one at SnF) - yet I continue
to be amazed at what Van has created for those willing to bang the rivets
and sand & fill the fiberglass for a few years. "Total Performance"
involves a whole lot more than just the sweet cruise speed and fairly good
climb rates of Cessna's latest offering.
Wonder what -10 builders are coming up with for all-up costs to build their
ships? Seems it would be darn hard to tie up 644k in a Vans...
-Stormy
________________________________________________________________________________
| From: | Marty Helller <marty_away(at)hotmail.com> |
| Subject: | Cessna & Vans - let the war begin |
Stormy=2C
I'm sure you meant the term AOPA 'RAG' as one of endearment. As one who
pens my EAA chapter's rag=2C there is a lot of work that goes into it. If
you're not one to appreciate some or any of the articles=2C all you have to
do is dispose of it.
Yes=2C RV's are great planes=2C but one doesn't not build an RV in a day
=2C nor does one have all the the Part 23 requirements=2C employee salaries
=2C or company support (& liability) as OEMs do.
If I'd have bought=2C rather than start to build=2C I would have been fl
ying 5 years ago...... And it's a bit harder to find an A/P to sign off a
used RV=2C vice a used Cessna.
Please put the rocks down.
Marty Heller
RV-7=2C wiring....
Date: Fri=2C 28 May 2010 10:59:15 -0400
Subject: RV-List: Cessna & Vans
From: sportav8r(at)gmail.com
Just got my latest AOPA rag=2C and was checking the specs on the new Cessna
Corvalis TT versus the similar-looking and familiar RV-10...
The different missions of these two four-seaters are obvious=2C beginning w
ith the prime objective of removing $644=2C000 plus tax from the back pocke
t of the Cessna buyer =3B-)
The 10 will get in and out of my 2000 foot grass strip with ease=2C nearly
as well as my RV-6A=3B the TT better not even try.
Cruising at FL250 in pressurized comfort=2C the Corvalis ticks off the mile
s at 227 knots=2C while the RV-10 probably tops out at FL200 and a more mod
est 172 knots.
But=2C the 10 will carry 4 good-size people and 100 pounds of baggage with
its fuel tanks full. For the same topped-tanks mission=2C the Cessna will
carry two 180-pound men=2C one 104 # trophy wife=2C and she has to leave al
l her baggage behind - not even a purse. The guys have to leave their bagg
age behind=2C too=2C and no handheld transceivers=2C headsets=2C or charts
can be accommodated without draining some fuel. A 464 pound useful load ma
kes the TT a basically two person airplane if the tanks are full.
I'm not a -10 owner or builder (but I've sat in one at SnF) - yet I continu
e to be amazed at what Van has created for those willing to bang the rivets
and sand & fill the fiberglass for a few years. "Total Performance" invol
ves a whole lot more than just the sweet cruise speed and fairly good climb
rates of Cessna's latest offering.
Wonder what -10 builders are coming up with for all-up costs to build thei
r ships? Seems it would be darn hard to tie up 644k in a Vans...
-Stormy
_________________________________________________________________
Hotmail has tools for the New Busy. Search=2C chat and e-mail from your inb
ox.
http://www.windowslive.com/campaign/thenewbusy?ocid=PID28326::T:WLMTAGL:O
N:WL:en-US:WM_HMP:042010_1
________________________________________________________________________________
| From: | "Randy Utsey" <randy(at)djdist.com> |
| Subject: | Cessna & Vans - let the war begin |
Fly naked! Carry more fuel!
Randy Utsey
RV-7
Charlotte, N.C.
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Marty Helller
Sent: Friday, May 28, 2010 12:14 PM
Subject: RE: RV-List: Cessna & Vans - let the war begin
Stormy,
I'm sure you meant the term AOPA 'RAG' as one of endearment. As one who
pens my EAA chapter's rag, there is a lot of work that goes into it. If
you're not one to appreciate some or any of the articles, all you have to do
is dispose of it.
Yes, RV's are great planes, but one doesn't not build an RV in a day, nor
does one have all the the Part 23 requirements, employee salaries, or
company support (& liability) as OEMs do.
If I'd have bought, rather than start to build, I would have been flying
5 years ago...... And it's a bit harder to find an A/P to sign off a used
RV, vice a used Cessna.
Please put the rocks down.
Marty Heller
RV-7, wiring....
_____
Date: Fri, 28 May 2010 10:59:15 -0400
Subject: RV-List: Cessna & Vans
From: sportav8r(at)gmail.com
Just got my latest AOPA rag, and was checking the specs on the new Cessna
Corvalis TT versus the similar-looking and familiar RV-10...
The different missions of these two four-seaters are obvious, beginning with
the prime objective of removing $644,000 plus tax from the back pocket of
the Cessna buyer ;-)
The 10 will get in and out of my 2000 foot grass strip with ease, nearly as
well as my RV-6A; the TT better not even try.
Cruising at FL250 in pressurized comfort, the Corvalis ticks off the miles
at 227 knots, while the RV-10 probably tops out at FL200 and a more modest
172 knots.
But, the 10 will carry 4 good-size people and 100 pounds of baggage with its
fuel tanks full. For the same topped-tanks mission, the Cessna will carry
two 180-pound men, one 104 # trophy wife, and she has to leave all her
baggage behind - not even a purse. The guys have to leave their baggage
behind, too, and no handheld transceivers, headsets, or charts can be
accommodated without draining some fuel. A 464 pound useful load makes the
TT a basically two person airplane if the tanks are full.
I'm not a -10 owner or builder (but I've sat in one at SnF) - yet I continue
to be amazed at what Van has created for those willing to bang the rivets
and sand & fill the fiberglass for a few years. "Total Performance"
involves a whole lot more than just the sweet cruise speed and fairly good
climb rates of Cessna's latest offering.
Wonder what -10 builders are coming up with for all-up costs to build their
ships? Seems it would be darn hard to tie up 644k in a Vans...
-Stormy
p://www.matronics.com/Navigator?RV-List
ronics.com
ww.matronics.com/contribution
_____
Hotmail has tools for the New Busy. Search, chat and e-mail from your inbox.
Learn more.
<http://www.windowslive.com/campaign/thenewbusy?ocid=PID28326::T:WLMTAGL:ON:
WL:en-US:WM_HMP:042010_1>
________________________________________________________________________________
| From: | Michael Kraus <n223rv(at)wolflakeairport.net> |
| Subject: | Re: Cessna & Vans - let the war begin |
I think he meant 'mag'....
Sent from my iPhone
On May 28, 2010, at 12:14 PM, Marty Helller
wrote:
> Stormy,
>
> I'm sure you meant the term AOPA 'RAG' as one of endearment. As
> one who pens my EAA chapter's rag, there is a lot of work that goes
> into it. If you're not one to appreciate some or any of the
> articles, all you have to do is dispose of it.
>
> Yes, RV's are great planes, but one doesn't not build an RV in a
> day, nor does one have all the the Part 23 requirements, employee
> salaries, or company support (& liability) as OEMs do.
>
> If I'd have bought, rather than start to build, I would have been
> flying 5 years ago...... And it's a bit harder to find an A/P to
> sign off a used RV, vice a used Cessna.
>
> Please put the rocks down.
>
>
> Marty Heller
> RV-7, wiring....
>
>
> Date: Fri, 28 May 2010 10:59:15 -0400
> Subject: RV-List: Cessna & Vans
> From: sportav8r(at)gmail.com
> To: rv-list(at)matronics.com
>
> Just got my latest AOPA rag, and was checking the specs on the new
> Cessna Corvalis TT versus the similar-looking and familiar RV-10...
