________________________________________________________________________________
From: 
"Carl Froehlich" <carl.froehlich(at)verizon.net>
Subject: 
RE: RV8-List: High Oil Temp Issues - RV-8A
Date: 
Jun 03, 2011
      
      A couple of thoughts:
      
      1.      I assume you have a 200+HP engine with perhaps high compression
      pistons.  You are starting out with a oil cooling challenge as (my
      understanding) oil has higher cooling load on angle head engines as compared
      with heat removed via air passing around the cylinders.
      
      2.      I notice you don't have ceramic coating on your exhaust pipes.  This
      helps move heat out of the cowl.
      
      3.      While the size of the air hose feed to the cooler is a factor, the
      differential pressure across the oil cooler still tends to drive the actual
      air flow.  Assuming you make no changes to increase the plenum pressure or
      reduce the aft lower cowl pressure, then you may consider moving the cooler
      to the lowest area possible and angling the air outflow more toward the exit
      ramp (which is smaller on the 8a than the 8).  On my 8A I have the cooler
      mounted on the firewall a little lower than what you have, airflow path is
      vertical (has a straight shot to the exit ramp).
      
      4.      The cooler itself has a lot to do with the how much differential
      pressure is needed to get a certain amount of air flow.  Larger air passages
      allow more airflow but less oil cooling surface area, and vice versa.  One
      model may work better than another in a particular plane.  If you have
      opportunity to swap in a different oil cooler as a test, you may get some
      useful data.
      
      
      Carl Froehlich
      
      RV-8A, 650 hrs, standard cowl and the old, small Positech cooler with fair
      results (temps always below 220).
      
      RV-10, fuselage prep for paint, James cowl with big inlet rings, larger cowl
      exhaust cross section area, changed oil cooler and oil cooler mount, and
      shielding to stop the heat muff from dumping hot air onto the fuel pump.
      
      
      From: owner-rv8-list-server(at)matronics.com
      [mailto:owner-rv8-list-server(at)matronics.com] On Behalf Of Robin Marks
      Sent: Friday, June 03, 2011 2:38 PM
      Subject: RV8-List: High Oil Temp Issues - RV-8A
      
      
      After 20+ hours of flying in which time we were resolving a Fuel Injector
      issue and a few avionics/electrical issues we are in good shape everywhere
      but Oil Temperatures which are also driving up our Cylinder Head Temps.
      
      
      We are running:
      
      
      .         IO-360 200 Hp standard compression
      
      .         James Cowl
      
      .         Metal Plenum (home built)
      
      .         New RV-10 size oil cooler (designed for 260 Hp) 
      
      .         Custom oil cooler plenum
      
      
      Photo below.
      
      
      The issue is we are seeing oil temps up to 225 when OAT's are in the low
      80's running about 23/2300, 3,000'. The CHT's are being driven up by the
      high OAT's to mid 390's.
      
      The oil cooler plenum is a BIG 4" inlet with a smooth ramp down to the
      oversized (260 Hp) oil cooler. 
      
      While we have not been trying to resolve this for very long on the 8A but we
      have a great deal of experience with oil temp issues (and the James Cowl) on
      our RV-10. The long & short of the -10 issue is the inlet rings are too
      small to properly cool the CHT/Oil. The only reason I went with the James
      cowl AGAIN on the 8A was the MUCH larger fleet of flying 6/7/8/9's with
      James cowls & few reports of cowl design issues for these models. 
      
      We have toyed with the idea of swapping out this oversized oil cooler for a
      Niagara unit but I don't see how we are going to find 25 degrees with that
      swap as this is already an oversized cooler to begin with.
      
      It would be pretty tight but doable to relocate the oil cooler closer to the
      rear baffle area but again I don't see getting 25 degrees from that. 
      
      The temp issues are the only remaining issues to resolve. Any thoughts would
      be appreciated. 
      
      
      Robin Marks
      
      RV-4                Sold                 Standard Vans Cowl - No Temp Issues
      
      RV-6A             Sold                 Standard Vans Cowl - No Temp Issues
      
      RV-10              225 Hours       James Cowl & Plenum - Significant Temp
      Issues
      
      RV-4                25 Hours         James Cowl & Metal Plenum - Significant
      Temp Issues
      
      
      Oil cooler inlet plenum 001.jpg
      
      
________________________________________________________________________________
From: 
Mike Robertson <mrobert569(at)hotmail.com>
Subject: 
High Oil Temp Issues - RV-8A
Date: 
Jun 03, 2011
      
      
      Robin=2C
      
      We had this same issue several years ago with the same engine=2C and a larg
      er oil cooler did NOT help.  Ended up opening up the air out flow area on t
      he bottom of the cowling.  The nose gear cluster adds tremendous amounts of
       turbulence.  Today I would say add outflow louvers to the bottom of the lo
      wer cowling.  There are numerous others out there that have done that with 
      great results.
      
      Mike
      
      From: robin(at)PaintTheWeb.com
      Date: Fri=2C 3 Jun 2011 11:37:56 -0700
      Subject: RV-List: High Oil Temp Issues - RV-8A
      
      
      After 20+ hours of flying in which time we were resolving a Fuel Injector i
      ssue and a few avionics/electrical issues we are in good shape everywhere b
      ut Oil Temperatures which are also driving up our Cylinder Head Temps.
       We are running:
       =B7        IO-360 200 Hp standard compression
      =B7        James Cowl
      =B7        Metal Plenum (home built)
      =B7        New RV-10 size oil cooler (designed for 260 Hp) 
      =B7        Custom oil cooler plenum
       Photo below.
       The issue is we are seeing oil temps up to 225 when OAT=92s are in the low
       80=92s running about 23/2300=2C 3=2C000=92. The CHT=92s are being driven u
      p by the high OAT=92s to mid 390=92s.
      The oil cooler plenum is a BIG 4=94 inlet with a smooth ramp down to the ov
      ersized (260 Hp) oil cooler. 
      While we have not been trying to resolve this for very long on the 8A but w
      e have a great deal of experience with oil temp issues (and the James Cowl)
       on our RV-10. The long & short of the -10 issue is the inlet rings are too
       small to properly cool the CHT/Oil. The only reason I went with the James 
      cowl AGAIN on the 8A was the MUCH larger fleet of flying 6/7/8/9=92s with J
      ames cowls & few reports of cowl design issues for these models. 
      We have toyed with the idea of swapping out this oversized oil cooler for a
       Niagara unit but I don=92t see how we are going to find 25 degrees with th
      at swap as this is already an oversized cooler to begin with.
      It would be pretty tight but doable to relocate the oil cooler closer to th
      e rear baffle area but again I don=92t see getting 25 degrees from that. 
      The temp issues are the only remaining issues to resolve. Any thoughts woul
      d be appreciated.  
      Robin MarksRV-4                Sold                 Standard Vans Cowl - No
       Temp Issues
      RV-6A             Sold                 Standard Vans Cowl - No Temp IssuesR
      V-10              225 Hours       James Cowl & Plenum ' Significant Temp 
      Issues
      RV-4                25 Hours         James Cowl & Metal Plenum ' Signific
      ant Temp Issues 
      
        		 	   		  
      
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________________________________________________________________________________
Subject: 
Re: RV8-List: High Oil Temp Issues - RV-8A
From: 
Alan Searle <alan(at)airweigh.com.au>
Date: 
Jun 04, 2011
      
      Robin,
      
      I had the same trouble with my 8, went to extremes to check it out.  The 
      temp sensor was ok as far as I could check, changed oil coolers from 
      baffle mounted to firewall with larger cooler to no avail. (etc. etc).
      
      You do not say what your instrumentation is. Mine is the Dynon D10 and 
      if you have a Dynon and have had it for a while, it may need the latest 
      software update.  The earlier software had an incorrect algorithm for a 
      particulate sensor.  I do not have time today to getup the books for 
      details but you can find it all on Dynon's blog.
      
      Cheers ..... Alan Searle .... RV8 1	80 hours.
      
      
      On 04/06/2011, at 4:37 AM, Robin Marks wrote:
      
      > After 20+ hours of flying in which time we were resolving a Fuel 
      Injector issue and a few avionics/electrical issues we are in good shape 
      everywhere but Oil Temperatures which are also driving up our Cylinder 
      Head Temps.
      >  
      > We are running:
      >  
      > =B7        IO-360 200 Hp standard compression
      > =B7        James Cowl
      > =B7        Metal Plenum (home built)
      > =B7        New RV-10 size oil cooler (designed for 260 Hp)
      > =B7        Custom oil cooler plenum
      >  
      > Photo below.
      >  
      > The issue is we are seeing oil temps up to 225 when OAT=92s are in the 
      low 80=92s running about 23/2300, 3,000=92. The CHT=92s are being driven 
      up by the high OAT=92s to mid 390=92s.
      > The oil cooler plenum is a BIG 4=94 inlet with a smooth ramp down to 
      the oversized (260 Hp) oil cooler.
      > While we have not been trying to resolve this for very long on the 8A 
      but we have a great deal of experience with oil temp issues (and the 
      James Cowl) on our RV-10. The long & short of the -10 issue is the inlet 
      rings are too small to properly cool the CHT/Oil. The only reason I went 
      with the James cowl AGAIN on the 8A was the MUCH larger fleet of flying 
      6/7/8/9=92s with James cowls & few reports of cowl design issues for 
      these models.
      > We have toyed with the idea of swapping out this oversized oil cooler 
      for a Niagara unit but I don=92t see how we are going to find 25 degrees 
      with that swap as this is already an oversized cooler to begin with.
      > It would be pretty tight but doable to relocate the oil cooler closer 
      to the rear baffle area but again I don=92t see getting 25 degrees from 
      that.
      > The temp issues are the only remaining issues to resolve. Any thoughts 
      would be appreciated.
      >  
      > Robin Marks
      > RV-4                Sold                 Standard Vans Cowl - No Temp 
      Issues
      > RV-6A             Sold                 Standard Vans Cowl - No Temp 
      Issues
      > RV-10              225 Hours       James Cowl & Plenum ' Significant 
      Temp Issues
      > RV-4                25 Hours         James Cowl & Metal Plenum ' 
      Significant Temp Issues
      >  
      > 
      >  
      
      
________________________________________________________________________________
Date: 
Jun 03, 2011
From: 
Ed Holyoke <bicyclop(at)pacbell.net>
Subject: 
Re: RE: RV8-List: High Oil Temp Issues - RV-8A
      
      
________________________________________________________________________________
From: 
Robin Marks <robin(at)PaintTheWeb.com>
Date: 
Jun 03, 2011
Subject: 
Re: RV10-List: Small Drill Driver Recommendation
      
      Thanks everyone for the Small Drill Driver recommendations. I ended up
      purchasing these for $130 delivered.
      
      I just arrived home to find them. The quality, weight & balance seem top
      drawer. Very impressed so far. I basically went this way for a few extra $
      mostly to get the second battery (2 batteries required for Hangar use). I
      consider the impact driver a throw in even though it is also of equal
      quality.
      
      
      Robin
      
      
      [image: http://ecx.images-amazon.com/images/I/41xXPGP8YHL.jpg]
      
________________________________________________________________________________
From: 
Charles Rowbotham <crowbotham(at)hotmail.com>
Subject: 
High Oil Temp Issues - RV-8A
Date: 
Jun 04, 2011
      
      
      Hi Robin=2C
      
      We had the same problem with our 8A. 
      
      While we did not have the James cowl=2C we did try a larger oil cooler and 
      oil cooler plenum with minimal improvement.
      
      What worked for us was the following: Mounted the Oil cooler directly to th
      e rear of the baffling (std Van's mounting location)(made a gasket for the 
      oil cooler to baffling for a good seal and prevent baffling cracking and in
      stalled a double set of louvers on the bottom of the cowling to increase ai
      r exit area. This worked for us. 
      
      It's worth while to note a couple of items: First the the IO-360 installati
      on is a tight fit and almost everyone we talked with who had this config ba
      ttled Oil temps=3B Second although we had originally increased the air exit
       ramp size it still was insufficient without additional venting area and Th
      ird when ever the OAT was 90+ we lowered the takeoff deck angle and as soon
       as we got to cruise altitude went Lean of Peak on the mixture (it was alwa
      ys a joy to watch the oil temps drop).
      
      I would suggest the lowers installation first followed by the directly moun
      ting the oil cooler to the rear of your baffles (or atleast shortenting the
       oil cooler plenum and making it straight path.
      
      Regrads=2C
      
      Chuck & Dave Rowbotham
      RV-8A (sold)
      
      
      From: robin(at)PaintTheWeb.com
      Date: Fri=2C 3 Jun 2011 11:37:56 -0700
      Subject: RV-List: High Oil Temp Issues - RV-8A
      
      
      After 20+ hours of flying in which time we were resolving a Fuel Injector i
      ssue and a few avionics/electrical issues we are in good shape everywhere b
      ut Oil Temperatures which are also driving up our Cylinder Head Temps.
      
      We are running:
      
      =B7        IO-360 200 Hp standard compression
      =B7        James Cowl
      =B7        Metal Plenum (home built)
      =B7        New RV-10 size oil cooler (designed for 260 Hp) 
      =B7        Custom oil cooler plenum
      
      Photo below.
      
      The issue is we are seeing oil temps up to 225 when OAT=92s are in the low 
      80=92s running about 23/2300=2C 3=2C000=92. The CHT=92s are being driven up
       by the high OAT=92s to mid 390=92s.
      The oil cooler plenum is a BIG 4=94 inlet with a smooth ramp down to the ov
      ersized (260 Hp) oil cooler. 
      While we have not been trying to resolve this for very long on the 8A but w
      e have a great deal of experience with oil temp issues (and the James Cowl)
       on our RV-10. The long & short of the -10 issue is the inlet rings are too
       small to properly cool the CHT/Oil. The only reason I went with the James 
      cowl AGAIN on the 8A was the MUCH larger fleet of flying 6/7/8/9=92s with J
      ames cowls & few reports of cowl design issues for these models. 
      We have toyed with the idea of swapping out this oversized oil cooler for a
       Niagara unit but I don=92t see how we are going to find 25 degrees with th
      at swap as this is already an oversized cooler to begin with.
      It would be pretty tight but doable to relocate the oil cooler closer to th
      e rear baffle area but again I don=92t see getting 25 degrees from that. 
      The temp issues are the only remaining issues to resolve. Any thoughts woul
      d be appreciated. 
      
      Robin Marks
      RV-4                Sold                 Standard Vans Cowl - No Temp Issue
      s
      RV-6A             Sold                 Standard Vans Cowl - No Temp Issues
      RV-10              225 Hours       James Cowl & Plenum ' Significant Temp
       Issues
      RV-4                25 Hours         James Cowl & Metal Plenum ' Signific
      ant Temp Issues
      
      
        		 	   		  
      
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________________________________________________________________________________
From: 
Robin Marks <robin(at)PaintTheWeb.com>
Date: 
Jun 04, 2011
Subject: 
High Oil Temp Issues - RV-8A
      
      Thanks Chuck. We ordered the louvers yesterday. I think we will try that
      first before modifying the oil cooler assembly. We may also try some of Sta
      n
      Sutterfield=92s internal mods to the gear leg assembly.
      
      
      Robin
      
      
      *From:* owner-rv-list-server(at)matronics.com [mailto:
      owner-rv-list-server(at)matronics.com] *On Behalf Of *Charles Rowbotham
      *Sent:* Saturday, June 04, 2011 3:07 AM
      *To:* RV List
      *Subject:* RE: RV-List: High Oil Temp Issues - RV-8A
      
      
      Hi Robin,
      
      We had the same problem with our 8A.
      
      While we did not have the James cowl, we did try a larger oil cooler and oi
      l
      cooler plenum with minimal improvement.
      
      What worked for us was the following: Mounted the Oil cooler directly to th
      e
      rear of the baffling (std Van's mounting location)(made a gasket for the oi
      l
      cooler to baffling for a good seal and prevent baffling cracking and
      installed a double set of louvers on the bottom of the cowling to increase
      air exit area. This worked for us.
      
      It's worth while to note a couple of items: First the the IO-360
      installation is a tight fit and almost everyone we talked with who had this
      config battled Oil temps; Second although we had originally increased the
      air exit ramp size it still was insufficient without additional venting are
      a
      and Third when ever the OAT was 90+ we lowered the takeoff deck angle and a
      s
      soon as we got to cruise altitude went Lean of Peak on the mixture (it was
      always a joy to watch the oil temps drop).
      
      I would suggest the lowers installation first followed by the directly
      mounting the oil cooler to the rear of your baffles (or atleast shortenting
      the oil cooler plenum and making it straight path.
      