>
> The different missions of these two four-seaters are obvious,
> beginning with the prime objective of removing $644,000 plus tax
> from the back pocket of the Cessna buyer ;-)
>
> The 10 will get in and out of my 2000 foot grass strip with ease,
> nearly as well as my RV-6A; the TT better not even try.
>
> Cruising at FL250 in pressurized comfort, the Corvalis ticks off the
> miles at 227 knots, while the RV-10 probably tops out at FL200 and a
> more modest 172 knots.
>
> But, the 10 will carry 4 good-size people and 100 pounds of baggage
> with its fuel tanks full. For the same topped-tanks mission, the
> Cessna will carry two 180-pound men, one 104 # trophy wife, and she
> has to leave all her baggage behind - not even a purse. The guys
> have to leave their baggage behind, too, and no handheld
> transceivers, headsets, or charts can be accommodated without
> draining some fuel. A 464 pound useful load makes the TT a
> basically two person airplane if the tanks are full.
>
> I'm not a -10 owner or builder (but I've sat in one at SnF) - yet I
> continue to be amazed at what Van has created for those willing to
> bang the rivets and sand & fill the fiberglass for a few years.
> "Total Performance" involves a whole lot more than just the sweet
> cruise speed and fairly good climb rates of Cessna's latest offering.
>
> Wonder what -10 builders are coming up with for all-up costs to
> build their ships? Seems it would be darn hard to tie up 644k in a
> Vans...
>
> -Stormy
>
>
> p://www.matronics.com/Navigator?RV-List
> ronics.com
> ww.matronics.com/contribution
>
>
> Hotmail has tools for the New Busy. Search, chat and e-mail from
> your inbox. Learn more.
>
>
________________________________________________________________________________
| Subject: | Re: Cessna & Vans - let the war begin |
| From: | Bill Boyd <sportav8r(at)gmail.com> |
Marty-
"Rag" was a deliberate choice, and a mere (albeit slightly diminutive)
colloquialism. Neither endearment nor disparagement were implied.
I took no umbrage over the article featuring the Cessna; like many others
may have done, I took one glance at the pictures and said to myself, "Hey,
that looks a bit like an RV-12. Wonder how they compare?" So I read the
details in the magazine and on Van's site, and started doing a (literal)
back-of-the-envelope comparison of the numbers. I have the rent check
envelope right here if you want to see it ;-)
My conclusion was that, despite the visual similarities, the planes are
widely different in cost, performance and mission profile, but the RV-10
need not feel ashamed of being the lower and slower of the two ships.
As a builder in the days of slow-build kits ("Here's your bauxite; make some
aluminum and then shape it like this..."), I don't need reminding of the
gulf that separates the homebuilding experience (and end result) from that
of the spam factories. Oops, I said, "spam" - was that pejorative?
I see you modified my thread title to include a "war" reference. I assure
you, there are no "rocks" here, Marty, save those that might be between your
ears. <-- That was humor, son. If you didn't care for it, "all you have to
do is dispose of it," right?
Now, feel free to discuss the new Cessna and/or what you ended up paying
into and getting out of your RV-10 - or not... Either way, y'all have a
blessed Memorial Day and fly safe.
-Stormy
On Fri, May 28, 2010 at 12:14 PM, Marty Helller wrote:
> Stormy,
>
> I'm sure you meant the term AOPA 'RAG' as one of endearment. As one who
> pens my EAA chapter's rag, there is a lot of work that goes into it. If
> you're not one to appreciate some or any of the articles, all you have to do
> is dispose of it.
>
> Yes, RV's are great planes, but one doesn't not build an RV in a day, nor
> does one have all the the Part 23 requirements, employee salaries, or
> company support (& liability) as OEMs do.
>
> If I'd have bought, rather than start to build, I would have been flying
> 5 years ago...... And it's a bit harder to find an A/P to sign off a used
> RV, vice a used Cessna.
>
> Please put the rocks down.
>
>
> Marty Heller
> RV-7, wiring....
>
>
> ------------------------------
> Date: Fri, 28 May 2010 10:59:15 -0400
> Subject: RV-List: Cessna & Vans
> From: sportav8r(at)gmail.com
> To: rv-list(at)matronics.com
>
> Just got my latest AOPA rag, and was checking the specs on the new Cessna
> Corvalis TT versus the similar-looking and familiar RV-10...
>
> The different missions of these two four-seaters are obvious, beginning
> with the prime objective of removing $644,000 plus tax from the back pocket
> of the Cessna buyer ;-)
>
> The 10 will get in and out of my 2000 foot grass strip with ease, nearly as
> well as my RV-6A; the TT better not even try.
>
> Cruising at FL250 in pressurized comfort, the Corvalis ticks off the miles
> at 227 knots, while the RV-10 probably tops out at FL200 and a more modest
> 172 knots.
>
> But, the 10 will carry 4 good-size people and 100 pounds of baggage with
> its fuel tanks full. For the same topped-tanks mission, the Cessna will
> carry two 180-pound men, one 104 # trophy wife, and she has to leave all her
> baggage behind - not even a purse. The guys have to leave their baggage
> behind, too, and no handheld transceivers, headsets, or charts can be
> accommodated without draining some fuel. A 464 pound useful load makes the
> TT a basically two person airplane if the tanks are full.
>
> I'm not a -10 owner or builder (but I've sat in one at SnF) - yet I
> continue to be amazed at what Van has created for those willing to bang the
> rivets and sand & fill the fiberglass for a few years. "Total Performance"
> involves a whole lot more than just the sweet cruise speed and fairly good
> climb rates of Cessna's latest offering.
>
> Wonder what -10 builders are coming up with for all-up costs to build
> their ships? Seems it would be darn hard to tie up 644k in a Vans...
>
> -Stormy
>
> *
>
> p://www.matronics.com/Navigator?RV-Listronics.comww.matronics.com/contribution
> *
>
>
> ------------------------------
> Hotmail has tools for the New Busy. Search, chat and e-mail from your
> inbox. Learn more.<http://www.windowslive.com/campaign/thenewbusy?ocid=PID28326::T:WLMTAGL:ON:WL:en-US:WM_HMP:042010_1>
>
> *
>
>
> *
>
>
________________________________________________________________________________
| Subject: | Using Stainless Steel Tape on the flaps |
| From: | Dale Ellis <rv8builder.kd0m(at)gmail.com> |
I am sure that someone has used stainless steel tape (available from
JC Whitney) on the leading edge of the flaps rather then the UHMW tape
that Vans recommends/sells.
If you have, would you share your experience with that product.
Thanks and have a safe Memorial Day holiday.
Dale
________________________________________________________________________________
| Subject: | Re: Cessna & Vans - let the war begin |
| From: | Bill Boyd <sportav8r(at)gmail.com> |
On Fri, May 28, 2010 at 2:03 PM, Robin Marks wrote:
> >> The latest Corvalis release is an amazing sculpture in flying form.
> Spend just a few minutes walking around the aircraft and one sees the
> incredible attention to detail, magnificent lines and well thought out
> components. It is truly a stunning flying machine. <<
>
I particularly liked the venturis in the wheel pants to keep the brakes
cool. Nice touch, and a mod I might consider on the 6A.
>
>
> *From:* owner-rv-list-server(at)matronics.com [mailto:
> owner-rv-list-server(at)matronics.com] *On Behalf Of *Michael Kraus
> *Sent:* Friday, May 28, 2010 10:22 AM
>
> *To:* rv-list(at)matronics.com
> *Subject:* Re: RV-List: Cessna & Vans - let the war begin
>
>
> I think he meant 'mag'....
>
> Sent from my iPhone
>
>
> On May 28, 2010, at 12:14 PM, Marty Helller
> wrote:
>
> Stormy,
>
> I'm sure you meant the term AOPA 'RAG' as one of endearment. As one who
> pens my EAA chapter's rag, there is a lot of work that goes into it. If
> you're not one to appreciate some or any of the articles, all you have to do
> is dispose of it.
>
> Yes, RV's are great planes, but one doesn't not build an RV in a day, nor
> does one have all the the Part 23 requirements, employee salaries, or
> company support (& liability) as OEMs do.
>
> If I'd have bought, rather than start to build, I would have been flying
> 5 years ago...... And it's a bit harder to find an A/P to sign off a used
> RV, vice a used Cessna.
>
> Please put the rocks down.
>
>
> Marty Heller
> RV-7, wiring....
>
>
> ------------------------------
>
> Date: Fri, 28 May 2010 10:59:15 -0400
> Subject: RV-List: Cessna & Vans
> From: sportav8r(at)gmail.com
> To: rv-list(at)matronics.com
>
> Just got my latest AOPA rag, and was checking the specs on the new Cessna
> Corvalis TT versus the similar-looking and familiar RV-10...
>
>
> The different missions of these two four-seaters are obvious, beginning
> with the prime objective of removing $644,000 plus tax from the back pocket
> of the Cessna buyer ;-)
>
>
> The 10 will get in and out of my 2000 foot grass strip with ease, nearly as
> well as my RV-6A; the TT better not even try.
>
>
> Cruising at FL250 in pressurized comfort, the Corvalis ticks off the miles
> at 227 knots, while the RV-10 probably tops out at FL200 and a more modest
> 172 knots.
>
>
> But, the 10 will carry 4 good-size people and 100 pounds of baggage with
> its fuel tanks full. For the same topped-tanks mission, the Cessna will
> carry two 180-pound men, one 104 # trophy wife, and she has to leave all her
> baggage behind - not even a purse. The guys have to leave their baggage
> behind, too, and no handheld transceivers, headsets, or charts can be
> accommodated without draining some fuel. A 464 pound useful load makes the
> TT a basically two person airplane if the tanks are full.
>
>
> I'm not a -10 owner or builder (but I've sat in one at SnF) - yet I
> continue to be amazed at what Van has created for those willing to bang the
> rivets and sand & fill the fiberglass for a few years. "Total Performance"
> involves a whole lot more than just the sweet cruise speed and fairly good
> climb rates of Cessna's latest offering.
>
>
> Wonder what -10 builders are coming up with for all-up costs to build
> their ships? Seems it would be darn hard to tie up 644k in a Vans...
>
>
> -Stormy
>
> * *
>
> * *
>
> *p://www.matronics.com/Navigator?RV-List*
>
> *ronics.com*
>
> *ww.matronics.com/contribution*
>
> * *
>
>
> ------------------------------
>
> Hotmail has tools for the New Busy. Search, chat and e-mail from your
> inbox. Learn more.<http://www.windowslive.com/campaign/thenewbusy?ocid=PID28326::T:WLMTAGL:ON:WL:en-US:WM_HMP:042010_1>
>
> * *
>
> * *
>
> * *
>
> * *
>
> **
>
> Use the Matronics List Features Navigator to browse
>
> Day Browse, Chat, FAQ,
>
> *w.matronics.com/Navigator?RV-List">http://www.matronics.com/Navigator?RV-Li*
>
> =====================< - MATRONICS WEB FORUMS -
>
> **
>
> m">http://forums.matronics.com
>
> *http://www.matronics.com/contribution*
>
> ======================
>
> * *
>
> *
>
> *
>
>
________________________________________________________________________________
| From: | Deems Davis <deemsdavis(at)cox.net> |
| Subject: | Re: Using Stainless Steel Tape on the flaps |
IMNSHO you are better off putting the tape UNDER the trailing edge of
the wing and not on the leading edge of the flap. I used the clear UHMW
1" width and with it hidden it works great.
Deems Davis
N519PJ
www.deemsrv10.com
On 5/28/2010 11:41 AM, Dale Ellis wrote:
> --> RV-List message posted by: Dale Ellis
>
> I am sure that someone has used stainless steel tape (available from
> JC Whitney) on the leading edge of the flaps rather then the UHMW tape
> that Vans recommends/sells.
>
> If you have, would you share your experience with that product.
>
> Thanks and have a safe Memorial Day holiday.
>
> Dale
>
>
>
________________________________________________________________________________
| From: | Robin Marks <robin(at)PaintTheWeb.com> |
| Subject: | Using Stainless Steel Tape on the flaps |
I recently read how an RV builder took the soft portion of a 1=94 Velcro st
rip
and placed it on the underside of the wing instead of Deems system. He said
it worked great. I have no opinion on the subject just passing along the
info.
Robin
*From:* owner-rv-list-server(at)matronics.com [mailto:
owner-rv-list-server(at)matronics.com] *On Behalf Of *Deems Davis
*Sent:* Friday, May 28, 2010 1:08 PM
*To:* rv-list(at)matronics.com
*Subject:* Re: RV-List: Using Stainless Steel Tape on the flaps
IMNSHO you are better off putting the tape UNDER the trailing edge of the
wing and not on the leading edge of the flap. I used the clear UHMW 1" widt
h
and with it hidden it works great.
Deems Davis
N519PJ
www.deemsrv10.com
On 5/28/2010 11:41 AM, Dale Ellis wrote:
I am sure that someone has used stainless steel tape (available from
JC Whitney) on the leading edge of the flaps rather then the UHMW tape
that Vans recommends/sells.
If you have, would you share your experience with that product.
Thanks and have a safe Memorial Day holiday.
Dale
* *
* *
===========*
===========*
===========*
===========*
* *
________________________________________________________________________________
| From: | Skylor Piper <skylor4(at)yahoo.com> |
| Subject: | Re: Cessna & Vans |
On May 28, 2010, at 7:59 AM, Bill Boyd wrote:
Cruising at FL250 in pressurized comfort, the Corvalis ticks off the miles at 227
knots, while the RV-10 probably tops out at FL200 and a more modest 172 knots.
I don't think the Corvalis is pressurized. Oxygen required.
Skylor
________________________________________________________________________________
| Subject: | Re: Cessna & Vans |
| From: | Bill Boyd <sportav8r(at)gmail.com> |
You caught me making an assumption - based on what I read about inflatable
door seals. My bad.
On Fri, May 28, 2010 at 5:56 PM, Skylor Piper wrote:
>
> On May 28, 2010, at 7:59 AM, Bill Boyd wrote:
>
> Cruising at FL250 in pressurized comfort, the Corvalis ticks off the miles
> at 227 knots, while the RV-10 probably tops out at FL200 and a more modest
> 172 knots.
>
>
> I don't think the Corvalis is pressurized. Oxygen required.
>
> Skylor
>
>
> *
>
> *
>
>
________________________________________________________________________________
| From: | "Ed Anderson" <eanderson(at)carolina.rr.com> |
| Subject: | Using Stainless Steel Tape on the flaps |
Hi Dale,
I put stainless steel tape on the flaps of my 1998 RV-6A and still flying
with it and it's still working just fine. I keep thinking it would wear out
one of these days - but, not yet.
I got my tape (3" width) from the auto parts JCWhitney catalog store.
http://www.jcwhitney.com/stainless-steel
tape/p2000575.jcwx#prodDetailTabPanel
http://www.jcwhitney.com/stainless-steel-tape/p2000575.jcwx#prodDetailTabPan
el
They have it up to 8 3/4" wide
Ed
Ed Anderson
Rv-6A N494BW Rotary Powered
Matthews, NC
eanderson(at)carolina.rr.com
http://www.andersonee.com
http://www.dmack.net/mazda/index.html
http://www.flyrotary.com/
http://members.cox.net/rogersda/rotary/configs.htm#N494BW
http://www.rotaryaviation.com/Rotorhead%20Truth.htm
-----Original Message-----
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Dale Ellis
Sent: Friday, May 28, 2010 2:41 PM
Subject: RV-List: Using Stainless Steel Tape on the flaps
I am sure that someone has used stainless steel tape (available from
JC Whitney) on the leading edge of the flaps rather then the UHMW tape
that Vans recommends/sells.