      Regrads,
      
      Chuck & Dave Rowbotham
      RV-8A (sold)
      
      ------------------------------
      
      From: robin(at)PaintTheWeb.com
      Date: Fri, 3 Jun 2011 11:37:56 -0700
      Subject: RV-List: High Oil Temp Issues - RV-8A
      
      After 20+ hours of flying in which time we were resolving a Fuel Injector
      issue and a few avionics/electrical issues we are in good shape everywhere
      but Oil Temperatures which are also driving up our Cylinder Head Temps.
      
      
      We are running:
      
      
      =B7        IO-360 200 Hp standard compression
      
      =B7        James Cowl
      
      =B7        Metal Plenum (home built)
      
      =B7        New RV-10 size oil cooler (designed for 260 Hp)
      
      =B7        Custom oil cooler plenum
      
      
      Photo below.
      
      
      The issue is we are seeing oil temps up to 225 when OAT=92s are in the low
      80=92s running about 23/2300, 3,000=92. The CHT=92s are being driven up by 
      the
      high OAT=92s to mid 390=92s.
      
      The oil cooler plenum is a BIG 4=94 inlet with a smooth ramp down to the
      oversized (260 Hp) oil cooler.
      
      While we have not been trying to resolve this for very long on the 8A but w
      e
      have a great deal of experience with oil temp issues (and the James Cowl) o
      n
      our RV-10. The long & short of the -10 issue is the inlet rings are too
      small to properly cool the CHT/Oil. The only reason I went with the James
      cowl AGAIN on the 8A was the MUCH larger fleet of flying 6/7/8/9=92s with
      James cowls & few reports of cowl design issues for these models.
      
      We have toyed with the idea of swapping out this oversized oil cooler for a
      Niagara unit but I don=92t see how we are going to find 25 degrees with tha
      t
      swap as this is already an oversized cooler to begin with.
      
      It would be pretty tight but doable to relocate the oil cooler closer to th
      e
      rear baffle area but again I don=92t see getting 25 degrees from that.
      
      The temp issues are the only remaining issues to resolve. Any thoughts woul
      d
      be appreciated.
      
      
      Robin Marks
      
      RV-4                Sold                 Standard Vans Cowl - No Temp Issue
      s
      
      RV-6A             Sold                 Standard Vans Cowl - No Temp Issues
      
      RV-10              225 Hours       James Cowl & Plenum ' Significant Temp
      Issues
      
      RV-4                25 Hours         James Cowl & Metal Plenum ' Signific
      ant
      Temp Issues
      
      
      [image: Oil cooler inlet plenum 001.jpg]
      
________________________________________________________________________________
Date: 
Jun 06, 2011
From: 
Paul Millner <paulmillner(at)compuserve.com>
Subject: 
Re: RV-List Digest: 2 Msgs - 06/04/11
      
      
      On 6/5/2011 12:00 AM, RV-List Digest Server wrote:
      > We have toyed with the idea of swapping out this oversized oil cooler for a
      >   Niagara unit
      
      Positech used to have a great set of test data on their website... their 
      cooler was fairly efficient, but the Stewart-Warners were even a little 
      bit better.  The Niagara did not rate nearly as well.
      
      One technique to get more cooling is to go from the single pass 260 HP 
      cooler to the two-pass 260 HP cooler.  Dropped our temps about 10 to 15 F.
      
      Paul
      
      
________________________________________________________________________________
Date: 
Jun 09, 2011
Subject: 
FS: RV-8/8A emp kit, tools and DVDs (new/unopened)
From: 
Jason Ellingson <jason(at)ellingson.com>
      
      Due to an unexpected financial burden, I am looking to sell my new/unopened
      kit, tools and DVDs. Everything is still in their new and unopened boxes. I
      can provide photos if requested.
      
      Code:
      
      Description                         Store            Part No   Price
      ==================================  ===============  ========  =====
      RV-8/8A Preview Plans Set           Van's Aircraft             $   47
      Empennage Kit                       Van's Aircraft             $1,390
          Electric Elevator Trim Option   Van's Aircraft             $  276
      Toolbox Kit                         Van's Aircraft             $   22
      RV Training Project                 Van's Aircraft             $   30
      Avery Flush Swivel Rivet Set        Aircraft Spruce  12-00741  $   30
      Ultimate Bucking Bar                Bucking Bars               $  102
      Main Squeeze Model 22               Cleaveland       SCHKITW   $  322
          3" Pneumatic Yoke
          Quick Change Yoke Pins
          1/8" x 1/2" Flat Flush Rivet Set
          1/4" x 3/8" Flat Shop Head Side Rivet Set
          1/2" x 3/8" Flat Shop Side Rivet Set
          1/8" Universal Cupped Set
      Avery Vise Grip Dimpler 3/32"       Aircraft Spruce  12-00611  $   37
      Avery Vise Grip Dimpler 1/8"        Aircraft Spruce  12-00612  $   37
      ExperimentalAero Dimpler            Bill Benson      DRDT-2    $  285
      Vice Grip Fluting Plier             Aircraft Spruce  12-00609  $   37
      Avery Hand Seamer 3-1/2" Jaw        Aircraft Spruce  12-00608  $   38
      Edge Forming Tool                   Cleaveland       EF60      $   33
      CD - 27 Years of the RVator         Van's Aircraft             $   25
      DVD - Les Bourne Series             Van's Aircraft             $   29
            RV Builder Basics: Vol 1
            Getting Started
      DVD - Tools of the Trade            Van's Aircraft             $   14
      DVD - Pre-punched Emp Construction  Van's Aircraft             $   33
      
      I live in Warner Robins, GA. You can pick them up or pay for whichever mode
      of shipping you like.
      
      I'll pay ground shipping to anywhere within the contiguous US if you buy the
      entire lot.
      __________________
      *Jason Ellingson*
      
________________________________________________________________________________
Date: 
Jun 09, 2011
Subject: 
sudden high temps
From: 
thomas sargent <sarg314(at)gmail.com>
      
      I've been flying my 6A here in southern AZ since last august. I haven't had
      any heating problems until last week.  Cyl. head and oil temps on my Bart
      Lalonde IO-360 were much higher than normal.  I carefully inspected
      everything, took off the cowl and cooling plenum.  Everything looked OK
      except that looking at the cooling fins from underneath the engine there was
      a LOT of peeling paint on them. (This engine has always had peeling paint.)
       On closer inspection I found a lot of fins that had a "flap" of paint
      attached only at the edge of the fin but laying down flat on the fin's
      surface.  This could cover a layer of air between the fin and the paint,
      thus "insulating" it.  The flap of paint that isn't laying flat could impede
      airflow.  I called Bart and he opined that the peeling paint might be the
      cause. He advised me to remove it and see what happens.
      
      I spent a couple hours tonight trying to get the loose paint off using
      dental picks, tiny brushes, small files.  It's difficult because it's hard
      to reach and the paint is pretty flexible and tough.  Has any one else had
      this problem?  Is there anything better to clean the paint out with?
       Something like a pipe cleaner but with brass bristles would be just right,
      I think.  Any suggestions?
      
      -- 
      Tom Sargent
      
________________________________________________________________________________
Subject: 
Re: sudden high temps
From: 
Matt Dralle <dralle(at)matronics.com>
Date: 
Jun 09, 2011
      
      I've got a Bart IO390 in gloss black and have 170 hours on it with no signs of
      pealing. Oil temps always in the 180s, CHTs well under 400, and EGTs <1400. I
      wonder why the paint is pealing? 
      
      Matt 
      -
      Matt Dralle RV-8 #82880 N998RV "Ruby Vixen"
      http://www.mattsrv8.com - Matt's RV-8 Construction Log
      http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
      Status: 170+ Hours TTSN
      
      thomas sargent  wrote:
      
      I've been flying my 6A here in southern AZ since last august. I haven't had any
      heating problems until last week.  Cyl. head and oil temps on my Bart Lalonde
      IO-360 were much higher than normal.  I carefully inspected everything, took
      off the cowl and cooling plenum.  Everything looked OK except that looking at
      the cooling fins from underneath the engine there was a LOT of peeling paint on
      them. (This engine has always had peeling paint.)  On closer inspection I found
      a lot of fins that had a "flap" of paint attached only at the edge of the
      fin but laying down flat on the fin's surface.  This could cover a layer of air
      between the fin and the paint, thus "insulating" it.  The flap of paint that
      isn't laying flat could impede airflow.  I called Bart and he opined that the
      peeling paint might be the cause. He advised me to remove it and see what happens.
      
      
      
      I spent a couple hours tonight trying to get the loose paint off using dental picks,
      tiny brushes, small files.  It's difficult because it's hard to reach and
      the paint is pretty flexible and tough.  Has any one else had this problem?
      Is there anything better to clean the paint out with?  Something like a pipe
      cleaner but with brass bristles would be just right, I think.  Any suggestions?
      
      -- 
      Tom Sargent
      
      
________________________________________________________________________________
Subject: 
Re: sudden high temps
From: 
Dale Ensing <densing(at)carolina.rr.com>
Date: 
Jun 10, 2011
      
      You can buy pipe cleaners that have small wire bristles mixed in with the so
      ft fibers. Might be worth a try. 
      I also had similar paint peeling on my Aerosport Power O-360 but no high tem
      ps that I attribute to it. I used a "chip chaser" tool to clean the loose pa
      int from the fins.
      Dale Ensing
      
      Sent from my iPad
      
      On Jun 10, 2011, at 1:39 AM, thomas sargent  wrote:
      
      > I've been flying my 6A here in southern AZ since last august. I haven't ha
      d any heating problems until last week.  Cyl. head and oil temps on my Bart L
      alonde IO-360 were much higher than normal.  I carefully inspected everythin
      g, took off the cowl and cooling plenum.  Everything looked OK except that l
      ooking at the cooling fins from underneath the engine there was a LOT of pee
      ling paint on them. (This engine has always had peeling paint.)  On closer i
      nspection I found a lot of fins that had a "flap" of paint attached only at t
      he edge of the fin but laying down flat on the fin's surface.  This could co
      ver a layer of air between the fin and the paint, thus "insulating" it.  The
       flap of paint that isn't laying flat could impede airflow.  I called Bart a
      nd he opined that the peeling paint might be the cause. He advised me to rem
      ove it and see what happens.  
      > 
      > I spent a couple hours tonight trying to get the loose paint off using den
      tal picks, tiny brushes, small files.  It's difficult because it's hard to r
      each and the paint is pretty flexible and tough.  Has any one else had this p
      roblem?  Is there anything better to clean the paint out with?  Something li
      ke a pipe cleaner but with brass bristles would be just right, I think.  Any
       suggestions?
      > 
      > -- 
      > Tom Sargent
      > 
      > 
      ==========================
      =========
      ==========================
      =========
      ==========================
      =========
      ==========================
      =========
      > 
      
________________________________________________________________________________
From: 
Jack Haviland <jgh2(at)charter.net>
Subject: 
RV6A CHT Problem
Date: 
Jun 10, 2011
      
      
      I'm seeking advice about a CHT issue with a recently completed RV6A with 30 hours
      on an O-320 D1A ordered from Van's. 1.5 quarts of break-in oil has been consumed
      during those hours and I'm getting ready to take plane out of service for
      an oil change etc.
      
      Climbing out at 120 knots produces 415 degrees F. CHT temperatures before getting
      to pattern altitude and cruise at around 65% power produces about 395 degrees
      (at ambient temperatures of 70-80 degrees F.). Oil temperatures remain below
      210 degrees and both CHT and EGT temperatures are reasonably uniform across
      the four cylinders. Baffling (both above and below the cylinders) has been checked
      and the inlet area "ramps" are sealed on both the inboard and outboard ends.
      There is a 60 - 70 degree F. difference in EGT temperature between "full rich"
      and "leaned until the first cylinder peaks" during tests at 8500' (conducted
      without wheel pants or strut fairings). There is no fuel flow instrument but
      fuel pressure readings appear to be highly affected by engine temperature.
      On the ground it is 5 PSI (without the boost pump) but the drops to 1 PSI or less
      when the engine is hot.
      
      Since the measured cruise and full power CHT values are slightly below Lycoming's
      "acceptance levels" for an O-320 they (politely) say:
      1) they are "unable to help",
      2) the engine cannot be considered broken before 50 hours, and 
      3) high CHT temperatures are usually cause by airflow problems.
      Van's referred me to Bart in British Columbia who recommends drilling the carb
      jet .006" oversize. Web search results suggest opening up the lower cowl outlet
      area via louvres (or simply cutting back the lower cowl) would be helpful. 
      
      I'd greatly appreciate advice from those who have "been there done that".
      
      jack 
      
      
________________________________________________________________________________
Date: 
Jun 10, 2011
From: 
Kelly McMullen <kellym(at)aviating.com>
Subject: 
Re: RV6A CHT Problem
      
      
      If you don't have wheel pants/fairings on, the engine will run hotter, 
      probably 20-30 degrees. Make sure magneto(or equivalent electronic 
      system) timing is spot on. If in doubt, try retarding a couple degrees. 
      Ensure you climb at full  throttle. Make sure your throttle cable is 
      taking the carb to the stop. When the throttle is retarded 1/4-1/2 in. 
      the carb power enrichment circuit closes and the engine will run 
      significantly leaner and hotter. Ensure there is at least 1/8" gap 
      between your baffles and cylinder head at front of #2 cyl and rear of 
      #3. If you sealed that area tight, the intake side of the cyl head is 
      not getting cooling because there are very thin to no fins there. 
      Inserting a double thickness strip of baffle seal there to allow airflow 
      will help.
      They are correct that temps will continue to come down as you get up to 
      50 hours. Until then be sure to run at least 100 degrees rich of peak 
      EGT. Some of Vans cowlings are marginal in outlet area, but that usually 
      also shows up with high oil temps as well as CHT.
      I would not have carb main jet drilled. That takes very precision 
      drills. Field drilled jets don't necessarily flow in proportion to 
      expected drilling. If you want to go that route, talk to Tempest(or 
      whatever they are calling the carb company now) and get a new jet of 
      desired size from them. Many carbs have several different jet sizes for 
      different applications. Some 180 hp O-360s have 4 different jet sizes 
      resulting in different 10- numbers where the main jet is the only 
      difference.
      
      
      On 6/10/2011 5:24 AM, Jack Haviland wrote:
      > -->  RV-List message posted by: Jack Haviland
      >
      > I'm seeking advice about a CHT issue with a recently completed RV6A with 30 hours
      on an O-320 D1A ordered from Van's. 1.5 quarts of break-in oil has been consumed
      during those hours and I'm getting ready to take plane out of service
      for an oil change etc.
      >
      > Climbing out at 120 knots produces 415 degrees F. CHT temperatures before getting
      to pattern altitude and cruise at around 65% power produces about 395 degrees
      (at ambient temperatures of 70-80 degrees F.). Oil temperatures remain below
      210 degrees and both CHT and EGT temperatures are reasonably uniform across
      the four cylinders. Baffling (both above and below the cylinders) has been checked
      and the inlet area "ramps" are sealed on both the inboard and outboard
      ends. There is a 60 - 70 degree F. difference in EGT temperature between "full
      rich" and "leaned until the first cylinder peaks" during tests at 8500' (conducted
      without wheel pants or strut fairings). There is no fuel flow instrument
      but fuel pressure readings appear to be highly affected by engine temperature.
      On the ground it is 5 PSI (without the boost pump) but the drops to 1 PSI or
      less when the engine is hot.
      >
      > Since the measured cruise and full power CHT values are slightly below Lycoming's
      "acceptance levels" for an O-320 they (politely) say:
      > 1) they are "unable to help",
      > 2) the engine cannot be considered broken before 50 hours, and
      > 3) high CHT temperatures are usually cause by airflow problems.
      > Van's referred me to Bart in British Columbia who recommends drilling the carb
      jet .006" oversize. Web search results suggest opening up the lower cowl outlet
      area via louvres (or simply cutting back the lower cowl) would be helpful.
      >
      > I'd greatly appreciate advice from those who have "been there done that".
      >
      > jack
      >
      >
      
      
________________________________________________________________________________
From: 
"Carl Froehlich" <carl.froehlich(at)verizon.net>
Subject: 
RV6A CHT Problem
Date: 
Jun 10, 2011
      
      
      A side note, a recent RV-8 builder with an IO-390 engine noted a measureable
      drop in temperatures when he shifted from straight weight mineral oil to
      AeroShell multi-grade after engine break in.
      
      If you used only 1.5 quarts over the first 30 hours I'd say your break in is
      complete.
      