If you have, would you share your experience with that product.
Thanks and have a safe Memorial Day holiday.
Dale
________________________________________________________________________________
| From: | RV6 Flyer <rv6_flyer(at)hotmail.com> |
| Subject: | Using Stainless Steel Tape on the flaps |
I have had the Stainless Steel tape since before first flight in September
1997. Van use to recommend it but switched to the UHMW when they could not
get good batches of the stainless tape.
Yes what I have came from Van's but it said JC Whitney on the box.
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell=2C
2=2C377+ Flying Hours So. CA=2C USA
> Date: Fri=2C 28 May 2010 14:41:11 -0400
> Subject: RV-List: Using Stainless Steel Tape on the flaps
> From: rv8builder.kd0m(at)gmail.com
> To: rv-list(at)matronics.com=3B rv8-list(at)matronics.com
>
>
> I am sure that someone has used stainless steel tape (available from
> JC Whitney) on the leading edge of the flaps rather then the UHMW tape
> that Vans recommends/sells.
>
> If you have=2C would you share your experience with that product.
>
> Thanks and have a safe Memorial Day holiday.
>
> Dale
>
===========
===========
===========
===========
>
>
>
_________________________________________________________________
The New Busy is not the too busy. Combine all your e-mail accounts with Hot
mail.
http://www.windowslive.com/campaign/thenewbusy?tile=multiaccount&ocid=P
ID28326::T:WLMTAGL:ON:WL:en-US:WM_HMP:042010_4
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Livermore To Salinas In 30 Minutes... Phase 1 Pirep! |
Wow, what a beautiful evening for a flight in a brand new RV-8! The sky was clear;
the clouds were few, the wind was low. I decided to fly over to Salinas
airport and clocked in at exactly 30 minutes! I was down to about 1/3 tanks,
so I gassed up. Kind of pricey, though, at $4.75/gal. There's a really nice
cafe' there at the airport so I'll definitely be heading back there for a greasy
cheese burger at some point! In one of the hangers I peered in and saw not
only a sweet RV-8 in RED, but also a sweet RV-10! Turns out that both built
and owned by the same guy! Imagine, having two homebuilt airplanes! That's crazy!
Oh...
I walked around the corner and found the airplane paint shop the Livermore airport
guys have been telling me about, T&P Aero Refinishers. Best of all, the owner
was there and I got the tour and we talked about paint jobs. He recommended
against Candy Apple (transparent red over silver or gold), because of the
rivets. I guess the gold/silver pools in the rivets and there's no way to get
a good look. But, there are some paints that will give a very similar look in
a single stage. He also said that clear coating wouldn't be a problem. He's
going to write me up a quote next week, and I'm on the calendar for October
2010 to get painted! Yahoo!
The flight home was simply beautiful! The sun was low in the sky and there was
just enough time when I got back to Livermore to shoot about 5 or 6 touch-n-goes!
The sun dropped behind the hill just as finished my last one! Sweet!
The Airplane Flying HOBBS meter now reports 20.3 hours!! So far no major issues.
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: Phase 1 Test Flying - 20.3 Hours And Counting!
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Livermore To Salinas In 30 Minutes... Phase 1 Pirep! |
Wow, what a beautiful evening for a flight in a brand new RV-8! The sky was clear;
the clouds were few, the wind was low. I decided to fly over to Salinas
airport and clocked in at exactly 30 minutes! I was down to about 1/3 tanks,
so I gassed up. Kind of pricey, though, at $4.75/gal. There's a really nice
cafe' there at the airport so I'll definitely be heading back there for a greasy
cheese burger at some point! In one of the hangers I peered in and saw not
only a sweet RV-8 in RED, but also a sweet RV-10! Turns out that both built
and owned by the same guy! Imagine, having two homebuilt airplanes! That's crazy!
Oh...
I walked around the corner and found the airplane paint shop the Livermore airport
guys have been telling me about, T&P Aero Refinishers. Best of all, the owner
was there and I got the tour and we talked about paint jobs. He recommended
against Candy Apple (transparent red over silver or gold), because of the
rivets. I guess the gold/silver pools in the rivets and there's no way to get
a good look. But, there are some paints that will give a very similar look in
a single stage. He also said that clear coating wouldn't be a problem. He's
going to write me up a quote next week, and I'm on the calendar for October
2010 to get painted! Yahoo!
The flight home was simply beautiful! The sun was low in the sky and there was
just enough time when I got back to Livermore to shoot about 5 or 6 touch-n-goes!
The sun dropped behind the hill just as finished my last one! Sweet!
The Airplane Flying HOBBS meter now reports 20.3 hours!! So far no major issues.
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: Phase 1 Test Flying - 20.3 Hours And Counting!
________________________________________________________________________________
| From: | Rick Galati <rick6a(at)yahoo.com> |
| Subject: | RE: Using Stainless Steel Tape on the flaps |
Since my RV-6A is mostly polished, I applied the JC Whitney stainless steel tape
on the wing flaps perceiving the choice as more cosmetically pleasing than the
UHMW alternative and its translucent look that tends to stand out. The S.S.
tape readily accepts polishing and has performed very well except that after
several years, the edges are beginning to lift in a few places. It has very sharp
edges indeed. At the time, I was not aware of the techinque, but if I ever
replace that tape I will take the time to remove the flaps and install the tape
underneath the wing skins where it will serve its anti-chaffing function while
remaining out of sight.
Rick Galati
________________________________________________________________________________
| From: | Denis Walsh <denis.walsh(at)comcast.net> |
| Subject: | Re: Using Stainless Steel Tape on the flaps |
I have stainless steel tape. It certainly has lasted a long time and
looks ok. Eventually I added some UHMW tape to the upper wing surface
which meets the steel tape.
I personally prefer the plastic. It offers less friction, doesn't
wrinkle like the steel and doesn't cut fingers. Also easier to apply.
I consider the steel tape an ugly pain in the arse but it won't wear
out so I still got it.
Maybe its just me? I can't seem to wear out the plane either. 2485
hours now in 13 years.
N133DW RV 6A
On May 28, 2010, at 9:49 , RV6 Flyer wrote:
> I have had the Stainless Steel tape since before first flight in
> September 1997. Van use to recommend it but switched to the UHMW
> when they could not get good batches of the stainless tape.
>
> Yes what I have came from Van's but it said JC Whitney on the box.
>
> Gary A. Sobek
> "My Sanity" RV-6 N157GS O-320 Hartzell,
> 2,377+ Flying Hours So. CA, USA
>
>
> > Date: Fri, 28 May 2010 14:41:11 -0400
> > Subject: RV-List: Using Stainless Steel Tape on the flaps
> > From: rv8builder.kd0m(at)gmail.com
> > To: rv-list(at)matronics.com; rv8-list(at)matronics.com
> >
>
> >
> > I am sure that someone has used stainless steel tape (available from
> > JC Whitney) on the leading edge of the flaps rather then the UHMW
> tape
> > that Vans recommends/sells.
> >
> > If you have, would you share your experience with that product.
> >
> > Thanks and have a safe Memorial Day holiday.
> >
> > Dale
> >
> ===
> >
> >
> >
>
> The New Busy is not the too busy. Combine all your e-mail accounts
> with Hotmail. Get busy.