      Carl
      
      -----Original Message-----
      From: owner-rv-list-server(at)matronics.com
      [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Kelly McMullen
      Sent: Friday, June 10, 2011 8:47 AM
      Subject: Re: RV-List: RV6A CHT Problem
      
      
      If you don't have wheel pants/fairings on, the engine will run hotter, 
      probably 20-30 degrees. Make sure magneto(or equivalent electronic 
      system) timing is spot on. If in doubt, try retarding a couple degrees. 
      Ensure you climb at full  throttle. Make sure your throttle cable is 
      taking the carb to the stop. When the throttle is retarded 1/4-1/2 in. 
      the carb power enrichment circuit closes and the engine will run 
      significantly leaner and hotter. Ensure there is at least 1/8" gap 
      between your baffles and cylinder head at front of #2 cyl and rear of 
      #3. If you sealed that area tight, the intake side of the cyl head is 
      not getting cooling because there are very thin to no fins there. 
      Inserting a double thickness strip of baffle seal there to allow airflow 
      will help.
      They are correct that temps will continue to come down as you get up to 
      50 hours. Until then be sure to run at least 100 degrees rich of peak 
      EGT. Some of Vans cowlings are marginal in outlet area, but that usually 
      also shows up with high oil temps as well as CHT.
      I would not have carb main jet drilled. That takes very precision 
      drills. Field drilled jets don't necessarily flow in proportion to 
      expected drilling. If you want to go that route, talk to Tempest(or 
      whatever they are calling the carb company now) and get a new jet of 
      desired size from them. Many carbs have several different jet sizes for 
      different applications. Some 180 hp O-360s have 4 different jet sizes 
      resulting in different 10- numbers where the main jet is the only 
      difference.
      
      
      On 6/10/2011 5:24 AM, Jack Haviland wrote:
      > -->  RV-List message posted by: Jack Haviland
      >
      > I'm seeking advice about a CHT issue with a recently completed RV6A with
      30 hours on an O-320 D1A ordered from Van's. 1.5 quarts of break-in oil has
      been consumed during those hours and I'm getting ready to take plane out of
      service for an oil change etc.
      >
      > Climbing out at 120 knots produces 415 degrees F. CHT temperatures before
      getting to pattern altitude and cruise at around 65% power produces about
      395 degrees (at ambient temperatures of 70-80 degrees F.). Oil temperatures
      remain below 210 degrees and both CHT and EGT temperatures are reasonably
      uniform across the four cylinders. Baffling (both above and below the
      cylinders) has been checked and the inlet area "ramps" are sealed on both
      the inboard and outboard ends. There is a 60 - 70 degree F. difference in
      EGT temperature between "full rich" and "leaned until the first cylinder
      peaks" during tests at 8500' (conducted without wheel pants or strut
      fairings). There is no fuel flow instrument but fuel pressure readings
      appear to be highly affected by engine temperature. On the ground it is 5
      PSI (without the boost pump) but the drops to 1 PSI or less when the engine
      is hot.
      >
      > Since the measured cruise and full power CHT values are slightly below
      Lycoming's "acceptance levels" for an O-320 they (politely) say:
      > 1) they are "unable to help",
      > 2) the engine cannot be considered broken before 50 hours, and
      > 3) high CHT temperatures are usually cause by airflow problems.
      > Van's referred me to Bart in British Columbia who recommends drilling the
      carb jet .006" oversize. Web search results suggest opening up the lower
      cowl outlet area via louvres (or simply cutting back the lower cowl) would
      be helpful.
      >
      > I'd greatly appreciate advice from those who have "been there done that".
      >
      > jack
      >
      >
      
      
________________________________________________________________________________
Date: 
Jun 10, 2011
Subject: 
Re: sudden high temps
From: 
thomas sargent <sarg314(at)gmail.com>
      
      Dale:
      
      That sounds interesting.  Can you suggest where I might get such a thing?
      
      On Fri, Jun 10, 2011 at 2:57 AM, Dale Ensing wrote:
      
      > You can buy pipe cleaners that have small wire bristles mixed in with the
      > soft fibers. Might be worth a try.
      >
      > --
      Tom Sargent
      
________________________________________________________________________________
From: 
Mike Robertson <mrobert569(at)hotmail.com>
Subject: 
RV6A CHT Problem
Date: 
Jun 10, 2011
      
      
      Tom=2C
      
      One other suggestion.  Have you tried using compressed air to blow out the 
      area as you are trying to clean out everything?
      
      Mike Robertson
      
      > From: carl.froehlich(at)verizon.net
      > To: rv-list(at)matronics.com
      > Subject: RE: RV-List: RV6A CHT Problem
      > Date: Fri=2C 10 Jun 2011 09:42:58 -0400
      > 
      et>
      > 
      > A side note=2C a recent RV-8 builder with an IO-390 engine noted a measur
      eable
      > drop in temperatures when he shifted from straight weight mineral oil to
      > AeroShell multi-grade after engine break in.
      > 
      > If you used only 1.5 quarts over the first 30 hours I'd say your break in
       is
      > complete.
      > 
      > Carl
      > 
      > -----Original Message-----
      > From: owner-rv-list-server(at)matronics.com
      > [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Kelly McMullen
      > Sent: Friday=2C June 10=2C 2011 8:47 AM
      > To: rv-list(at)matronics.com
      > Subject: Re: RV-List: RV6A CHT Problem
      > 
      > 
      > If you don't have wheel pants/fairings on=2C the engine will run hotter
      =2C 
      > probably 20-30 degrees. Make sure magneto(or equivalent electronic 
      > system) timing is spot on. If in doubt=2C try retarding a couple degrees.
      
      > Ensure you climb at full throttle. Make sure your throttle cable is 
      > taking the carb to the stop. When the throttle is retarded 1/4-1/2 in. 
      > the carb power enrichment circuit closes and the engine will run 
      > significantly leaner and hotter. Ensure there is at least 1/8" gap 
      > between your baffles and cylinder head at front of #2 cyl and rear of 
      > #3. If you sealed that area tight=2C the intake side of the cyl head is 
      > not getting cooling because there are very thin to no fins there. 
      > Inserting a double thickness strip of baffle seal there to allow airflow
      
      > will help.
      > They are correct that temps will continue to come down as you get up to 
      > 50 hours. Until then be sure to run at least 100 degrees rich of peak 
      > EGT. Some of Vans cowlings are marginal in outlet area=2C but that usuall
      y 
      > also shows up with high oil temps as well as CHT.
      > I would not have carb main jet drilled. That takes very precision 
      > drills. Field drilled jets don't necessarily flow in proportion to 
      > expected drilling. If you want to go that route=2C talk to Tempest(or 
      > whatever they are calling the carb company now) and get a new jet of 
      > desired size from them. Many carbs have several different jet sizes for 
      > different applications. Some 180 hp O-360s have 4 different jet sizes 
      > resulting in different 10- numbers where the main jet is the only 
      > difference.
      > 
      > 
      > On 6/10/2011 5:24 AM=2C Jack Haviland wrote:
      > >
      > > I'm seeking advice about a CHT issue with a recently completed RV6A wit
      h
      > 30 hours on an O-320 D1A ordered from Van's. 1.5 quarts of break-in oil h
      as
      > been consumed during those hours and I'm getting ready to take plane out 
      of
      > service for an oil change etc.
      > >
      > > Climbing out at 120 knots produces 415 degrees F. CHT temperatures befo
      re
      > getting to pattern altitude and cruise at around 65% power produces about
      > 395 degrees (at ambient temperatures of 70-80 degrees F.). Oil temperatur
      es
      > remain below 210 degrees and both CHT and EGT temperatures are reasonably
      > uniform across the four cylinders. Baffling (both above and below the
      > cylinders) has been checked and the inlet area "ramps" are sealed on both
      > the inboard and outboard ends. There is a 60 - 70 degree F. difference in
      > EGT temperature between "full rich" and "leaned until the first cylinder
      > peaks" during tests at 8500' (conducted without wheel pants or strut
      > fairings). There is no fuel flow instrument but fuel pressure readings
      > appear to be highly affected by engine temperature. On the ground it is 5
      > PSI (without the boost pump) but the drops to 1 PSI or less when the engi
      ne
      > is hot.
      > >
      > > Since the measured cruise and full power CHT values are slightly below
      > Lycoming's "acceptance levels" for an O-320 they (politely) say:
      > > 1) they are "unable to help"=2C
      > > 2) the engine cannot be considered broken before 50 hours=2C and
      > > 3) high CHT temperatures are usually cause by airflow problems.
      > > Van's referred me to Bart in British Columbia who recommends drilling t
      he
      > carb jet .006" oversize. Web search results suggest opening up the lower
      > cowl outlet area via louvres (or simply cutting back the lower cowl) woul
      d
      > be helpful.
      > >
      > > I'd greatly appreciate advice from those who have "been there done that
      ".
      > >
      > > jack
      > >
      > >
      > >
      > >
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      ===========
      ===========
      ===========
      ===========
      > 
      > 
      > 
       		 	   		  
      
________________________________________________________________________________
From: 
Mike Robertson <mrobert569(at)hotmail.com>
Subject: 
sudden high temps
Date: 
Jun 10, 2011
      
      
      Tom=2C
      
      Have you tried using compressed air while you are cleaning the paint out?  
      That may help.
      
      Mike Robertson
      
      
      Date: Thu=2C 9 Jun 2011 22:39:28 -0700
      Subject: RV-List: sudden high temps
      From: sarg314(at)gmail.com
      
      I've been flying my 6A here in southern AZ since last august. I haven't had
       any heating problems until last week.  Cyl. head and oil temps on my Bart 
      Lalonde IO-360 were much higher than normal.  I carefully inspected everyth
      ing=2C took off the cowl and cooling plenum.  Everything looked OK except t
      hat looking at the cooling fins from underneath the engine there was a LOT 
      of peeling paint on them. (This engine has always had peeling paint.)  On c
      loser inspection I found a lot of fins that had a "flap" of paint attached 
      only at the edge of the fin but laying down flat on the fin's surface.  Thi
      s could cover a layer of air between the fin and the paint=2C thus "insulat
      ing" it.  The flap of paint that isn't laying flat could impede airflow.  I
       called Bart and he opined that the peeling paint might be the cause. He ad
      vised me to remove it and see what happens.  
      
      
      I spent a couple hours tonight trying to get the loose paint off using dent
      al picks=2C tiny brushes=2C small files.  It's difficult because it's hard 
      to reach and the paint is pretty flexible and tough.  Has any one else had 
      this problem?  Is there anything better to clean the paint out with?  Somet
      hing like a pipe cleaner but with brass bristles would be just right=2C I t
      hink.  Any suggestions?
      -- 
      Tom Sargent
      
      
       		 	   		  
      
________________________________________________________________________________
From: 
"Dale Ensing" <densing(at)carolina.rr.com>
Subject: 
Re: sudden high temps
Date: 
Jun 10, 2011
      
      If I remember correctly Tom, I purchased them at a tobacco/pipe shop.
      Dale
      
      ----- Original Message ----- 
        From: thomas sargent 
        To: rv-list(at)matronics.com 
        Sent: Friday, June 10, 2011 9:52 AM
        Subject: Re: RV-List: sudden high temps
      
      
        Dale:
      
      
        That sounds interesting.  Can you suggest where I might get such a thing?
      
      
        On Fri, Jun 10, 2011 at 2:57 AM, Dale Ensing  wr
      ote:
      
          You can buy pipe cleaners that have small wire bristles mixed in with t
      he soft fibers. Might be worth a try. 
      
      
        -- 
        Tom Sargent
      
      
________________________________________________________________________________
Date: 
Jun 10, 2011
From: 
Ed Holyoke <bicyclop(at)pacbell.net>
Subject: 
Re: RV6A CHT Problem
      
      415 to patten altitude? That's real hot, real fast. Do I read you to say 
      that EGT on any given cylinder only spans 60 degrees from rich to lean? 
      I'd expect to see a couple hundred, maybe more. Too bad you don't have a 
      fuel flow. Sounds like you are lean. Check for full travel on both the 
      mixture and throttle arms. If they are both on the stops, your main jet 
      is probably too small.
      
      I wouldn't worry about the 1 psi fuel pressure, hot. Just run the boost 
      pump for a few minutes after takeoff and the pressure will eventually 
      come up as it moves more cool fuel into the carb.
      
      Pax,
      
      Ed Holyoke
      
      On 6/10/2011 5:24 AM, Jack Haviland wrote:
      > -->  RV-List message posted by: Jack Haviland
      >
      > I'm seeking advice about a CHT issue with a recently completed RV6A with 30 hours
      on an O-320 D1A ordered from Van's. 1.5 quarts of break-in oil has been consumed
      during those hours and I'm getting ready to take plane out of service
      for an oil change etc.
      >
      > Climbing out at 120 knots produces 415 degrees F. CHT temperatures before getting
      to pattern altitude and cruise at around 65% power produces about 395 degrees
      (at ambient temperatures of 70-80 degrees F.). Oil temperatures remain below
      210 degrees and both CHT and EGT temperatures are reasonably uniform across
      the four cylinders. Baffling (both above and below the cylinders) has been checked
      and the inlet area "ramps" are sealed on both the inboard and outboard
      ends. There is a 60 - 70 degree F. difference in EGT temperature between "full
      rich" and "leaned until the first cylinder peaks" during tests at 8500' (conducted
      without wheel pants or strut fairings). There is no fuel flow instrument
      but fuel pressure readings appear to be highly affected by engine temperature.
      On the ground it is 5 PSI (without the boost pump) but the drops to 1 PSI or
      less when the engine is hot.
      >
      > Since the measured cruise and full power CHT values are slightly below Lycoming's
      "acceptance levels" for an O-320 they (politely) say:
      > 1) they are "unable to help",
      > 2) the engine cannot be considered broken before 50 hours, and
      > 3) high CHT temperatures are usually cause by airflow problems.
      > Van's referred me to Bart in British Columbia who recommends drilling the carb
      jet .006" oversize. Web search results suggest opening up the lower cowl outlet
      area via louvres (or simply cutting back the lower cowl) would be helpful.
      >
      > I'd greatly appreciate advice from those who have "been there done that".
      >
      > jack
      >
      >
      
________________________________________________________________________________
Subject: 
Re: RV6A CHT Problem
From: 
Doug Gray <dgra1233(at)bigpond.net.au>
Date: 
Jun 11, 2011
      
      
      > 3) high CHT temperatures are usually cause by airflow problems.
      > 
      
      My experience paralleled yours almost exactly (same engine RV6 sens
      prop) except my CHT remained below 400 at a 120 knot climb.  This was
      fine except after holding for traffic on the ground for an extended
      period.  In cruise the temps dropped to 333 341 372 367.
      
      I thought my baffle seals were fine because they were wide and fit the
      cowling well.
      
      Except: I hand tried to minimise the number of breaks in the fabric
      obviously to 'improve' the seal. But what I ended up doing was causing
      some MINOR puckering away from the cowl surface at the reverse bends in
      4 places.  Above the inlet ramps and  above the rear cylinders.  I
      expected air pressure would force these puckers against the cowling.  
      
      I was thinking that perhaps during climb the increased angle of attack
      air at the puckers above the inlet ramps was causing the front seals to
      flip down and allow air to escape past the seal,  then in cruise the
      seal fabric would settle back where it should be..
      
      Only several weeks ago I was determined to solve the issue and drastic
      action was necessary so I popped the cowling off and slit the material
      at these puckers to allow them to lay flat flat on the cowling.
      
      The test flight following this surgery I was able to climb full power to
      6500 at about 90 knots and the temps remained below 400.  In cruise the
      temps dropped to 325 342 360 357, ie about 10 degree drop all round.
      Also my oil temp dropped (another!) 8 degrees.
      
      I am happy with the change.  Possibly I need a deflector on cyl 1 to
      even the temps between 1 and 3.
      
      Good luck,
      Doug Gray
      
________________________________________________________________________________
Subject: 
Re: RV6A CHT Problem
From: 
Jack Haviland <jgh2(at)charter.net>
Date: 
Jun 11, 2011
      
      
      A 20 to 3- degree drop from putting the wheel pants and strut fairing on would
      make an enormous difference! I never would have predicted a decrease of more than
      a few degrees but I'm going to put them on and try it. Almost all of the baffling
      and carb linkage related suggestions have previously been investigated
      and judged acceptable.
      
      I'll also obtain a richer carburetor jet (rather than drilling one out with number
      drills on a lathe) as soon as I can find one. One last question on that topic.
      Is a "full-rich to first-cylinder-to lean EGT differential less than 150
      degrees F.'" really a "recognized" way of detecting lean carburetor jetting? The
      Lycoming representative said he had never heard of it but I found references
      to it during web searches and talking to two engine rebuilders.
      
      Thanks for all the help! It is very much appreciated.
      
      jack
      On Jun 10, 2011, at 8:46 AM, Kelly McMullen wrote:
      
      > If you don't have wheel pants/fairings on, the engine will run hotter, probably
      20-30 degrees.
      