>
>
________________________________________________________________________________
| Subject: | Fly from your home! Tennessee home with airstrip for sale! |
| From: | "Ratherfly" <longmeadowfarm(at)aol.com> |
Imagine working on your airplane. That's not hard to do, we spend a lot of
time doing that. But imagine you didn't have to leave home to do it!
Tennessee Home with a 90/60 attached hangar is for sale by owner. 3000 sf contemporary
home, with 3 bedrooms, 3 baths, and a hangar. How great is that? Hangar
even has a full bath so that you can wash away all the grit and grime before
stepping inside your home.
Pristine property located in the heart of horse country. Up to 40 acres
available. Main home with hangar and airstrip carries 21.15 acres. Two
approved building lots and an additional ranch home by the same seller.
Low taxes and low cost of living make this an ideal place to live far from the
hustle and bustle of city living. Spend quiet evenings sitting on the veranda
and see stars you didn't know the heavens held.
Peace and quiet, that's Longmeadow Farm!
http://tinyurl.com/ownyourdream
For now, for sale by owner. Call soon!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=299293#299293
________________________________________________________________________________
| From: | david cook <davercook1501(at)yahoo.com> |
| Subject: | Trouble with Altimeter |
Hi All
My altimeter just went crazy. Jumped in the ole 6 and spotted the altitude had
gone up 300 feet. Reset to field elevation and the pressure reading was 28.7.
I looked around an there was no hurricane in sight.
Any one have an explanation. The unit is only 3 years old from Vans. Do I just
reset it or is there a problem?
Dave
David R. Cook
N815DC RV-6
Flying
________________________________________________________________________________
| From: | "n801bh(at)netzero.com" <n801bh(at)netzero.com> |
| Subject: | Re: Trouble with Altimeter |
If it is a Falcon one that's about 5 years old it is time to buy a new a
ltimeter.
Ben Haas
N801BH
www.haaspowerair.com
---------- Original Message ----------
From: david cook <davercook1501(at)yahoo.com>
Subject: RV-List: Trouble with Altimeter
Date: Sat, 29 May 2010 17:37:40 -0700 (PDT)
Hi All
My altimeter just went crazy. Jumped in the ole 6 and spotted the altitu
de had gone up 300 feet. Reset to field elevation and the pressure readi
ng was 28.7. I looked around an there was no hurricane in sight.
Any one have an explanation. The unit is only 3 years old from Vans. Do
I just reset it or is there a problem?
Dave
David R. CookN815DC RV-6Flying
========================
========================
========================
========================
========================
========================
========================
=======
____________________________________________________________
Penny Stock Jumping 2000%
Sign up to the #1 voted penny stock newsletter for free today!
http://thirdpartyoffers.netzero.net/TGL3241/4c01befa6340cf434fst03vuc
________________________________________________________________________________
| From: | "John D." <altoq(at)cebridge.net> |
| Subject: | Re: Trouble with Altimeter |
Dose the altimeter have a slot head screw next to the adjustment knob?
John D
From: david cook
Sent: Saturday, May 29, 2010 7:37 PM
Subject: RV-List: Trouble with Altimeter
Hi All
My altimeter just went crazy. Jumped in the ole 6 and spotted the
altitude had gone up 300 feet. Reset to field elevation and the pressure
reading was 28.7. I looked around an there was no hurricane in sight.
Any one have an explanation. The unit is only 3 years old from Vans. Do
I just reset it or is there a problem?
Dave
David R. Cook
N815DC RV-6
Flying
________________________________________________________________________________
| Subject: | Re: Trouble with Altimeter |
| From: | kellemsm(at)yahoo.com |
Some do and some don't
Sent via BlackBerry by AT&T
-----Original Message-----
From: "John D." <altoq(at)cebridge.net>
Date: Sat, 29 May 2010 21:23:00
Subject: Re: RV-List: Trouble with Altimeter
This is a multi-part message in MIME format.
________________________________________________________________________________
| Subject: | Doug Gardner N456DG |
| From: | cbrxxdrv(at)aol.com |
This is a post that I hate to make but I feel that Doug had many people he
knew on this list. Doug and I meet through VAF.
No second guessing no arm chair quarter backing. Last Sunday morningwhile
flying to Sebring FL from Lakeland with 6 friends (and 5 otherplanes) for
Breakfast Doug Crashed. We were there.....in front andbehind and we still
search for answers as will the NTSB. It was a sadday and it all happened
very quick. You give a thumbs up at the holdline and 20 minutes later you
r friend is gone.
It was a normal flight....one we have made many times. He was behind meand
it all seemed fine when he called in his positions....nothingstrange good
spacing, just a horrific crash off the airportproperty.....so if you ask
, what happened.....I have no clue. Hecrashed, I wish I had the answers.
For those that met Doug you knew he was a great guy and will be missed.Bel
ow is part of an e-mail from his brother to get the word out tothose that
are close by and knew Doug.
Sal Capra
Lakeland FL
N898SC
To all of Doug's Friends,
Thank You for your thoughts and Prayers ! Please Join Us and CelebrateDoug
's Wonderful Life Next Wednesday at 2:30 PM at Crystal BeachCommunity Chur
ch in Crystal Beach, FL. Please pass the word as I know Imay have missed
some of Doug's friends and business associates in thisemail.
Fred Gardner
Crystal Beach Community Church
625 Crystal Beach Avenue
Crystal Beach, FL 34681
________________________________________________________________________________
| From: | Jerry Springer <jsflyrv(at)verizon.net> |
| Subject: | Re: Doug Gardner N456DG |
Sad to hear, thoughts and prayers for his family.
This has not been a good month for RVs, what is going on out there
Jerry
cbrxxdrv(at)aol.com wrote:
>
> This is a post that I hate to make but I feel that Doug had many
> people he knew on this list. Doug and I meet through VAF.
>
> No second guessing no arm chair quarter backing. Last Sunday morning
> while flying to Sebring FL from Lakeland with 6 friends (and 5 other
> planes) for Breakfast Doug Crashed. We were there.....in front and
> behind and we still search for answers as will the NTSB. It was a sad
> day and it all happened very quick. You give a thumbs up at the hold
> line and 20 minutes later your friend is gone.
>
> It was a normal flight....one we have made many times. He was behind
> me and it all seemed fine when he called in his positions....nothing
> strange good spacing, just a horrific crash off the airport
> property.....so if you ask , what happened.....I have no clue. He
> crashed, I wish I had the answers.
>
>
> For those that met Doug you knew he was a great guy and will be
> missed. Below is part of an e-mail from his brother to get the word
> out to those that are close by and knew Doug.
>
> Sal Capra
> Lakeland FL
> N898SC
>
>
> To all of Doug's Friends,
>
> Thank You for your thoughts and Prayers ! Please Join Us and Celebrate
> Doug's Wonderful Life Next Wednesday at 2:30 PM at Crystal Beach
> Community Church in Crystal Beach, FL. Please pass the word as I know
> I may have missed some of Doug's friends and business associates in
> this email.
>
> Fred Gardner
>
> Crystal Beach Community Church
> 625 Crystal Beach Avenue
> Crystal Beach, FL 34681
> *
>
>
> *
> ------------------------------------------------------------------------
>
>
> Checked by AVG - www.avg.com
>
>
________________________________________________________________________________
| From: | "Richard Dudley" <rhdudley1(at)bellsouth.net> |
| Subject: | Re: Trouble with Altimeter |
At about five years, I found my Falcon altimeter showing about 3000 feet
sitting in the hangar at field elevation of about 50 feet. It could not
be re-adjusted and continued to climb sitting in the hangar. My solution
was to replace it with a non-Falcon instrument at about 3X the cost.