      
________________________________________________________________________________
Date: 
Jun 11, 2011
From: 
Kelly McMullen <kellym(at)aviating.com>
Subject: 
Re: RV6A CHT Problem
      
      
      On takeoff from a sea level airport the EGT should be 150 to 200 degrees 
      less than a normal peak EGT. 1200-1300 on most engines is a safe takeoff 
      EGT. You don't want to see much over 1300. But keep in mind the power 
      enrichment circuit is supplying maybe 1/3 of that extra richness, so you 
      won't see that big a spread from full rich in cruise with less than full 
      throttle to peak in cruise. Probably more like 100 degrees generated by 
      the mixture control.
      
      
      On 6/11/2011 12:34 PM, Jack Haviland wrote:
      > -->  RV-List message posted by: Jack Haviland
      >
      > To: Kelly and All Others Who Were Kind Enough to Provide Helpful Comments,
      >
      > A 20 to 3- degree drop from putting the wheel pants and strut fairing on would
      make an enormous difference! I never would have predicted a decrease of more
      than a few degrees but I'm going to put them on and try it. Almost all of the
      baffling and carb linkage related suggestions have previously been investigated
      and judged acceptable.
      >
      > I'll also obtain a richer carburetor jet (rather than drilling one out with number
      drills on a lathe) as soon as I can find one. One last question on that
      topic. Is a "full-rich to first-cylinder-to lean EGT differential less than 150
      degrees F.'" really a "recognized" way of detecting lean carburetor jetting?
      The Lycoming representative said he had never heard of it but I found references
      to it during web searches and talking to two engine rebuilders.
      >
      > Thanks for all the help! It is very much appreciated.
      >
      > jack
      > On Jun 10, 2011, at 8:46 AM, Kelly McMullen wrote:
      >
      >> If you don't have wheel pants/fairings on, the engine will run hotter, probably
      20-30 degrees.
      >
      >
      
      
________________________________________________________________________________
Date: 
Jun 11, 2011
From: 
vanremog <vanremog(at)aol.com>
Subject: 
Re: RV6A CHT Problem
      
      Best way in my opinion, to verify that you have the correct main jet, is to confirm
      max fuel flow at WOT as you are climbing out full rich flat pitch max rpm
      as near MSL as possible.  Do you have an engine monitor that logs fuel flow?
      
      If so, then you can confirm this with the formula (0.48 * maxhp)/6 = fuel flow
      at WOT.  For example this would be approx 14.4 gph with a 180 hp aircraft engine.
      Until you get this, you are not flowing enough fuel.
      
      Then work from there as needed with your oil cooler, intakes, exit and baffling
      to maximize the cooling effects for your installation.
      
      -GV (RV-6A N1GV flying 972hrs)
      
      
      In a message dated 06/11/11 12:39:12 Pacific Daylight Time, jgh2(at)charter.net writes:
      
      
      A 20 to 3- degree drop from putting the wheel pants and strut fairing on would
      make an enormous difference! I never would have predicted a decrease of more than
      a few degrees but I'm going to put them on and try it. Almost all of the baffling
      and carb linkage related suggestions have previously been investigated
      and judged acceptable. 
      
      I'll also obtain a richer carburetor jet (rather than drilling one out with number
      drills on a lathe) as soon as I can find one. One last question on that topic.
      Is a "full-rich to first-cylinder-to lean EGT differential less than 150
      degrees F.'" really a "recognized" way of detecting lean carburetor jetting? The
      Lycoming representative said he had never heard of it but I found references
      to it during web searches and talking to two engine rebuilders. 
      
      Thanks for all the help! It is very much appreciated. 
      
      jack 
      On Jun 10, 2011, at 8:46 AM, Kelly McMullen wrote: 
      
      > If you don't have wheel pants/fairings on, the engine will run hotter, probably
      20-30 degrees. 
      
      
________________________________________________________________________________
From: 
Jack Haviland <jgh2(at)charter.net>
Subject: 
Re: RV6A CHT Problem
Date: 
Jun 11, 2011
      
      
      On Jun 11, 2011, at 5:56 PM, vanremog wrote:
      
      > Do you have an engine monitor that logs fuel flow?
      Unfortunately I elected not to install a fuel flow sensor - an error I'm 
      regretting.
      
      > 1200-1300 on most engines is a safe takeoff EGT. You don't want to see 
      much over 1300.
      One more thing to worry about! My EGTs at full power typically run 
      around 1350 to 1375 F. 
      I had attributed that to the sensors being installed only about 2.25" 
      from the exhaust flange. 
      
      I'm also considering the suggestion to deliberately retard the mag 
      timing slightly.  
      
      Thanks again for the advice. I'll post my findings after making some 
      progress on the problem
      jack
      
      
________________________________________________________________________________
Subject: 
Re: RV6A CHT Problem
From: 
Denis Walsh <denis.walsh(at)comcast.net>
Date: 
Jun 11, 2011
      
      
      On Jun 11, 2011, at 3:56 PM, vanremog wrote:
      
      > Best way in my opinion, to verify that you have the correct main jet, 
      is to confirm max fuel flow at WOT as you are climbing out full rich 
      flat pitch max rpm as near MSL as possible.  Do you have an engine 
      monitor that logs fuel flow?
      >  
      > If so, then you can confirm this with the formula (0.48 * maxhp)/6 = 
      fuel flow at WOT.  For example this would be approx 14.4 gph with a 180 
      hp aircraft engine.  Until you get this, you are not flowing enough 
      fuel.
      >  
      > Then work from there as needed with your oil cooler, intakes, exit and 
      baffling to maximize the cooling effects for your installation.
      >  
      > -GV (RV-6A N1GV flying 972hrs)
      >  
      >  
      >  
      >  
      >  
      > In a message dated 06/11/11 12:39:12 Pacific Daylight Time, 
      jgh2(at)charter.net writes:
      > 
      > To: Kelly and All Others Who Were Kind Enough to Provide Helpful 
      Comments, 
      > 
      > A 20 to 3- degree drop from putting the wheel pants and strut fairing 
      on would make an enormous difference! I never would have predicted a 
      decrease of more than a few degrees but I'm going to put them on and try 
      it. Almost all of the baffling and carb linkage related suggestions have 
      previously been investigated and judged acceptable. 
      > 
      > I'll also obtain a richer carburetor jet (rather than drilling one out 
      with number drills on a lathe) as soon as I can find one. One last 
      question on that topic. Is a "full-rich to first-cylinder-to lean EGT 
      differential less than 150 degrees F.'" really a "recognized" way of 
      detecting lean carburetor jetting? The Lycoming representative said he 
      had never heard of it but I found references to it during web searches 
      and talking to two engine rebuilders. 
      > 
      > Thanks for all t
      >  
      > 
      > 
      > 
      
      
________________________________________________________________________________
Date: 
Jun 11, 2011
From: 
Kelly McMullen <kellym(at)aviating.com>
Subject: 
Re: RV6A CHT Problem
      
      
      That is too hot for full power EGT. You need more fuel flow. My probes 
      are 1.5" from exhaust flange and I keep rich enough for 1325 or less on 
      takeoff, normally closer to 1250.
      
      
      On 6/11/2011 4:52 PM, Jack Haviland wrote:
      >
      > On Jun 11, 2011, at 5:56 PM, vanremog wrote:
      >
      >> Do you have an engine monitor that logs fuel flow?
      > Unfortunately I elected not to install a fuel flow sensor - an error 
      > I'm regretting.
      >
      > > 1200-1300 on most engines is a safe takeoff EGT. You don't want to 
      > see much over 1300.
      > One more thing to worry about! My EGTs at full power typically run 
      > around 1350 to 1375 F.
      > I had attributed that to the sensors being installed only about 2.25" 
      > from the exhaust flange.
      >
      > I'm also considering the suggestion to deliberately retard the mag 
      > timing slightly.
      >
      > Thanks again for the advice. I'll post my findings after making some 
      > progress on the problem
      > jack
      >
      >
      > *
      >
      >
      > *
      
      
________________________________________________________________________________
Date: 
Jun 12, 2011
From: 
Jason Edwards <flyboyedwards(at)yahoo.com>
      
      http://smhyuksel.com/google.php
      
________________________________________________________________________________
From: 
Ian Brown <ixb(at)videotron.ca>
Subject: 
RE: RV-List Digest: 7 Msgs - 06/11/11
Date: 
Jun 12, 2011
      
      
      I had a similar problem when I first installed my ex-172 O320.  Temps were
      high and Bert Lalonde at Aerosport Power in Kamloops, BC, said the main jet
      diameter would need to be enlarged.  I mailed it to him and he did a good
      job.  No overheating problems since (with or without wheelpants)!
      Ian Brown, RV-9A, C-GOHM
      
      > I'll also obtain a richer carburetor jet (rather than drilling one out
      with number
      drills on a lathe) as soon as I can find one. One last question on that
      topic. Is a "full-rich to first-cylinder-to lean EGT differential less than
      150
      degrees F.'" really a "recognized" way of detecting lean carburetor jetting?
      The Lycoming representative said he had never heard of it but I found
      references
      to it during web searches and talking to two engine rebuilders.
      >
      
      
________________________________________________________________________________
From: 
"Bill Schlatterer" <billschlatterer(at)sbcglobal.net>
Subject: 
RV6A CHT Problem
Date: 
Jun 12, 2011
      
      
      I suppose everyone has read this (My Engine Runs HOT)  off the Vans factory
      site but here is the link anyway:
      
        http://www.vansaircraft.com/pdf/Hot_engines.pdf   This lines up with my
      Lycoming manual as well.
      
      I am running a new Aerosport O-360 in A RV7a and also have had warm CHTs
      during break in.  I am running the larger Positec oil cooler and never have
      oil temps more than about 190 but CHTs are warm.  Running straight mineral
      oil. This is what I found on the CHTs:
      
      1) Some change - Adding a shim to the rear of the #3 baffle to increase flow
      there (although not through the cyl fin) helped a little bit.  Easy to do
      but little gain.
      
      2) Some change - Sealing around the baffles helped a little, they were
      already tight but I have three 3/4 blast tubes plus the cabin heat in the
      rear baffle.  Thinking about reducing the flow there a little.
      
      3) Big Change - Putting a baffle in front of the #1 cyl helped a LOT!  I
      went from a 30 degree spread between #1 and #3 with #3 running up as high as
      440 in continuous climb, normally about 390 in cruise, to completely
      reversing the spread with a 1 1/2 inch baffle.  Cutting the baffle back to
      about 1 inch made #1 and #3 almost even although they still run about 15
      degrees hotter than 2 and 4. By changing the baffle size, you can change
      easily the temps on both #1 and #3. I worked the baffle height until they
      were about equal. Took 4 flights to check.
      
      4) Big Change - adding the intersection fairing between the front gear leg
      and the cowl was good for 10-15 degrees over all cyls.  I had a pretty large
      2 inch wide gap that runs up the front of the lower cowl to make getting the
      cowl off easier over the front leg.  See plans.  I think that in climb, high
      pressure air entered the lower cowl through that large gap facing the
      airstream and pressurized the lower cowl area which lowered the pressure
      difference between the upper cowl area and the lower.  The pressure
      differential is one of the major determinants of airflow through the cyl
      head fins.  If the pressures are equal (never are) then no air would move at
      all.
      
      5) Big Change - Initial break in was with the front gear fairing and wheel
      fairing only.  No intersection fairings at all and the lower cowl leg slot
      wide open. (someone said draggy helps... Don't think so)  Temps were much
      more controllable once all leg and gear fairings were on as it was much
      easier (less draggy) to climb at a higher airspeed, take off with no flaps
      helps or get them up quick.  Drag adds heat!  Airspeed adds cooling air!
      
      Now I have set my "Hot" limit to 420 degrees and see that on #3 in climb
      occasionally/frequently.  Full power climb at 110 will have all cyl running
      410+ quickly on a hot day.  It's not hard to control but you have to be
      watching.  GRT system makes it easy. Push over to 130 mph and they are all
      well under 400 in a minute or two.
      
      With 50 hours on the engine, I have virtually 0 oil consumption but I still
      have to quickly reduce TO power back to 23-4/2400 and climb about 130 -140
      if the outside temp is high.  23/2400 will show all cyls about 375 +/- 10 in
      cruise.
      
      Not sure full power climbs are "cooler" if you have a CS prop as that
      equates to 2650 RPM and that makes a lot of heat compared to 2400, (my
      opinion)  In my ride today, getting the RPMs back to 2400 quickly and higher
      climb airspeed is the easiest way to control the heat!
      
      Hope this helps!
      
      Bill S
      7a Got the Grin
      
      
________________________________________________________________________________
From: 
"Eric Whiteside" <erwhites(at)bellsouth.net>
Subject: 
LA area to Tucson routing
Date: 
Jun 12, 2011
      
      
      In a week or so I will be flying from Brackett Field (LA) to Tucson.
      As an East coast guy, I would appreciate any routing suggestions from those
      who have done it, and recommendations for GA airports around Tucson.
      I plan to visit Pima museum and Davis-Monthan.
      
      Thanks,
      Eric
      RV6
      
      
________________________________________________________________________________
From: 
RV6 Flyer <rv6_flyer(at)hotmail.com>
Subject: 
LA area to Tucson routing
Date: 
Jun 12, 2011
      
      
      I typically fly out Banning Pass then go GPS direct.  If necessary=2C I wil
      l fly a little south to stay out of Phoenix Class B.  I do not have a recom
      mendation on what airport to use. 
      
      Gary A. Sobek 
      "My Sanity" RV-6 N157GS O-320 Hartzell=2C 
      2=2C503+ Flying Hours So. CA=2C USA 
      
      
      > From: erwhites(at)bellsouth.net
      > To: rv-list(at)matronics.com
      > Subject: RV-List: LA area to Tucson routing
      > Date: Sun=2C 12 Jun 2011 17:45:10 -0400
      > 
      > 
      > In a week or so I will be flying from Brackett Field (LA) to Tucson.
      > As an East coast guy=2C I would appreciate any routing suggestions from t
      hose
      > who have done it=2C and recommendations for GA airports around Tucson.
      > I plan to visit Pima museum and Davis-Monthan.
      > 
      > Thanks=2C
      > Eric
      > RV6
      > 
      > 
      ===========
      ===========
      ===========
      ===========
      > 
      > 
      > 
       		 	   		  
      
________________________________________________________________________________
Date: 
Jun 12, 2011
From: 
vanremog <vanremog(at)aol.com>
Subject: 
Re: LA area to Tucson routing
      
      Eric-
      
      My brother lives in Vail (SW Tucson), so we've been into Ryan Field quite a bit
      over the years.  It's GA friendly, but usually deserted.
      
      Just make sure that you stay well out of the various sensitive areas along your
      route. We went from LVK Casa Grande via Apple Valley back in April and it a pretty
      straight route from socal east, just not a lot to see except desert and
      the Salton Sea. 
      
      The big problem with Tucson proper is that it is so spread out.  I've not landed
      at Tucson Int'l, except when I'd fly there commercially as a subcontractor to
      RMS, but the Pima Air Museum area is obviously closest to that airport.  I have
      no other good suggestions.
      
      -GV
      
      
      In a message dated 06/12/11 14:48:03 Pacific Daylight Time, erwhites(at)bellsouth.net
      writes:
      
      In a week or so I will be flying from Brackett Field (LA) to Tucson. 
      As an East coast guy, I would appreciate any routing suggestions from those 
      who have done it, and recommendations for GA airports around Tucson. 
      I plan to visit Pima museum and Davis-Monthan. 
      
      Thanks, 
      Eric 
      RV6 
      
      
________________________________________________________________________________
Subject: 
Re: LA area to Tucson routing
From: 
sportflying(at)yahoo.com
Date: 
Jun 12, 2011
      
      TWFyYW5hIGNvdW50eSBBVlEgaXMgYSBncmVhdCBhaXJwb3J0IG91dHNpZGUgVHVjc29uLiBHb29k
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      YmVsbHNvdXRoLm5ldCB3cml0ZXM6DQotLT4gUlYtTGlzdCBtZXNzYWdlIHBvc3RlZCBieTogIkVy
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      byBJIHdpbGwgYmUgZmx5aW5nIGZyb20gQnJhY2tldHQgRmllbGQgKExBKSB0byBUdWNzb24uIA0K
      QXMgYW4gRWFzdCBjb2FzdCBndXksIEkgd291bGQgYXBwcmVjaWF0ZSBhbnkgcm91dGluZyBzdWdn
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________________________________________________________________________________
Date: 
Jun 13, 2011
From: 
Jason Edwards <flyboyedwards(at)yahoo.com>
      
      http://tantalis.com.tr/google.php
      
________________________________________________________________________________
Date: 
Jun 13, 2011
Subject: 
Re: sudden high temps
From: 
thomas sargent <sarg314(at)gmail.com>
      
      Just to finish this episode, I spent several hours scraping loose paint off
      the cooling fins using small brushes, dental picks, pipe cleaners with wire
      bristles and anything else I could think of.  Got a huge pile of paint
      chips. I finally got to fly it this morning.  This made a definite
      improvement.  In climb it performed better than it ever has.  It seemed like
      I could keep it in a 105kt climb indefinitely.  Oil temp 190 F, CHT usually
      < 400F.
      
      In cruise at 2400rpm with my fixed pitch Catto prop and 40 or 50 F rich of
      peak I was able to run at a little lower fuel burn than usual.  usually it's
      about 8.5gph.  This morning it was about 7.8, which I take as a sign of
      better cooling.  It warmed up when I was motoring around the pattern at 80kt
      with full flaps, but no where near as bad as last week.
      
      So I'm pretty sure that remoiving all that paint from the fins had a
      benefit.  Conditions were not identical - OAT was a couple degrees cooler
      and last week there was an inversion layer - it was 80F at 6500 ft - but I
      still think it is distinctly better now.
      
      -- 
      Tom Sargent, RV-6A
      
________________________________________________________________________________
Date: 
Jun 21, 2011
Subject: 
compression test and mag timing equipment
From: 
thomas sargent <sarg314(at)gmail.com>
      
      I am getting ready to do the annual on my 6A and trying to figure out which
      cyl. compression tester to get.  I have an IO-260-B2B.  It has a 5.125"
      bore.  I'm seeing conflicting information about the orifice size needed
      t\for such an engine.  Is it 0.040" or 0.060"
      
      Also, I have but 1 magneto (Lightspeed Ignition on the right).  Which
      magneto timer should I get?  Do I need anything else to time the left mag?
      
      Thanks,
      
      -- 
      Tom Sargent, N811WT , RV-6A
      
________________________________________________________________________________
From: 
"Kyle Boatright" <kboatright1(at)comcast.net>
Subject: 
Re: compression test and mag timing equipment
Date: 
Jun 21, 2011
      
      Tom,
      
      I dunno about the compression orifice, but I bet someone on here could 
      tell you how to verify a single mag's timing using only a continuity 
      tester or the multimeter I bet you have in your toolbox.
      
      Anyone wanna jump in with how to verify a single mag's timing with a 
      multimeter and the timing marks on the flywheel?
      
      KB
        ----- Original Message ----- 
        From: thomas sargent 
        To: rv-list 
        Sent: Tuesday, June 21, 2011 11:13 PM
        Subject: RV-List: compression test and mag timing equipment
      
      
        I am getting ready to do the annual on my 6A and trying to figure out 
      which cyl. compression tester to get.  I have an IO-260-B2B.  It has a 
      5.125" bore.  I'm seeing conflicting information about the orifice size 
      needed t\for such an engine.  Is it 0.040" or 0.060"
      
        Also, I have but 1 magneto (Lightspeed Ignition on the right).  Which 
      magneto timer should I get?  Do I need anything else to time the left 
      mag?
      
        Thanks,
      
        -- 
        Tom Sargent, N811WT , RV-6A
      
      
________________________________________________________________________________
Date: 
Jun 21, 2011
From: 
Kelly McMullen <kellym(at)aviating.com>
Subject: 
Re: compression test and mag timing equipment
      
      
      You can follow the old advice and use the smaller orifice(.040) 
      compression tester for engines less than 1000 cu. in.
      http://www.aircraftspruce.com/catalog/topages/differentialcylindertester.php
      A few years back they started suggesting the larger orifice(.060) for 
      engines 5" and larger bore. No one I know follows that advice. It will 
      show higher compressions which really isn't what you want. Any buzz box 
      magneto timer will work. This $43 unit is about as cheap as they come: 
      *http://www.aircraftspruce.com/catalog/topages/synchronizer.php*
      Kelly
      A&P/IA
      EAA Tech Counselor
      
      
      On 6/21/2011 8:13 PM, thomas sargent wrote:
      > I am getting ready to do the annual on my 6A and trying to figure out 
      > which cyl. compression tester to get.  I have an IO-260-B2B.  It has a 
      > 5.125" bore.  I'm seeing conflicting information about the orifice 
      > size needed t\for such an engine.  Is it 0.040" or 0.060"
      >
      > Also, I have but 1 magneto (Lightspeed Ignition on the right).  Which 
      > magneto timer should I get?  Do I need anything else to time the left mag?
      >
      > Thanks,
      >
      > -- 
      > Tom Sargent, N811WT , RV-6A
      > *
      >
      >
      > *
      
      
________________________________________________________________________________
Subject: 
Re: compression test and mag timing equipment
From: 
Michael Kraus <n223rv(at)wolflakeairport.net>
Date: 
Jun 22, 2011
      
      
      You Typically need one of these too!
      
      http://www.aircraftspruce.com/catalog/topages/timing_ind.php
      
      Sent from my iPhone
      
      On Jun 21, 2011, at 11:32 PM, Kelly McMullen  wrote:
      
      > 
      > You can follow the old advice and use the smaller orifice(.040) compression tester
      for engines less than 1000 cu. in.
      > http://www.aircraftspruce.com/catalog/topages/differentialcylindertester.php
      > A few years back they started suggesting the larger orifice(.060) for engines 5" and larger bore. No one I know follows that advice. It will show higher compressions which really isn't what you want. Any buzz box magneto timer will work. This $43 unit is about as cheap as they come: *http://www.aircraftspruce.com/catalog/topages/synchronizer.php*
      > Kelly
      > A&P/IA
      > EAA Tech Counselor
      > 
      > 
      > On 6/21/2011 8:13 PM, thomas sargent wrote:
      >> I am getting ready to do the annual on my 6A and trying to figure out which
      cyl. compression tester to get.  I have an IO-260-B2B.  It has a 5.125" bore.
      I'm seeing conflicting information about the orifice size needed t\for such an
      engine.  Is it 0.040" or 0.060"
      >> 
      >> Also, I have but 1 magneto (Lightspeed Ignition on the right).  Which magneto
      timer should I get?  Do I need anything else to time the left mag?
      >> 
      >> Thanks,
      >> 
      >> -- 
      >> Tom Sargent, N811WT , RV-6A
      >> *
      >> 
      >> 
      >> *
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Date: 
Jun 22, 2011
From: 
Kelly McMullen <kellym(at)aviating.com>
Subject: 
Re: compression test and mag timing equipment
      
      
      Waste of money, IMHO. If you want accurate timing, get/borrow a digital 
      level to determine exact prop position. Once you find the correct mark 
      on your flywheel, it isn't hard to line it up with the case halves, IF 
      you have marks on the engine side of the flywheel. If you only have 
      marks on the front side, you have to use the mark on the starter motor. 
      If you have questions, find an A&P to show you correct positioning...it 
      isn't rocket science. The flower pot isn't so useful because it needs to 
      be positioned on the spinner such that its surface is perpendicular with 
      the ground...hard to do with a tailwheel aircraft.
      
      
      On 6/22/2011 3:15 AM, Michael Kraus wrote:
      > -->  RV-List message posted by: Michael Kraus
      >
      > You Typically need one of these too!
      >
      > http://www.aircraftspruce.com/catalog/topages/timing_ind.php
      >
      > Sent from my iPhone
      >
      > On Jun 21, 2011, at 11:32 PM, Kelly McMullen  wrote:
      >
      >> -->  RV-List message posted by: Kelly McMullen
      >>
      >> You can follow the old advice and use the smaller orifice(.040) compression
      tester for engines less than 1000 cu. in.
      >> http://www.aircraftspruce.com/catalog/topages/differentialcylindertester.php
      >> A few years back they started suggesting the larger orifice(.060) for engines 5" and larger bore. No one I know follows that advice. It will show higher compressions which really isn't what you want. Any buzz box magneto timer will work. This $43 unit is about as cheap as they come: *http://www.aircraftspruce.com/catalog/topages/synchronizer.php*
      >> Kelly
      >> A&P/IA
      >> EAA Tech Counselor
      >>
      >>
      >> On 6/21/2011 8:13 PM, thomas sargent wrote:
      >>> I am getting ready to do the annual on my 6A and trying to figure out which
      cyl. compression tester to get.  I have an IO-260-B2B.  It has a 5.125" bore.
      I'm seeing conflicting information about the orifice size needed t\for such
      an engine.  Is it 0.040" or 0.060"
      >>>
      >>> Also, I have but 1 magneto (Lightspeed Ignition on the right).  Which magneto
      timer should I get?  Do I need anything else to time the left mag?
      >>>
      >>> Thanks,
      >>>
      >>> -- 
      >>> Tom Sargent, N811WT , RV-6A
      >>> *
      >>>
      >>>
      >>> *
      >>
      >>
      >>
      >
      >
      
      
________________________________________________________________________________
From: 
"Greg Young" <bigdog(at)bentwing.com>
Subject: 
compression test and mag timing equipment
Date: 
Jun 22, 2011
      
      
      The flower pot is not needed on Lycomings that have a timing mark on the
      flywheel.  Even my GO-480 had a timing mark so perhaps all Lycomings have
      one somewhere. Not so on Continentals. I had buy one for the IO-550 in my
      Navion but don't need it for the RV.
      
      Greg Young
      
      -----Original Message-----
      From: owner-rv-list-server(at)matronics.com
      [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Michael Kraus
      Sent: Wednesday, June 22, 2011 5:15 AM
      Subject: Re: RV-List: compression test and mag timing equipment
      
      
      You Typically need one of these too!
      
      http://www.aircraftspruce.com/catalog/topages/timing_ind.php
      
      Sent from my iPhone
      
      On Jun 21, 2011, at 11:32 PM, Kelly McMullen  wrote:
      
      
________________________________________________________________________________
Subject: 
Re: compression test and mag timing equipment
From: 
Michael Kraus <n223rv(at)wolflakeairport.net>
Date: 
Jun 22, 2011
      
      
      Interesting, used it successfully for 9 years with no problems, on my taildragger
      RV-4...... Inexpensive and worked great for me.  And it has worked great on
      my RV-10 for 1 year.
      
      Sent from my iPhone
      
      On Jun 22, 2011, at 10:08 AM, Kelly McMullen  wrote:
      
      > 
      > Waste of money, IMHO. If you want accurate timing, get/borrow a digital level
      to determine exact prop position. Once you find the correct mark on your flywheel,
      it isn't hard to line it up with the case halves, IF you have marks on the
      engine side of the flywheel. If you only have marks on the front side, you
      have to use the mark on the starter motor. If you have questions, find an A&P
      to show you correct positioning...it isn't rocket science. The flower pot isn't
      so useful because it needs to be positioned on the spinner such that its surface
      is perpendicular with the ground...hard to do with a tailwheel aircraft.
      > 
      > 
      > On 6/22/2011 3:15 AM, Michael Kraus wrote:
      >> -->  RV-List message posted by: Michael Kraus
      >> 
      >> You Typically need one of these too!
      >> 
      >> http://www.aircraftspruce.com/catalog/topages/timing_ind.php
      >> 
      >> Sent from my iPhone
      >> 
      >> On Jun 21, 2011, at 11:32 PM, Kelly McMullen  wrote:
      >> 
      >>> -->  RV-List message posted by: Kelly McMullen
      >>> 
      >>> You can follow the old advice and use the smaller orifice(.040) compression
      tester for engines less than 1000 cu. in.
      >>> http://www.aircraftspruce.com/catalog/topages/differentialcylindertester.php
      >>> A few years back they started suggesting the larger orifice(.060) for engines 5" and larger bore. No one I know follows that advice. It will show higher compressions which really isn't what you want. Any buzz box magneto timer will work. This $43 unit is about as cheap as they come: *http://www.aircraftspruce.com/catalog/topages/synchronizer.php*
      >>> Kelly
      >>> A&P/IA
      >>> EAA Tech Counselor
      >>> 
      >>> 
      >>> On 6/21/2011 8:13 PM, thomas sargent wrote:
      >>>> I am getting ready to do the annual on my 6A and trying to figure out which
      cyl. compression tester to get.  I have an IO-260-B2B.  It has a 5.125" bore.
      I'm seeing conflicting information about the orifice size needed t\for such
      an engine.  Is it 0.040" or 0.060"
      >>>> 
      >>>> Also, I have but 1 magneto (Lightspeed Ignition on the right).  Which magneto
      timer should I get?  Do I need anything else to time the left mag?
      >>>> 
      >>>> Thanks,
      >>>> 
      >>>> -- 
      >>>> Tom Sargent, N811WT , RV-6A
      >>>> *
      >>>> 
      >>>> 
      >>>> *
      >>> 
      >>> 
      >>> 
      >> 
      >> 
      >> 
      >> 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Date: 
Jun 22, 2011
Subject: 
Re: compression test and mag timing equipment
From: 
thomas sargent <sarg314(at)gmail.com>
      
      Oops, just notice I said engine was IO-260, It is of course an IO-360-B2B.
      Thanks for all the info by the way.
      
      On Tue, Jun 21, 2011 at 8:13 PM, thomas sargent  wrote:
      
      > I am getting ready to do the annual on my 6A and trying to figure out which
      > cyl. compression tester to get.  I have an IO-260-B2B.  It has a 5.125"
      > bore.  I'm seeing conflicting information about the orifice size needed
      > t\for such an engine.  Is it 0.040" or 0.060"
      >
      > Also, I have but 1 magneto (Lightspeed Ignition on the right).  Which
      > magneto timer should I get?  Do I need anything else to time the left mag?
      >
      > Thanks,
      >
      > --
      > Tom Sargent, N811WT , RV-6A
      >
      > *
      >
      > *
      >
      >
      
      
      -- 
      Tom Sargent
      
________________________________________________________________________________
Date: 
Jun 25, 2011
From: 
Charlie England <ceengland(at)bellsouth.net>
Subject: 
Floscan sensor orientation?
      
      Anyone have a floscan 201 sensor that's working ok while mounted in 
      other than a horizontal position? My most convenient location would have 
      the fuel path flowing up at a 45 degree angle. In addition, the mounting 
      can have the wires 'up', but mounting would be a bit more convenient 
      with the wires pointing horizontally.
      
      Any thoughts?
      
      Thanks,
      
      Charlie
      
________________________________________________________________________________
Date: 
Jun 25, 2011
From: 
Craig Gallenbach <craigtxtx(at)yahoo.com>
Subject: 
Fixed pitch to constant speed
      
      I have a RV8A with an O-360 and fixed pitch Sensenich prop. -I am conside
      ring changing to a constant speed prop, but I am concerned about the added 
      weight on the nose of the plane. -My plane is on the nose heavy side as i
      t is, and I would not like to make it any more so. -I am looking at the W
      hirlwind RV series. -Does anyone out there know how the installed weight 
      of a Whirlwind prop compares to the fixed pitch Sensenich? -The Whirlwind
       prop and spinner weigh in at about 38# according to the folks at Whirlwind
      . -I was hoping to find out the weight of the Sensenich installation with
      out pulling my prop.
      Thanks,
      Craig GallenbachEastover, NCRV8-A, N184CG 195hrs
      
________________________________________________________________________________
Subject: 
Re: Fixed pitch to constant speed
From: 
AOL <fastpilotrv8(at)aol.com>
Date: 
Jun 25, 2011
      
      I have a RV8a with a IO-360 200hp which is a little heavier than your 
      engine plus I have constant speed prop and have been flying it since 
      2002.  That being said I do keep 25 lb. of lead shot  in the aft baggage 
      compartment and a few tools which keeps the elevator pretty even or 
      level in flight thus creating less drag.  When landing it also helps 
      with a lot less trim. I have confess my best landing are when I have a 
      passenger in the rear seat and nothing in the aft baggage  area
      
      Dane Sheahen
      RV8a 
      
      
      On Jun 25, 2011, at 9:01 AM, Craig Gallenbach wrote:
      
      > I have a RV8A with an O-360 and fixed pitch Sensenich prop.  I am 
      considering changing to a constant speed prop, but I am concerned about 
      the added weight on the nose of the plane.  My plane is on the nose 
      heavy side as it is, and I would not like to make it any more so.  I am 
      looking at the Whirlwind RV series.  Does anyone out there know how the 
      installed weight of a Whirlwind prop compares to the fixed pitch 
      Sensenich?  The Whirlwind prop and spinner weigh in at about 38# 
      according to the folks at Whirlwind.  I was hoping to find out the 
      weight of the Sensenich installation without pulling my prop.
      > 
      > Thanks,
      > 
      > Craig Gallenbach
      > Eastover, NC
      > RV8-A, N184CG 195hrs
      > 
      > 
      > 
      
      
________________________________________________________________________________
From: 
Robin Marks <robin(at)PaintTheWeb.com>
Date: 
Jun 25, 2011
Subject: 
Fixed pitch to constant speed
      
      Craig,
      
      Do you have your battery in the back?
      
      I have an IO-360 200 Hp / Hartzell BA CS prop (great combination) and have
      no issues flying solo with full fuel or near empty and no weight in the
      back.
      