Richard Dudey
----- Original Message -----
From: n801bh(at)netzero.com
To: rv-list(at)matronics.com
Sent: Saturday, May 29, 2010 9:25 PM
Subject: Re: RV-List: Trouble with Altimeter
If it is a Falcon one that's about 5 years old it is time to buy a new
altimeter.
Ben Haas
N801BH
www.haaspowerair.com
---------- Original Message ----------
From: david cook <davercook1501(at)yahoo.com>
To: RV-List
Subject: RV-List: Trouble with Altimeter
Date: Sat, 29 May 2010 17:37:40 -0700 (PDT)
Hi All
My altimeter just went crazy. Jumped in the ole 6 and spotted the
altitude had gone up 300 feet. Reset to field elevation and the pressure
reading was 28.7. I looked around an there was no hurricane in sight.
Any one have an explanation. The unit is only 3 years old from Vans.
Do I just reset it or is there a problem?
Dave
David R. Cook
N815DC RV-6
Flying
tp://www.matronics.com/Navigator?RV-List
tronics.com
www.matronics.com/contribution
____________________________________________________________
Penny Stock Jumping 2000%
Sign up to the #1 voted penny stock newsletter for free today!
AwesomePennyStocks.com
________________________________________________________________________________
| From: | "Kyle Boatright" <kboatright1(at)comcast.net> |
| Subject: | Re: Trouble with Altimeter |
The expensive ones fail too. Mine did about 3-4 years ago. I was
returning from a trip and descended to what my eyeballs thought was
pattern altitude, checked the altimeter and it was showing 3,000' higher
than my eyeballs. I tapped it and it unfroze, moved a bit, and stuck.
I had it fixed (and re-calibrated) by a shop in San Antonio. Don't
remember the name of the shop, but the cost was ~$100 and I had the
altimeter back in a week.
If you look throught the RV-list archives (or the RV list Yeller Pages),
you should be able to find the company.
Kyle Boatright
----- Original Message -----
From: Richard Dudley
To: rv-list(at)matronics.com
Sent: Sunday, May 30, 2010 8:56 AM
Subject: Re: RV-List: Trouble with Altimeter
At about five years, I found my Falcon altimeter showing about 3000
feet sitting in the hangar at field elevation of about 50 feet. It could
not be re-adjusted and continued to climb sitting in the hangar. My
solution was to replace it with a non-Falcon instrument at about 3X the
cost.
Richard Dudey
----- Original Message -----
From: n801bh(at)netzero.com
To: rv-list(at)matronics.com
Sent: Saturday, May 29, 2010 9:25 PM
Subject: Re: RV-List: Trouble with Altimeter
If it is a Falcon one that's about 5 years old it is time to buy a
new altimeter.
Ben Haas
N801BH
www.haaspowerair.com
---------- Original Message ----------
From: david cook <davercook1501(at)yahoo.com>
To: RV-List
Subject: RV-List: Trouble with Altimeter
Date: Sat, 29 May 2010 17:37:40 -0700 (PDT)
Hi All
My altimeter just went crazy. Jumped in the ole 6 and spotted the
altitude had gone up 300 feet. Reset to field elevation and the pressure
reading was 28.7. I looked around an there was no hurricane in sight.
Any one have an explanation. The unit is only 3 years old from
Vans. Do I just reset it or is there a problem?
Dave
David R. Cook
N815DC RV-6
Flying
tp://www.matronics.com/Navigator?RV-List
tronics.com
www.matronics.com/contribution
____________________________________________________________
Penny Stock Jumping 2000%
Sign up to the #1 voted penny stock newsletter for free today!
AwesomePennyStocks.com
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: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
SNIP >>>>Since my RV-6A is mostly polished, I applied the JC Whitney stainless
steel tape
on the wing flaps perceiving the choice as more cosmetically pleasing than the
UHMW alternative and its translucent look that tends to stand out. The S.S.
tape readily accepts polishing and has performed very well except that after
several years, the edges are beginning to lift in a few places.<<<http://www.flyboyaccessories.com/store/index.php?main_page=product_info&cPath=1&products_id=256
Thanks,
Vince
www.flyboyaccessories.com
________________________________________________________________________________
| From: | "R.C. Flyer" <smirdrv(at)hotmail.com> |
I recently spoke to the mechanic who is checking out my mags..... says the
y're in good shape and only need the oil seals replaced. My FWF system def
initely needs the shower of sparks to run. So if anyone has one they're not
using=2C or know of one available=2C let me know. One other question.....
Tony B's FWF Book shows a diagram of an Ignition set up with S.O.S. using a
Key Ignition Switch. Is it possible to use the S.O.S. using Toggles for th
e power management? If so=2C does someone have a schematic of how to wire
it up? Thanks in advance.
R.C.
_________________________________________________________________
The New Busy is not the old busy. Search=2C chat and e-mail from your inbox
.
http://www.windowslive.com/campaign/thenewbusy?ocid=PID28326::T:WLMTAGL:O
N:WL:en-US:WM_HMP:042010_3
________________________________________________________________________________
| Subject: | Re: engine loping |
| From: | thomas sargent <sarg314(at)gmail.com> |
To finish out this thread - I repeated the process I went through that
started it. I taxied to the pumps, and let the plane sit there
heat-soaking the engine while I fumbled around for half an hour calibrating
the right fuel level probe. However, before I restarted the engine, I used
the purge valve (this is an AFP installation) and boost pump to pump fuel
through the system for 30 seconds before starting. There was no problem
taxiing back to the hangar. So, I think the problem was just vapor lock
that wasn't quite bad enough to stop the engine completely.
--
Tom Sargent
________________________________________________________________________________
| From: | "Ralph E. Capen" <recapen(at)earthlink.net> |
| Subject: | Re: engine loping |
Thanks for closing the loop on this one.
Ralph
Just got back from a fuel injector balance data collection test flight - and getting
ready to change the oil.....
More on that later.....
-----Original Message-----
>From: thomas sargent <sarg314(at)gmail.com>
>Sent: May 31, 2010 11:08 AM
>To: rv-list(at)matronics.com
>Subject: Re: RV-List: engine loping
>
>To finish out this thread - I repeated the process I went through that
>started it. I taxied to the pumps, and let the plane sit there
>heat-soaking the engine while I fumbled around for half an hour calibrating
>the right fuel level probe. However, before I restarted the engine, I used
>the purge valve (this is an AFP installation) and boost pump to pump fuel
>through the system for 30 seconds before starting. There was no problem
>taxiing back to the hangar. So, I think the problem was just vapor lock
>that wasn't quite bad enough to stop the engine completely.
>--
>Tom Sargent
________________________________________________________________________________
| From: | RICHARD MILLER <rickpegser(at)yahoo.com> |
| Subject: | Re: Mags: Ignition |
check here
www.tcmlink.com/pdf2/SIL648.pdf
-
rick
--- On Sun, 5/30/10, R.C. Flyer wrote:
From: R.C. Flyer <smirdrv(at)hotmail.com>
Subject: RV-List: Mags: Ignition
Date: Sunday, May 30, 2010, 11:29 PM
-I recently spoke to the mechanic who is checking out my mags..... says t
hey're in good shape and only need the oil seals replaced.--My FWF-sy
stem definitely needs-the shower of sparks to run. So if anyone has one t
hey're not using, or know of one available, let me know. One other question
..... Tony B's FWF Book shows a diagram of an Ignition set up with S.O.S. u
sing a Key Ignition Switch. Is it possible to use the S.O.S. using Toggles
for the power management?- If so, does someone have a schematic of how to
wire it up? Thanks in advance. R.C.
The New Busy is not the old busy. Search, chat and e-mail from your inbox.
Get started.