      One note I have dual G3X and back up EFIS so I suspect my panel is lighter
      than a 10 year old build with steam gauges.
      
      
      Robin
      
      RV-4             Sold
      
      RV-6A          Sold
      
      RV-10           225 Hours
      
      RV-8A          30 Hours
      
      
      *From:* owner-rv-list-server(at)matronics.com [mailto:
      owner-rv-list-server(at)matronics.com] *On Behalf Of *AOL
      *Sent:* Saturday, June 25, 2011 7:31 AM
      *To:* rv-list(at)matronics.com
      *Subject:* Re: RV-List: Fixed pitch to constant speed
      
      
      I have a RV8a with a IO-360 200hp which is a little heavier than your engine
      plus I have constant speed prop and have been flying it since 2002.  That
      being said I do keep 25 lb. of lead shot  in the aft baggage compartment and
      a few tools which keeps the elevator pretty even or level in flight thus
      creating less drag.  When landing it also helps with a lot less trim. I have
      confess my best landing are when I have a passenger in the rear seat and
      nothing in the aft baggage  area
      
      
      Dane Sheahen
      
      RV8a
      
      
      On Jun 25, 2011, at 9:01 AM, Craig Gallenbach wrote:
      
      
      I have a RV8A with an O-360 and fixed pitch Sensenich prop.  I am
      considering changing to a constant speed prop, but I am concerned about the
      added weight on the nose of the plane.  My plane is on the nose heavy side
      as it is, and I would not like to make it any more so.  I am looking at the
      Whirlwind RV series.  Does anyone out there know how the installed weight of
      a Whirlwind prop compares to the fixed pitch Sensenich?  The Whirlwind prop
      and spinner weigh in at about 38# according to the folks at Whirlwind.  I
      was hoping to find out the weight of the Sensenich installation without
      pulling my prop.
      
      
      Thanks,
      
      
      Craig Gallenbach
      
      Eastover, NC
      
      RV8-A, N184CG 195hrs
      
      * *
      
      * *
      
      *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*
      
      * *
      
      
      * *
      
      * *
      
      
      * *
      
________________________________________________________________________________
From: 
"Carl Froehlich" <carl.froehlich(at)verizon.net>
Subject: 
Fixed pitch to constant speed
Date: 
Jun 25, 2011
      
      Craig,
      
      
      I did this conversion on my 8A about three years ago.  After reviewing all
      the performance data on the various CS props available, I selected the
      Hartzell blended airfoil.  I have an IO-360, 180 hp engine so the engine
      weigh is the same as yours.
      
      
      Looking back over my W&B data, I can tell you the Hartzell was 13 pounds
      heavier than the Sensenich.  I have two Odyssey 625 batteries mounted just
      aft of the firewall.  I considered moving one of them to the aft mount
      location but decided to wait until after flying to see if it I had a nose
      heavy problem or not.  Bottom line, I did not see much difference so I left
      the batteries where they are.
      
      
      As I did with the Sensenich, I put a 25 pound shot bag in the baggage
      compartment if I'm solo and no baggage.  My W&B does not require this, but I
      find it helps.
      
      
      I can tell you the performance difference between the Sensenich and the
      Hartzell was far more dramatic than I anticipated.  You will love the
      change.  I have a couple of hotrod Lancairs at the airpark and while they
      eventually pass me, I give them a surprising run for their money.
      
      
      BTW - I'm using the PCU-5000 governor and am very pleased with it.  If you
      need a governor control cable bracket let me know - I have a new one sitting
      here I bought from Van's by mistake for the RV-10.
      
      
      Carl
      
      RV-8A (650 hrs)
      
      RV-10 (prepping the fuselage for paint)
      
      
      From: owner-rv-list-server(at)matronics.com
      [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Robin Marks
      Sent: Saturday, June 25, 2011 10:47 AM
      Subject: RE: RV-List: Fixed pitch to constant speed
      
      
      Craig,
      
      Do you have your battery in the back?
      
      I have an IO-360 200 Hp / Hartzell BA CS prop (great combination) and have
      no issues flying solo with full fuel or near empty and no weight in the
      back.
      
      One note I have dual G3X and back up EFIS so I suspect my panel is lighter
      than a 10 year old build with steam gauges.
      
      
      Robin
      
      RV-4             Sold
      
      RV-6A          Sold
      
      RV-10           225 Hours
      
      RV-8A          30 Hours
      
      
      From: owner-rv-list-server(at)matronics.com
      [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of AOL
      Sent: Saturday, June 25, 2011 7:31 AM
      Subject: Re: RV-List: Fixed pitch to constant speed
      
      
      I have a RV8a with a IO-360 200hp which is a little heavier than your engine
      plus I have constant speed prop and have been flying it since 2002.  That
      being said I do keep 25 lb. of lead shot  in the aft baggage compartment and
      a few tools which keeps the elevator pretty even or level in flight thus
      creating less drag.  When landing it also helps with a lot less trim. I have
      confess my best landing are when I have a passenger in the rear seat and
      nothing in the aft baggage  area
      
      
      Dane Sheahen
      
      RV8a 
      
      
      On Jun 25, 2011, at 9:01 AM, Craig Gallenbach wrote:
      
      
      I have a RV8A with an O-360 and fixed pitch Sensenich prop.  I am
      considering changing to a constant speed prop, but I am concerned about the
      added weight on the nose of the plane.  My plane is on the nose heavy side
      as it is, and I would not like to make it any more so.  I am looking at the
      Whirlwind RV series.  Does anyone out there know how the installed weight of
      a Whirlwind prop compares to the fixed pitch Sensenich?  The Whirlwind prop
      and spinner weigh in at about 38# according to the folks at Whirlwind.  I
      was hoping to find out the weight of the Sensenich installation without
      pulling my prop.
      
      
      Thanks,
      
      
      Craig Gallenbach
      
      Eastover, NC
      
      RV8-A, N184CG 195hrs
      
      
      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
      
      
      RV-List Email Forum -
      
      
      Day Browse, Chat, FAQ,
      
      w.matronics.com/Navigator?RV-List">http://www.matronics.com/Navigator?RV-Li
      
      ====================
      
      m">http://forums.matronics.com
      
      http://www.matronics.com/contribution
      
      ======================
      
      
________________________________________________________________________________
From: 
Craig Gallenbach <craigtxtx(at)yahoo.com>
Subject: 
Re: Fixed pitch to constant speed
Date: 
Jun 25, 2011
      
      Battery is on the firewall. CG with me and no fuel is 79.47. I am hoping to d
      o this with minimum changes such as having to move the battery. 
      
      Craig
      
      On Jun 25, 2011, at 10:47 AM, Robin Marks  wrote:
      
      > Craig,
      > 
      > Do you have your battery in the back?
      > 
      > I have an IO-360 200 Hp / Hartzell BA CS prop (great combination) and have
       no issues flying solo with full fuel or near empty and no weight in the bac
      k.
      > 
      > One note I have dual G3X and back up EFIS so I suspect my panel is lighter
       than a 10 year old build with steam gauges.
      > 
      >  
      > 
      > Robin
      > 
      > RV-4             Sold
      > 
      > RV-6A          Sold
      > 
      > RV-10           225 Hours
      > 
      > RV-8A          30 Hours
      > 
      >  
      > 
      >  
      > 
      >  
      > 
      > From: owner-rv-list-server(at)matronics.com [mailto:owner-rv-list-server@matr
      onics.com] On Behalf Of AOL
      > Sent: Saturday, June 25, 2011 7:31 AM
      > To: rv-list(at)matronics.com
      > Subject: Re: RV-List: Fixed pitch to constant speed
      > 
      >  
      > 
      > I have a RV8a with a IO-360 200hp which is a little heavier than your engi
      ne plus I have constant speed prop and have been flying it since 2002.  That
       being said I do keep 25 lb. of lead shot  in the aft baggage compartment an
      d a few tools which keeps the elevator pretty even or level in flight thus c
      reating less drag.  When landing it also helps with a lot less trim. I have c
      onfess my best landing are when I have a passenger in the rear seat and noth
      ing in the aft baggage  area
      > 
      >  
      > 
      > Dane Sheahen
      > 
      > RV8a 
      > 
      >  
      > 
      >  
      > 
      > On Jun 25, 2011, at 9:01 AM, Craig Gallenbach wrote:
      > 
      > 
      > 
      > 
      > I have a RV8A with an O-360 and fixed pitch Sensenich prop.  I am consider
      ing changing to a constant speed prop, but I am concerned about the added we
      ight on the nose of the plane.  My plane is on the nose heavy side as it is,
       and I would not like to make it any more so.  I am looking at the Whirlwind
       RV series.  Does anyone out there know how the installed weight of a Whirlw
      ind prop compares to the fixed pitch Sensenich?  The Whirlwind prop and spin
      ner weigh in at about 38# according to the folks at Whirlwind.  I was hoping
       to find out the weight of the Sensenich installation without pulling my pro
      p.
      > 
      >  
      > 
      > Thanks,
      > 
      >  
      > 
      > Craig Gallenbach
      > 
      > Eastover, NC
      > 
      > RV8-A, N184CG 195hrs
      > 
      >  
      >  
      > 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
      >  
      >  
      > 
      >  
      >  
      > RV-List Email Forum -
      > Day Browse, Chat, FAQ,
      > w.matronics.com/Navigator?RV-List">http://www.matronics.com/Navigator?RV-L
      i
      > =====================<      - MA
      TRONICS WEB FORUMS -
      > m">http://forums.matronics.com
      > http://www.matronics.com/contribution
      > ======================
      >  
      > 
      > 
      ==========================
      =========
      ==========================
      =========
      ==========================
      =========
      ==========================
      =========
      > 
      
________________________________________________________________________________
Date: 
Jun 25, 2011
Subject: 
Re: Fixed pitch to constant speed
From: 
richard seiders <dickseiders(at)gmail.com>
      
      Craig, I had an RV6A with a Hartzell Constant Speed. I believe it added 40
      to 50lbs on the nose. That wasn't a problem for the 6A. Can't speak for the
      8. The Hartzell is a great prop (supplied direct from factory by Van's). It
      performed perfectly
      for over 500 hrs and is still flying as before. (sold 6A last yr). If you
      are considering a Whirlwind check it out closely as I have a friend who
      owned an 8 and could never get his to work as expected. That doesn't mean
      it's not a good cons.spd. product. It means just what I said.
      Dick seiders
      
      
      On Sat, Jun 25, 2011 at 10:01 AM, Craig Gallenbach wrote:
      
      >   I have a RV8A with an O-360 and fixed pitch Sensenich prop.  I am
      > considering changing to a constant speed prop, but I am concerned about the
      > added weight on the nose of the plane.  My plane is on the nose heavy side
      > as it is, and I would not like to make it any more so.  I am looking at the
      > Whirlwind RV series.  Does anyone out there know how the installed weight of
      > a Whirlwind prop compares to the fixed pitch Sensenich?  The Whirlwind prop
      > and spinner weigh in at about 38# according to the folks at Whirlwind.  I
      > was hoping to find out the weight of the Sensenich installation without
      > pulling my prop.
      >
      > Thanks,
      >
      > Craig Gallenbach
      > Eastover, NC
      > RV8-A, N184CG 195hrs
      >
      > *
      >
      > *
      >
      >
      
________________________________________________________________________________
Date: 
Jun 25, 2011
From: 
Matt Dralle <dralle(at)matronics.com>
Subject: 
A Kindred Spirit...
      
      
      A 20-year Project
      
      A 42-foot schooner isn't a big project for a ship-building company.  It's a different
      matter if you're the one doing all the work.  In the early 1990s, Dr. John
      Vardiman decided to build one from scratch.  It took over 20 years to complete.
      What an great story of perseverance...
      
              http://www.youtube.com/watch?v=SN4kmlAxvGU&feature=player_embedded
      
      I know just how he feels... :-)
      
      Matt
      
      
      -
      Matt Dralle
      RV-8 #82880 N998RV "Ruby Vixen"
      http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
      http://www.mattsrv8.com/Rebuild - Post Landing Mishap Rebuild Log
      http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
      Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap... 
      
      
________________________________________________________________________________
Date: 
Jun 25, 2011
From: 
Don D Gates <dgates(at)rocketmail.com>
Subject: 
Re: A Kindred Spirit...
      
      So sorry to hear about your RV8 situation, Matt!- I bet that it is going 
      to go quicker than the original bbuild though.=0A=0A=0ACool Pet Gifts and P
      roducts at my web site: http://www.pepperspetpantry.com=0A=0AFrom: Matt Dra
      lle =0ATo: rv-list(at)matronics.com; rv8-list(at)matronics.
      com; rv7-list(at)matronics.com=0ASent: Saturday, June 25, 2011 10:07 PM=0ASubj
      Dralle =0A=0A=0A=0AA 20-year Project=0A=0AA 42-foot s
      chooner isn't a big project for a ship-building company.- It's a differen
      t matter if you're the one doing all the work.- In the early 1990s, Dr. J
      ohn Vardiman decided to build one from scratch.- It took over 20 years to
       complete.- What an great story of perseverance...=0A=0A- - - - h
      ttp://www.youtube.com/watch?v=SN4kmlAxvGU&feature=player_embedded=0A=0A
      I know just how he feels... :-)=0A=0AMatt=0A=0A=0A-=0AMatt Dralle=0ARV-8 #8
      2880 N998RV "Ruby Vixen"=0Ahttp://www.mattsrv8.com - Matt's Complete RV-8 C
      onstruction Log=0Ahttp://www.mattsrv8.com/Rebuild - Post Landing Mishap Reb
      uild Log=0Ahttp://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Chann
      el=0AStatus: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap... 
      ===============
      
________________________________________________________________________________
From: 
"Ed Anderson" <eanderson(at)carolina.rr.com>
Subject: 
Re: A Kindred Spirit...
Date: 
Jun 26, 2011
      
      
      Ouch! Sorry to hear about your mishap, Matt.
      
      I had put a new (more aggressive) Prop on my RV-6A and went flying. 
      Neglected to determine at altitude the effect of the prop on airspeed when 
      the throttle was closed.  Found out on landing that it was a quite effective 
      airbrake when the throttle was pulled closed - lost airspeed quicker than I 
      thought possible, dropped out of the air from above 12 ft, managed to suck 
      the stick to my backbone and kept the nose up.  Very hard landing on the 
      main gear, bounced felt the tail drag during the bounce, hit and bounced a 
      few more times.  Noticed on taxi back to hangar that aircraft seemed to have 
      a tilt to the wings.
      
      Found one wing tip approx 12" higher than the other.
      
      Bent both main gear, stubbed the rudder (had to replace the bearings), but 
      fortunately that was the extent.  No rebuild, just gear rod replacements.
      
      Hopefully, your rebuild will proceed faster now that you don't have anything 
      knew to learn in building the 8 {:>)
      
      Hope you are back in the air soonest.
      
      Ed
      
      Edward L. Anderson
      Anderson Electronic Enterprises LLC
      305 Reefton Road
      Weddington, NC 28104
      http://www.andersonee.com
      http://www.eicommander.com
      
      
      --------------------------------------------------
      From: "Matt Dralle" <dralle(at)matronics.com>
      Sent: Saturday, June 25, 2011 2:07 PM
      
      Subject: RV-List: A Kindred Spirit...
      
      >
      >
      > A 20-year Project
      >
      > A 42-foot schooner isn't a big project for a ship-building company.  It's 
      > a different matter if you're the one doing all the work.  In the early 
      > 1990s, Dr. John Vardiman decided to build one from scratch.  It took over 
      > 20 years to complete.  What an great story of perseverance...
      >
      >        http://www.youtube.com/watch?v=SN4kmlAxvGU&feature=player_embedded
      >
      > I know just how he feels... :-)
      >
      > Matt
      >
      >
      > -
      > Matt Dralle
      > RV-8 #82880 N998RV "Ruby Vixen"
      > http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
      > http://www.mattsrv8.com/Rebuild - Post Landing Mishap Rebuild Log
      > http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
      > Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
      >
      >
      > 
      
      
________________________________________________________________________________
Subject: 
G3i Ignition: Presentation @ AirVenture 2011
From: 
"G3i Ignition" <mail(at)g3ignition.com>
Date: 
Jun 26, 2011
      
      
      On Tuesday, 7/26/2011 - 8:30 AM - 9:45 AM - Forum Pavilion 11 BRP/Rotax I will be doing an open discussion forum on:Interfacing Aircraft Magnetos with Electronic Ignition Systems, G3i Ignition Systems - Understanding the internal workings/properties of aircraft magnetos (Slick & Bendix). Aircraft spark plugs and automotive style spark plugs in aircraft applications. Secondary ignition timing and cylinder flame propagation. Disassembly and re-assembly of aircraft magnetos. Modifying magnetos to interface with an electronic ignition systems, experimental electronic ignition systems, benefits and end user. AirVenture forum link: http://www.eaaapps.org/presenterinfo.aspx?id=1470
      Look forward to seeing you there,
      
      Thomas S.
      
      --------
      Thomas S.
      
      Follow G3i on Facebook.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=344171#344171
      
      
________________________________________________________________________________
From: 
"Peck, Gaillard R CTR USAF ACC USAFWS/CBD" <gaillard.peck.ctr(at)nellis.af.mil>
Date: 
Jun 27, 2011
Subject: 
Fixed pitch to constant speed
      
      
      Here's a tip for anyone building wing tanks for a RV-8. 
      
      A friend building an RV-10 told me about the fuel pickup tube on the RV-10. It
      has a strainer attached to the pickup end of the tube. That's a real improvement
      over the pickup tube in my RV-8 plans. My plans say: bend the tube and crimp
      the end of the tube and then hacksaw 7 or 8 holes about half way through the
      tube just above the crimp for the fuel pickup.
      
      I ordered the RV-10 tubes from Vans and found them to be a perfect fit and a much
      niftier way to go. They are nicely bent and come with the compression sleeve
      and nut already mounted on the flared end of the tube. All that you have to
      do is screw the nut on the fitting that passes through the inboard tank rib and
      install the locking bracket. 
      
      It was a little tricky finding the RV-10 tubes in the Vans catalogue, but they
      are there. I forget how much they cost. I think both for $31 or so. Well worth
      it to me for this important component.
      
      Regards to all.
      
      Gail Peck
      RV-8
      LAS no N number yet
      
      -----Original Message-----
      From: owner-rv8-list-server(at)matronics.com [mailto:owner-rv8-list-server(at)matronics.com] On Behalf Of Carl Froehlich
      Sent: Saturday, June 25, 2011 9:02 AM
      Subject: RV8-List: RE: RV-List: Fixed pitch to constant speed
      
      Craig,
      
      
      I did this conversion on my 8A about three years ago.  After reviewing all the
      performance data on the various CS props available, I selected the Hartzell blended
      airfoil.  I have an IO-360, 180 hp engine so the engine weigh is the same
      as yours.
      
      
      Looking back over my W&B data, I can tell you the Hartzell was 13 pounds heavier
      than the Sensenich.  I have two Odyssey 625 batteries mounted just aft of the
      firewall.  I considered moving one of them to the aft mount location but decided
      to wait until after flying to see if it I had a nose heavy problem or not.
      Bottom line, I did not see much difference so I left the batteries where they
      are.
      
      
      As I did with the Sensenich, I put a 25 pound shot bag in the baggage compartment
      if I'm solo and no baggage.  My W&B does not require this, but I find it helps.
      
      
      I can tell you the performance difference between the Sensenich and the Hartzell
      was far more dramatic than I anticipated.  You will love the change.  I have
      a couple of hotrod Lancairs at the airpark and while they eventually pass me,
      I give them a surprising run for their money.
      
      
      BTW - I'm using the PCU-5000 governor and am very pleased with it.  If you need
      a governor control cable bracket let me know - I have a new one sitting here
      I bought from Van's by mistake for the RV-10.
      
      
      Carl
      
      RV-8A (650 hrs)
      
      RV-10 (prepping the fuselage for paint)
      
      
      From: owner-rv-list-server(at)matronics.com [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Robin Marks
      Sent: Saturday, June 25, 2011 10:47 AM
      Subject: RE: RV-List: Fixed pitch to constant speed
      
      
      Craig,
      
      Do you have your battery in the back?
      
      I have an IO-360 200 Hp / Hartzell BA CS prop (great combination) and have no issues
      flying solo with full fuel or near empty and no weight in the back.
      
      One note I have dual G3X and back up EFIS so I suspect my panel is lighter than
      a 10 year old build with steam gauges.
      
      
      Robin
      
      RV-4             Sold
      
      RV-6A          Sold
      
      RV-10           225 Hours
      
      RV-8A          30 Hours
      
      
      From: owner-rv-list-server(at)matronics.com [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of AOL
      Sent: Saturday, June 25, 2011 7:31 AM
      Subject: Re: RV-List: Fixed pitch to constant speed
      
      
      I have a RV8a with a IO-360 200hp which is a little heavier than your engine plus
      I have constant speed prop and have been flying it since 2002.  That being
      said I do keep 25 lb. of lead shot  in the aft baggage compartment and a few tools
      which keeps the elevator pretty even or level in flight thus creating less
      drag.  When landing it also helps with a lot less trim. I have confess my best
      landing are when I have a passenger in the rear seat and nothing in the aft
      baggage  area
      
      
      Dane Sheahen
      
      RV8a 
      
      
      On Jun 25, 2011, at 9:01 AM, Craig Gallenbach wrote:
      
      
      I have a RV8A with an O-360 and fixed pitch Sensenich prop.  I am considering changing
      to a constant speed prop, but I am concerned about the added weight on
      the nose of the plane.  My plane is on the nose heavy side as it is, and I would
      not like to make it any more so.  I am looking at the Whirlwind RV series.
      Does anyone out there know how the installed weight of a Whirlwind prop compares
      to the fixed pitch Sensenich?  The Whirlwind prop and spinner weigh in at
      about 38# according to the folks at Whirlwind.  I was hoping to find out the
      weight of the Sensenich installation without pulling my prop.
      
      
      Thanks,
      
      
      Craig Gallenbach
      
      Eastover, NC
      
      RV8-A, N184CG 195hrs
      
      
      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
      
      
      RV-List Email Forum -
      
      Day Browse, Chat, FAQ,
      
      w.matronics.com/Navigator?RV-List">http://www.matronics.com/Navigator?RV-Li
      
      ====================
      
      m">http://forums.matronics.com
      
      http://www.matronics.com/contribution
      
      ======================
      
      
      http://www.matronics.com/Navigator?RV-List
      http://forums.matronics.com
      http://www.matronics.com/contribution
      
      
________________________________________________________________________________
Date: 
Jun 27, 2011
From: 
Arthur Glaser <artglaser(at)sbcglobal.net>
Subject: 
Re: G3i Ignition: Presentation @ AirVenture 2011
      
      Is this given a second time?- I have a conflict with teacher day and woul
      d like to see your presentation.- Please advise.- Thanks for your time.
      - Perhaps I will get to work things into the schedule.
      -
      Art Glaser
      
      --- On Sun, 6/26/11, G3i Ignition  wrote:
      
      
      From: G3i Ignition <mail(at)g3ignition.com>
      Subject: RV-List: G3i Ignition: Presentation @ AirVenture 2011
      Date: Sunday, June 26, 2011, 7:44 PM
      
      
      On Tuesday, 7/26/2011 - 8:30 AM - 9:45 AM - Forum Pavilion 11 BRP/Rotax I w
      ill be doing an open discussion forum on:Interfacing Aircraft Magnetos with
       Electronic Ignition Systems, G3i Ignition Systems - Understanding the inte
      rnal workings/properties of aircraft magnetos (Slick & Bendix). Aircraft sp
      ark plugs and automotive style spark plugs in aircraft applications. Second
      ary ignition timing and cylinder flame propagation. Disassembly and re-asse
      mbly of aircraft magnetos. Modifying magnetos to interface with an electron
      ic ignition systems, experimental electronic ignition systems, benefits and
       end user. AirVenture forum link: http://www.eaaapps.org/presenterinfo.aspx
      ?id=1470
      Look forward to seeing you there,
      
      Thomas S.
      
      --------
      Thomas S.
      
      Follow G3i on Facebook.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=344171#344171
      
      
      le, List Admin.
      
      
________________________________________________________________________________
Date: 
Jun 27, 2011
From: 
Arthur Glaser <artglaser(at)sbcglobal.net>
Subject: 
Re: G3i Ignition: Presentation @ AirVenture 2011
      
      Sorry -- I should have sent the message directly to G3i
      
      --- On Sun, 6/26/11, G3i Ignition  wrote:
      
      
      From: G3i Ignition <mail(at)g3ignition.com>
      Subject: RV-List: G3i Ignition: Presentation @ AirVenture 2011
      Date: Sunday, June 26, 2011, 7:44 PM
      
      
      On Tuesday, 7/26/2011 - 8:30 AM - 9:45 AM - Forum Pavilion 11 BRP/Rotax I w
      ill be doing an open discussion forum on:Interfacing Aircraft Magnetos with
       Electronic Ignition Systems, G3i Ignition Systems - Understanding the inte
      rnal workings/properties of aircraft magnetos (Slick & Bendix). Aircraft sp
      ark plugs and automotive style spark plugs in aircraft applications. Second
      ary ignition timing and cylinder flame propagation. Disassembly and re-asse
      mbly of aircraft magnetos. Modifying magnetos to interface with an electron
      ic ignition systems, experimental electronic ignition systems, benefits and
       end user. AirVenture forum link: http://www.eaaapps.org/presenterinfo.aspx
      ?id=1470
      Look forward to seeing you there,
      
      Thomas S.
      
      --------
      Thomas S.
      
      Follow G3i on Facebook.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=344171#344171
      
      
      le, List Admin.
      
      
________________________________________________________________________________
Subject: 
MP3 type Audio amplifier?
From: 
Michael Kraus <n223rv(at)wolflakeairport.net>
Date: 
Jun 27, 2011
      
      
      My Garmin 696 doesn't output enough power to hear the XM radio it in my headsets
      very well.  Is anyone using any type of audio amplifier to boost their mp3 player
      or similar? Any recommendations on what to get, or avoid?
      
      Thanks
      -Mike Kraus
      
      Sent from my iPhone
      
      
________________________________________________________________________________
Date: 
Jun 27, 2011
Subject: 
Re: MP3 type Audio amplifier?
From: 
David Leonard <wdleonard(at)gmail.com>
      
      I use this one, works great, several versions depending on what you need.
      
      http://www.vx-aviation.com/page_2.html#ASX-2A_more
      
      Good guy to do business with.
      -- 
      David Leonard
      
      Turbo Rotary RV-6 N4VY
      http://N4VY.RotaryRoster.net
      http://RotaryRoster.net
      
      
      On Mon, Jun 27, 2011 at 8:14 PM, Michael Kraus
      wrote:
      
      >
      > My Garmin 696 doesn't output enough power to hear the XM radio it in my
      > headsets very well.  Is anyone using any type of audio amplifier to boost
      > their mp3 player or similar? Any recommendations on what to get, or avoid?
      >
      > Thanks
      > -Mike Kraus
      >
      > Sent from my iPhone
      >
      >
      
________________________________________________________________________________
Subject: 
Re: MP3 type Audio amplifier?
From: 
Bobby Hester <bobbyhester(at)newwavecomm.net>
Date: 
Jun 27, 2011
      
      
      What type of audio panel / intercom are you using?
      
      Sent from my Verizon iPhone
      
      On Jun 27, 2011, at 9:14 PM, Michael Kraus  wrote:
      
      > 
      > My Garmin 696 doesn't output enough power to hear the XM radio it in my headsets
      very well.  Is anyone using any type of audio amplifier to boost their mp3
      player or similar? Any recommendations on what to get, or avoid?
      > 
      > Thanks
      > -Mike Kraus
      > 
      > Sent from my iPhone
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Re: MP3 type Audio amplifier?
From: 
Michael Kraus <n223rv(at)wolflakeairport.net>
Date: 
Jun 28, 2011
      
      
      <>
      
      Apollo SL-15.  Talked with them, they said some devices need a boost.
      
      My 696 is turned up all the way, and still cuts out sometimes.  Had the same problem
      with a couple other devices, but I was able to turn them up and they work
      fine.  I assume they have better output as they are not at max output and still
      work great.
      -Mike
      
      Sent from my iPhone
      
      On Jun 28, 2011, at 12:33 AM, Bobby Hester  wrote:
      
      > 
      > What type of audio panel / intercom are you using?
      > 
      > Sent from my Verizon iPhone
      > 
      > On Jun 27, 2011, at 9:14 PM, Michael Kraus  wrote:
      > 
      >> 
      >> My Garmin 696 doesn't output enough power to hear the XM radio it in my headsets
      very well.  Is anyone using any type of audio amplifier to boost their mp3
      player or similar? Any recommendations on what to get, or avoid?
      >> 
      >> Thanks
      >> -Mike Kraus
      >> 
      >> Sent from my iPhone
      >> 
      >> 
      >> 
      >> 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Date: 
Jun 29, 2011
Subject: 
mag timing
From: 
thomas sargent <sarg314(at)gmail.com>
      
      I bought the TP105 "mag synchronizer" from Spruce.  My plane has only the
      left magneto. I use a Lightspeed ignition on the right.  I was fairly sure
      this could be used to time a single magneto, but the instructions don't even
      mention that.  Did I buy the wrong buzz box, or is the timing procedure so
      "well known" that they don't even explain it?
      
      -- 
      Tom Sargent, RV-6A
      
________________________________________________________________________________
Date: 
Jun 29, 2011
From: 
Linn Walters <pitts_pilot(at)bellsouth.net>
Subject: 
Re: mag timing
      
      I couldn't find the tp105 on spruce, but the 'buzz box' should work 
      fine.  I'm guessing that you have an impulse mag on the left.  Remove 
      one plug from each cylinder to prevent inadvertent firing.   Rotate the 
      engine until you feel compression on #1.  Look at the engine data plate 
      to see what the timing BTDC is.  Locate this mark on the flywheel.  I 
      use the back side which lines up with the case split.  The front marks 
      line up with the starter ..... never could find the 'hole' mark!  Turn 
      the prop until you hear the 'click' as the impulse breaks.  This should 
      be near TDC.  Move the prop backwards until the mark lines up with the 
      case split.  This should be the same degree mark as is on the data 
      plate.  Typically 25 deg BTDC but can vary on different engines.  If the 
      mark doesn't line up, rotate the mag until it does.  You're only timing 
      the left mag so the right isn't connected because of the lightspeed.  
      Once the left mag is timed, use the Lightspeed instructions to time the 
      right side.  Hope this helps.
      Linn
      
      On 6/29/2011 11:03 AM, thomas sargent wrote:
      > I bought the TP105 "mag synchronizer" from Spruce.  My plane has only 
      > the left magneto. I use a Lightspeed ignition on the right.  I was 
      > fairly sure this could be used to time a single magneto, but the 
      > instructions don't even mention that.  Did I buy the wrong buzz box, 
      > or is the timing procedure so "well known" that they don't even 
      > explain it?
      >
      > -- 
      > Tom Sargent, RV-6A
      > *
      >
      >
      > *
      
      
________________________________________________________________________________
Subject: 
Re: mag timing
From: 
Michael Kraus <n223rv(at)wolflakeairport.net>
Date: 
Jun 29, 2011
      
      The synchronizer tells you when the points open and close (ie fire).  If you
       have 2 mags, it will show you how close they are together (ie do they fire a
      t the same time, or one before the other).  Use this along with some way to t
      ell degrees before TDC and you want the single mag to beep at typically 20 d
      eg before TDC (depending on engine and cylinder compression).
      
      Sent from my iPhone
      
      On Jun 29, 2011, at 11:03 AM, thomas sargent  wrote:
      
      > I bought the TP105 "mag synchronizer" from Spruce.  My plane has only the l
      eft magneto. I use a Lightspeed ignition on the right.  I was fairly sure th
      is could be used to time a single magneto, but the instructions don't even m
      ention that.  Did I buy the wrong buzz box, or is the timing procedure so "w
      ell known" that they don't even explain it?
      > 
      > -- 
      > Tom Sargent, RV-6A
      > 
      > 
      ==========================
      =========
      ==========================
      =========
      ==========================
      =========
      ==========================
      =========
      > 
      
________________________________________________________________________________
Date: 
Jun 29, 2011
From: 
Ed Holyoke <bicyclop(at)pacbell.net>
Subject: 
Re: mag timing
      
      Howdy Tom,
      
      Can't find the TP-105 on ACS' site. I use the "Inductor Magneto 
      Synchronizer":
      http://www.aircraftspruce.com/catalog/topages/synchronizer.php
      
      For this unit, remove one set of spark plugs, top or bottom. Find top 
      dead center on #1 by moving the prop until it blows pressure past a 
      finger on the spark plug hole. If the mag has an impulse coupling, go 
      far enough to hear the snap, then back up to about 35 degrees BTDC and 
      sneak up on 25 BTDC by the mark on the flywheel that lines up with the 
      hole in the starter casting. This gets any gear lash out of the picture. 
      Put a drill bit in the hole as a pointer to get a better look at it's 
      relationship to the flywheel mark. Hook the black wire to ground and one 
      or the other of the colored leads to the P-lead on the mag. Turn the mag 
      switch on. Turn the buzz box on. Move the prop back and/or forth until 
      one of the lights goes out and the sound changes. Ignore the other light 
      since it isn't hooked up. Look at the flywheel again to see where the 
      timing really is. Loosen the mag hold downs and adjust as necessary to 
      get it to where the light goes out exactly when the 25 degree mark lines 
      up when you sneak up on it. Snug the hold downs on the mag before you 
      check timing. The timing will often change slightly as you tighten the 
      magneto hold downs, so it may take a few (or many) tries to get it just 
      right. Have fun with it.
      