=0A=0A=0A
________________________________________________________________________________
| Subject: | Re: capacitive fuel probes (was: engine loping) |
| From: | thomas sargent <sarg314(at)gmail.com> |
Matt:
FYI I calibrated my right tank Princeton fuel level sensor. I should
mention that mine are the 2 set-point models. I doubt that makes much
difference since that is probably just a software issue. At any rate both
sensors seem to be working. The right one never shows more than 3/4 full,
the left gets up to about 7/8. But they are repeatable. I'm not flying
yet, so I haven't run the tanks down to see how it behaves. I did drain
about 5 gal out of each tank (I don't want to do first flight with
completely full tanks), but that didn't bring the level down far enough to
register any change. The 6A tanks are 19 gallons, so they still each have
at least 14 gallons in them which probably still has the probes completely
submerged.
On Sun, May 23, 2010 at 7:17 PM, thomas sargent wrote:
> Matt:
> Mine were pre-bent for the 6A. Maybe that makes a difference, I don't
> know. Your experience and Dan's leaves me expecting lots of problems.
> I'll keep the list appraised of my results.
>
>
> Hi Tom,
>>>
>>> I'm really interested in your accuracy reports. Please post when you
>>> have some data. So far, mine are completely worthless. I'm thinking of
>>> recalibrating, but the first time I did the procedure went perfectly on both
>>> sides so I'm thinking that won't change anything.
>>>
>>> Were your prebend by Princeton for the RV tanks? Kind of a "U" shape?
>>>
>>> Matt
>>>
>>>
> --
> Tom Sargent
>
--
Tom Sargent
________________________________________________________________________________
| From: | david cook <davercook1501(at)yahoo.com> |
| Subject: | Re: Trouble with Altimeter |
Thanks for the replies. I will let you know the end result.
David R. Cook
N815DC RV-6
Flying
________________________________
From: david cook <davercook1501(at)yahoo.com>
Sent: Sat, May 29, 2010 8:37:40 PM
Subject: RV-List: Trouble with Altimeter
Hi All
My altimeter just went crazy. Jumped in the ole 6 and spotted the altitude had
gone up 300 feet. Reset to field elevation and the pressure reading was 28.7.
I looked around an there was no hurricane in sight.
Any one have an explanation. The unit is only 3 years old from Vans. Do I just
reset it or is there a problem?
Dave
David R. Cook
N815DC RV-6
Flying
________________________________________________________________________________
| Subject: | Fixing a bad hole... |
| From: | Chris Colohan <rv10(at)colohan.com> |
I've reached the horizontal stabilizer in building my RV-10. While drilling
the 3/32" holes in the spar doublers for the forward spar, I mucked one of
the holes up.
In particular, the drill appears to have slid about 3/32" sideways while
drilling, mis-placing the hole by 3/32". Perhaps better explained through
pictures:
http://picasaweb.google.com/lh/photo/YZEMcGR7IQ7RKKSRLDgTIKIqw9YRHPUJIjz5HHlTjwc?feat=directlink
http://picasaweb.google.com/lh/photo/eN0TsDBeAFqGoRwnEt8-s6Iqw9YRHPUJIjz5HHlTjwc?feat=directlink
http://picasaweb.google.com/lh/photo/e83Ltq54S8AOdpT-fXhSuKIqw9YRHPUJIjz5HHlTjwc?feat=directlink
http://picasaweb.google.com/lh/photo/JklKOOxA-qYDu9BtPMZJeKIqw9YRHPUJIjz5HHlTjwc?feat=directlink
So I know how to fix a hole when you make it slightly too large -- you drill
it out larger and put an "oops" rivet in it. But what can you do to fix a
hole which is misplaced? Is there a good fix for this? Drilling a hole
large enough to cover this error would take a rivet larger than 1/8"...
(At worst, I can just replace the spar -- I have a spare, due to an earlier
error that Van's made, and so I'd just need to order some new spar doublers.
But I'd like to first learn if I can fix this one.)
Also, while I have your ear -- I made this error while using a brand new
Rigid Cobalt drill bit (like this one:
http://www.ridgid.com/Tools/332-Cobalt-Drill-Bit/EN/index.htm). The bit
appears to be able to cut sideways just as well (or even better) than it can
drill straight ahead in aluminum. It also takes about 20-30 seconds per
hole drilling at 4000rpm (assuming my air drill is making its rated speed)
while applying moderate pressure. Is this a known problem with this type of
bit, or is my drilling technique off? I've ordered some "aviation" 3/32"
bits from Avery, but wanted to know if I should expect it to be easier to
drill straight with those bits.
Thanks!
Chris
________________________________________________________________________________
| From: | <densing(at)carolina.rr.com> |
| Subject: | Re: Fixing a bad hole... |
If you are drilling holes for 3/32" rivets, shouldn't you be using a #40 drill
and not a 3/32"?
---- Chris Colohan wrote:
> I've reached the horizontal stabilizer in building my RV-10. While drilling
> the 3/32" holes in the spar doublers for the forward spar, I mucked one of
> the holes up.
________________________________________________________________________________
| Subject: | Re: Fixing a bad hole... |
| From: | Richard Martin <martinaerodrome(at)gmail.com> |
Use pilot point drill bits available at any good hardware store. Don't
waste your time at Harbor Freight etc.
Dick Martin
RV8 N233M
the fast one
On Mon, May 31, 2010 at 11:51 PM, Chris Colohan wrote:
> I've reached the horizontal stabilizer in building my RV-10. While
> drilling the 3/32" holes in the spar doublers for the forward spar, I mucked
> one of the holes up.
>
> In particular, the drill appears to have slid about 3/32" sideways while
> drilling, mis-placing the hole by 3/32". Perhaps better explained through
> pictures:
>
>
> http://picasaweb.google.com/lh/photo/YZEMcGR7IQ7RKKSRLDgTIKIqw9YRHPUJIjz5HHlTjwc?feat=directlink
>
> http://picasaweb.google.com/lh/photo/eN0TsDBeAFqGoRwnEt8-s6Iqw9YRHPUJIjz5HHlTjwc?feat=directlink
>
> http://picasaweb.google.com/lh/photo/e83Ltq54S8AOdpT-fXhSuKIqw9YRHPUJIjz5HHlTjwc?feat=directlink
>
> http://picasaweb.google.com/lh/photo/JklKOOxA-qYDu9BtPMZJeKIqw9YRHPUJIjz5HHlTjwc?feat=directlink
>
> So I know how to fix a hole when you make it slightly too large -- you
> drill it out larger and put an "oops" rivet in it. But what can you do to
> fix a hole which is misplaced? Is there a good fix for this? Drilling a
> hole large enough to cover this error would take a rivet larger than 1/8"...
>
> (At worst, I can just replace the spar -- I have a spare, due to an earlier
> error that Van's made, and so I'd just need to order some new spar doublers.
> But I'd like to first learn if I can fix this one.)
>
> Also, while I have your ear -- I made this error while using a brand new
> Rigid Cobalt drill bit (like this one:
> http://www.ridgid.com/Tools/332-Cobalt-Drill-Bit/EN/index.htm). The bit
> appears to be able to cut sideways just as well (or even better) than it can
> drill straight ahead in aluminum. It also takes about 20-30 seconds per
> hole drilling at 4000rpm (assuming my air drill is making its rated speed)
> while applying moderate pressure. Is this a known problem with this type of
> bit, or is my drilling technique off? I've ordered some "aviation" 3/32"
> bits from Avery, but wanted to know if I should expect it to be easier to
> drill straight with those bits.
>
> Thanks!
>
> Chris
>
> *
>
> *
>
>
________________________________________________________________________________
| From: | rv6(at)grandecom.net |
| Subject: | Re: Fixing a bad hole... |
Quoting Richard Martin
You might consider a # 8 screw and lock nut.
T Jones
RV9A
> Use pilot point drill bits available at any good hardware store. Don't
> waste your time at Harbor Freight etc.
> Dick Martin
> RV8 N233M
> the fast one
>
> On Mon, May 31, 2010 at 11:51 PM, Chris Colohan wrote:
>
>> I've reached the horizontal stabilizer in building my RV-10. While
>> drilling the 3/32" holes in the spar doublers for the forward spar, I mucked
>> one of the holes up.
>>
>> In particular, the drill appears to have slid about 3/32" sideways while
>> drilling, mis-placing the hole by 3/32". Perhaps better explained through
>> pictures:
>>
>>
>> http://picasaweb.google.com/lh/photo/YZEMcGR7IQ7RKKSRLDgTIKIqw9YRHPUJIjz5HHlTjwc?feat=directlink
>>
>> http://picasaweb.google.com/lh/photo/eN0TsDBeAFqGoRwnEt8-s6Iqw9YRHPUJIjz5HHlTjwc?feat=directlink
>>
>> http://picasaweb.google.com/lh/photo/e83Ltq54S8AOdpT-fXhSuKIqw9YRHPUJIjz5HHlTjwc?feat=directlink
>>
>> http://picasaweb.google.com/lh/photo/JklKOOxA-qYDu9BtPMZJeKIqw9YRHPUJIjz5HHlTjwc?feat=directlink
>>
>> So I know how to fix a hole when you make it slightly too large -- you
>> drill it out larger and put an "oops" rivet in it. But what can you do to
>> fix a hole which is misplaced? Is there a good fix for this? Drilling a
>> hole large enough to cover this error would take a rivet larger than 1/8"...
>>
>> (At worst, I can just replace the spar -- I have a spare, due to an earlier
>> error that Van's made, and so I'd just need to order some new spar doublers.
>> But I'd like to first learn if I can fix this one.)
>>
>> Also, while I have your ear -- I made this error while using a brand new
>> Rigid Cobalt drill bit (like this one:
>> http://www.ridgid.com/Tools/332-Cobalt-Drill-Bit/EN/index.htm). The bit
>> appears to be able to cut sideways just as well (or even better) than it can
>> drill straight ahead in aluminum. It also takes about 20-30 seconds per
>> hole drilling at 4000rpm (assuming my air drill is making its rated speed)
>> while applying moderate pressure. Is this a known problem with this type of
>> bit, or is my drilling technique off? I've ordered some "aviation" 3/32"
>> bits from Avery, but wanted to know if I should expect it to be easier to
>> drill straight with those bits.
>>
>> Thanks!
>>
>> Chris
>>
>> *
>>
>> *
>>
>>
>
________________________________________________________________________________
| Subject: | Stormy's Fly-In 2010 |
| From: | Bill Boyd <sportav8r(at)gmail.com> |
Hi, folks! It's June already - time for the 2010 river-float/BBQ fly-in at
the Boyds' place.
Location: Hop-Along Airfield, identifier 12VA - 2100 x 50 ft turf strip
between Roanoke and Hot Springs, VA.
Date: Saturday, June 26, 2010
Time: Arrivals welcome from 9 AM to Noon (or later, if need be).
Schedule: BBQ lunch at 12:00
River float at 14:00 (Takes 1.5 - 2 hours)
Activities available: Billiards, horse shoes, frisbee, hot tub, camp fire,
chip & putt...
(R.O.N. camping is available the night before and /or after the Fly-In.
Contact us ahead of time if you want to take advantage of this, please.)
Updates and more details to follow... We're looking forward to having y'all
back this year!
-Bill & Miriam Boyd
________________________________________________________________________________
| From: | John Bright <john_s_bright(at)yahoo.com> |
| Subject: | Re: Fixing a bad hole... |
It's only one hole of tens... not a structural issue... you could do your best
with an oops rivet and move on. Is it a cosmetic issue with the skin? You don't
show the skin... is the skin bungled-up also? You could fill around it on the
exterior skin cosmetically with pro-seal when you mix it for the tanks.
I like the 135 degree split points. IMO cobalt or TiN or whatever does not matter
to us with this aluminum. Split points have less tendency to walk than 118
degree non split points but they will still walk. All drills make triangular holes
in thin sheet metal.
I use an electric drill that spins maybe 2,400 rpm and I go thru skin and doubler
in 1 or 2 seconds. I don't know what's going on with 20-30 seconds but something
is wrong.
Thanks,
John Bright
o:757-864-2305
c:757-812-1909
________________________________
From: Chris Colohan <rv10(at)colohan.com>
Sent: Tue, June 1, 2010 12:51:12 AM
Subject: RV-List: Fixing a bad hole...
I've reached the horizontal stabilizer in building my RV-10. While drilling the
3/32" holes in the spar doublers for the forward spar, I mucked one of the holes
up.
In particular, the drill appears to have slid about 3/32" sideways while drilling,
mis-placing the hole by 3/32". Perhaps better explained through pictures:
http://picasaweb.google.com/lh/photo/YZEMcGR7IQ7RKKSRLDgTIKIqw9YRHPUJIjz5HHlTjwc?feat=directlink
http://picasaweb.google.com/lh/photo/eN0TsDBeAFqGoRwnEt8-s6Iqw9YRHPUJIjz5HHlTjwc?feat=directlink
http://picasaweb.google.com/lh/photo/e83Ltq54S8AOdpT-fXhSuKIqw9YRHPUJIjz5HHlTjwc?feat=directlink
http://picasaweb.google.com/lh/photo/JklKOOxA-qYDu9BtPMZJeKIqw9YRHPUJIjz5HHlTjwc?feat=directlink
So I know how to fix a hole when you make it slightly too large -- you drill it
out larger and put an "oops" rivet in it. But what can you do to fix a hole
which is misplaced? Is there a good fix for this? Drilling a hole large enough
to cover this error would take a rivet larger than 1/8"...
(At worst, I can just replace the spar -- I have a spare, due to an earlier error
that Van's made, and so I'd just need to order some new spar doublers. But
I'd like to first learn if I can fix this one.)
Also, while I have your ear -- I made this error while using a brand new Rigid Cobalt drill bit (like this one: http://www.ridgid.com/Tools/332-Cobalt-Drill-Bit/EN/index.htm). The bit appears to be able to cut sideways just as well (or even better) than it can drill straight ahead in aluminum. It also takes about 20-30 seconds per hole drilling at 4000rpm (assuming my air drill is making its rated speed) while applying moderate pressure. Is this a known problem with this type of bit, or is my drilling technique off? I've ordered some "aviation" 3/32" bits from Avery, but wanted to know if I should expect it to be easier to drill straight with those bits.
Thanks!
Chris
________________________________________________________________________________
| Subject: | Re: Fixing a bad hole... |
| From: | Chris Colohan <rv10(at)colohan.com> |
This is a slightly unusual assembly in the RV-10.
The spar comes pre-drilled with undersized holes in the flange. The doubler
comes with no holes.
You clamp the doubler on the spar, and drill through the existing spar
flange holes and through the doubler with a 3/32" drill. When you later
assemble the whole thing with the skin in place, you match drill everything
(including the skin) with a #40 drill.
So for this hole I've messed up the spar flange and doubler, and now have a
misplaced hole to go under my pre-drilled skin (which I have not touched
yet). I was hoping to find a solution which does not involve: (a) drilling
another hole right next to the first mistake, since that would weaken the
spar flange, or (b) making my skin look ugly. I fear this solution doesn't
exist...
April 22, 2010 - June 01, 2010
RV-Archive.digest.vol-ul