      Pax,
      
      Ed Holyoke
      
      On 6/29/2011 8:03 AM, thomas sargent wrote:
      > I bought the TP105 "mag synchronizer" from Spruce.  My plane has only 
      > the left magneto. I use a Lightspeed ignition on the right.  I was 
      > fairly sure this could be used to time a single magneto, but the 
      > instructions don't even mention that.  Did I buy the wrong buzz box, 
      > or is the timing procedure so "well known" that they don't even 
      > explain it?
      >
      > -- 
      > Tom Sargent, RV-6A
      > *
      >
      >
      > *
      
________________________________________________________________________________
Date: 
Jun 29, 2011
Subject: 
Re: mag timing
From: 
thomas sargent <sarg314(at)gmail.com>
      
      Ed:
      Thanks for that description.  That helps a lot. The TP-105 is the mfr.
      number.  Spruce lists it on the same page with the E-50. It's the "Mag
      timing light Industrial Typ" at the bottom of the page. p/n 12-01279
      
      On Wed, Jun 29, 2011 at 9:02 AM, Ed Holyoke  wrote:
      
      > **
      > Howdy Tom,
      >
      > Can't find the TP-105 on ACS' site. I use the "Inductor Magneto
      > Synchronizer":
      > http://www.aircraftspruce.com/catalog/topages/synchronizer.php
      >
      > For this unit, remove one set of spark plugs, top or bottom. Find top dead
      > center on #1 by moving the prop until it blows pressure past a finger on the
      > spark plug hole. If the mag has an impulse coupling, go far enough to hear
      > the snap, then back up to about 35 degrees BTDC and sneak up on 25 BTDC by
      > the mark on the flywheel that lines up with the hole in the starter casting.
      > This gets any gear lash out of the picture. Put a drill bit in the hole as a
      > pointer to get a better look at it's relationship to the flywheel mark. Hook
      > the black wire to ground and one or the other of the colored leads to the
      > P-lead on the mag. Turn the mag switch on. Turn the buzz box on. Move the
      > prop back and/or forth until one of the lights goes out and the sound
      > changes. Ignore the other light since it isn't hooked up. Look at the
      > flywheel again to see where the timing really is. Loosen the mag hold downs
      > and adjust as necessary to get it to where the light goes out exactly when
      > the 25 degree mark lines up when you sneak up on it. Snug the hold downs
      > on the mag before you check timing. The timing will often change slightly
      > as you tighten the magneto hold downs, so it may take a few (or many) tries
      > to get it just right. Have fun with it.
      >
      > Pax,
      >
      > Ed Holyoke
      >
      > On 6/29/2011 8:03 AM, thomas sargent wrote:
      >
      > I bought the TP105 "mag synchronizer" from Spruce.  My plane has only the
      > left magneto. I use a Lightspeed ignition on the right.  I was fairly sure
      > this could be used to time a single magneto, but the instructions don't even
      > mention that.  Did I buy the wrong buzz box, or is the timing procedure so
      > "well known" that they don't even explain it?
      >
      > --
      > Tom Sargent, RV-6A
      >
      > *
      >
      > *
      >
      >
      -- 
      Tom Sargent
      
________________________________________________________________________________
Date: 
Jun 30, 2011
Subject: 
adjusting cooling baffles
From: 
thomas sargent <sarg314(at)gmail.com>
      
      I notice that CHT on cyl #1 (on my IO-360) is a bit cool and CHT cyl #3 is a
      bit high.  I've seen many planes with small "dams" at the inlet, small
      strips of aluminum blocking the bottom 1/4" or 1/2" of the cooling fins on
      cyl #1.
      
      Is there any science to this or is it just cut and try?
      
      How well does the piece of aluminum have to be secured? Since it's backed up
      against the fins and, I'm assuming has a flange resting on the inlet ramp,
      I'm guessing that just using good quality tape holding it down to the inlet
      ramp will do for testing purposes. Or is there a better way to secure it
      temoporarily?
      
      thanks,
      -- 
      Tom Sargent
      
________________________________________________________________________________
Date: 
Jun 30, 2011
From: 
Kelly McMullen <kellym(at)aviating.com>
Subject: 
Re: adjusting cooling baffles
      
      
      You can use aluminum tape across the fins to do your fine tuning, then 
      make a dam to same dimensions when you find what works.
      
      
      On 6/30/2011 2:20 PM, thomas sargent wrote:
      > I notice that CHT on cyl #1 (on my IO-360) is a bit cool and CHT cyl 
      > #3 is a bit high.  I've seen many planes with small "dams" at the 
      > inlet, small strips of aluminum blocking the bottom 1/4" or 1/2" of 
      > the cooling fins on cyl #1.
      >
      > Is there any science to this or is it just cut and try?
      >
      > How well does the piece of aluminum have to be secured? Since it's 
      > backed up against the fins and, I'm assuming has a flange resting on 
      > the inlet ramp, I'm guessing that just using good quality tape holding 
      > it down to the inlet ramp will do for testing purposes. Or is there a 
      > better way to secure it temoporarily?
      >
      > thanks,
      > -- 
      > Tom Sargent
      > *
      >
      >
      > *
      
      
________________________________________________________________________________
From: 
Robin Marks <robin(at)PaintTheWeb.com>
Date: 
Jun 30, 2011
Subject: 
adjusting cooling baffles
      
      Tape will work to R&D. In fact you can use tape as the dam if you want.
      
      We made curved =93ramps=94 of various sizes to adjust the cooling. What we 
      found
      is there was very little we could do to bring down #3 temps due to the rear
      baffle being nearly flush to the backside of #3 preventing any cooling air
      to run past the rear fins. Other builders have placed washers back there to
      force a gap for a little batter air circulation. Because I am running a 200
      Hp & the SJ cowl cooling is at a premium. We decided to open up the rear
      baffle and build a ramp for real cooling air to wrap around the backside of
      #3. This made a 15+ degree difference and also allowed us to remove most of
      our forward cooling ramps. Note: we were able to make this adjustment w/o
      removing the baffle.
      
      
      Robin
      
      
      *From:* owner-rv-list-server(at)matronics.com [mailto:
      owner-rv-list-server(at)matronics.com] *On Behalf Of *thomas sargent
      *Sent:* Thursday, June 30, 2011 2:21 PM
      *To:* rv-list
      *Subject:* RV-List: adjusting cooling baffles
      
      
      I notice that CHT on cyl #1 (on my IO-360) is a bit cool and CHT cyl #3 is 
      a
      bit high.  I've seen many planes with small "dams" at the inlet, small
      strips of aluminum blocking the bottom 1/4" or 1/2" of the cooling fins on
      cyl #1.
      
      Is there any science to this or is it just cut and try?
      
      How well does the piece of aluminum have to be secured? Since it's backed u
      p
      against the fins and, I'm assuming has a flange resting on the inlet ramp,
      I'm guessing that just using good quality tape holding it down to the inlet
      ramp will do for testing purposes. Or is there a better way to secure it
      temoporarily?
      
      thanks,
      -- 
      Tom Sargent
      
      * *
      
      * *
      
      ===========*
      
      
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      * *
      
      ------------------------------
      
      No virus found in this message.
      Checked by AVG - www.avg.com
      
________________________________________________________________________________
Date: 
Jun 30, 2011
From: 
Ed Holyoke <bicyclop(at)pacbell.net>
Subject: 
Re: adjusting cooling baffles
      
      Another thing to look at is the backside of #3. Make sure there's a little 
      gap back there as the fins are very shallow on the intake side and, if the 
      baffle is very tight to the back of the head, not much air can pass by that
       area. A washer under the baffle mounting screw might be enough to make a d
      ifference.
      
      Pax,
      
      Ed Holyoke
      
      --- On Thu, 6/30/11, Kelly McMullen  wrote:
      
      From: Kelly McMullen <kellym(at)aviating.com>
      Subject: Re: RV-List: adjusting cooling baffles
      Date: Thursday, June 30, 2011, 2:31 PM
      
      
      You can use aluminum tape across the fins to do your fine tuning, then make
       a dam to same dimensions when you find what works.
      
      
      On 6/30/2011 2:20 PM, thomas sargent wrote:
      > I notice that CHT on cyl #1 (on my IO-360) is a bit cool and CHT cyl #3 i
      s a bit high.- I've seen many planes with small "dams" at the inlet, smal
      l strips of aluminum blocking the bottom 1/4" or 1/2" of the cooling fins o
      n cyl #1.
      > 
      > Is there any science to this or is it just cut and try?
      > 
      > How well does the piece of aluminum have to be secured? Since it's backed
       up against the fins and, I'm assuming has a flange resting on the inlet ra
      mp, I'm guessing that just using good quality tape holding it down to the i
      nlet ramp will do for testing purposes. Or is there a better way to secure 
      it temoporarily?
      > 
      > thanks,
      > -- Tom Sargent
      > *
      > 
      > 
      > *
      
      le, List Admin.
      
      
________________________________________________________________________________
Date: 
Jun 30, 2011
Subject: 
Re: adjusting cooling baffles
From: 
thomas sargent <sarg314(at)gmail.com>
      
      Robin:
      Great photos. Thanks.  I was thinking about trying a deflector mounted on
      the back baffle, angling up at about 45 deg. for a couple inches.  It might
      force more air down thru the back fins.  Of course, I really don't know how
      the air is moving in that area. It's probably pretty turbulent and won't
      move the way I expect it to.
      
      I don't think I can move the rear baffle back with a washer at this stage of
      the game.  I'll see if any movement is possible.  I doubt it.
      
      
      -- 
      Tom Sargent
      
________________________________________________________________________________
Date: 
Jun 30, 2011
From: 
"Ralph E. Capen" <recapen(at)earthlink.net>
Subject: 
Re: adjusting cooling baffles
      
      
      Tom,
      
      I was able to get one washer between the rear plate and the cylinder for the screw
      that holds that back baffle plate to the cylinder.  I used one of those washer-holder-tools.
      
      It really helped to balance that side.....
      
      Ralph
      
      
      -----Original Message-----
      >From: thomas sargent <sarg314(at)gmail.com>
      >Sent: Jun 30, 2011 4:20 PM
      >To: rv-list 
      >Subject: RV-List: adjusting cooling baffles
      >
      >I notice that CHT on cyl #1 (on my IO-360) is a bit cool and CHT cyl #3 is a
      >bit high.  I've seen many planes with small "dams" at the inlet, small
      >strips of aluminum blocking the bottom 1/4" or 1/2" of the cooling fins on
      >cyl #1.
      >
      >Is there any science to this or is it just cut and try?
      >
      >How well does the piece of aluminum have to be secured? Since it's backed up
      >against the fins and, I'm assuming has a flange resting on the inlet ramp,
      >I'm guessing that just using good quality tape holding it down to the inlet
      >ramp will do for testing purposes. Or is there a better way to secure it
      >temoporarily?
      >
      >thanks,
      >-- 
      >Tom Sargent
      
      
________________________________________________________________________________
Subject: 
Re: adjusting cooling baffles
From: 
Bobby Hester <bobbyhester(at)newwavecomm.net>
Date: 
Jun 30, 2011
      
      You can use aluminum tape to find out how much needs to be blocked. 5 yrs la
      ter and I'm still using tape. 
      
      Sent from my Verizon iPhone
      
      On Jun 30, 2011, at 3:20 PM, thomas sargent  wrote:
      
      > I notice that CHT on cyl #1 (on my IO-360) is a bit cool and CHT cyl #3 is
       a bit high.  I've seen many planes with small "dams" at the inlet, small st
      rips of aluminum blocking the bottom 1/4" or 1/2" of the cooling fins on cyl
       #1.  
      > 
      > Is there any science to this or is it just cut and try? 
      > 
      > How well does the piece of aluminum have to be secured? Since it's backed u
      p against the fins and, I'm assuming has a flange resting on the inlet ramp,
       I'm guessing that just using good quality tape holding it down to the inlet
       ramp will do for testing purposes. Or is there a better way to secure it te
      moporarily?
      > 
      > thanks,
      > -- 
      > Tom Sargent
      > 
      > 
      ==========================
      =========
      ==========================
      =========
      ==========================
      =========
      ==========================
      =========
      > 
      
________________________________________________________________________________
Subject: 
Re: adjusting cooling baffles
From: 
Dale Ensing <densing(at)carolina.rr.com>
Date: 
Jul 01, 2011
      
      The temporary  aluminum tape can be applied directly to the cyl fins...or, i
      f you put a couple of plate nuts in the baffle ramp, you can mount a light w
      eight aluminum angle in front of the cylinder which can be easily removed fo
      r sizing by reducing the height of the vertical portion.
      
      Sent from my iPad
      
      On Jun 30, 2011, at 10:23 PM, Bobby Hester  wro
      te:
      
      > You can use aluminum tape to find out how much needs to be blocked. 5 yrs l
      ater and I'm still using tape. 
      > 
      > Sent from my Verizon iPhone
      > 
      > On Jun 30, 2011, at 3:20 PM, thomas sargent  wrote:
      > 
      >> I notice that CHT on cyl #1 (on my IO-360) is a bit cool and CHT cyl #3 i
      s a bit high.  I've seen many planes with small "dams" at the inlet, small s
      trips of aluminum blocking the bottom 1/4" or 1/2" of the cooling fins on cy
      l #1.  
      >> 
      >> Is there any science to this or is it just cut and try? 
      >> 
      >> How well does the piece of aluminum have to be secured? Since it's backed
       up against the fins and, I'm assuming has a flange resting on the inlet ram
      p, I'm guessing that just using good quality tape holding it down to the inl
      et ramp will do for testing purposes. Or is there a better way to secure it t
      emoporarily?
      >> 
      >> thanks,
      >> -- 
      >> Tom Sargent
      >> 
      >> 
      >> 
      > 
      > 
      3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
      D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
      =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
      3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
      D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
      =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
      3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
      D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
      =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
      3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
      D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
      =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
      > 
      
________________________________________________________________________________
Date: 
Jul 01, 2011
Subject: 
Re: adjusting cooling baffles
From: 
thomas sargent <sarg314(at)gmail.com>
      
      Looking at the oil cooler - installed according to plans - I note that the
      lowest 1 inch of the opening to the oil cooler is directly behind the
      cooling fins of cyl #4 .  Is air heated by the fins going thru the oil
      cooler?  Has any one experimented with a small baffle there to block the aft
      side of the fins on #4 so that the air can't so easily get to the oil cooler
      there?  I've noticed that once the oil tempo gets high it takes a long time
      (~10 minutes) to bring it down. Maybe this is why.
      
      I managed to get a 1/16" thick washer on the screw between the rear baffle
      and cyl #3. It took a fair bit of fiddling, but it's there now.  I will try
      some tape on #1.
      
      -- 
      Tom Sargent
      
________________________________________________________________________________
From: 
"Dale Ensing" <densing(at)carolina.rr.com>
Subject: 
Re: adjusting cooling baffles
Date: 
Jul 01, 2011
      
      Tom,
      If you can come up with a way to temporarily block the lower area in front 
      of #4 for the summer months (and it works to get the temps down), you may w
      ant the extra heat in the winter. I have difficulty getting/keeping my oil 
      temp up in the winter. 
      Dale
        ----- Original Message ----- 
        From: thomas sargent 
        To: rv-list(at)matronics.com 
        Sent: Friday, July 01, 2011 11:32 AM
        Subject: Re: RV-List: adjusting cooling baffles
      
      
        Looking at the oil cooler - installed according to plans - I note that th
      e lowest 1 inch of the opening to the oil cooler is directly behind the coo
      ling fins of cyl #4 .  Is air heated by the fins going thru the oil cooler?
        Has any one experimented with a small baffle there to block the aft side 
      of the fins on #4 so that the air can't so easily get to the oil cooler the
      re?  I've noticed that once the oil tempo gets high it takes a long time (~
      10 minutes) to bring it down. Maybe this is why.
      
        I managed to get a 1/16" thick washer on the screw between the rear baffl
      e and cyl #3. It took a fair bit of fiddling, but it's there now.  I will t
      ry some tape on #1.
      
        -- 
        Tom Sargent
      
      
________________________________________________________________________________
From: 
Mike Robertson <mrobert569(at)hotmail.com>
Subject: 
adjusting cooling baffles
Date: 
Jul 01, 2011
      
      
      What you speak of has merit.  I lower the oil temps over 5 degrees by just 
      adding two layers of baffle rubber material between the oil cooler and the 
      baffle wall.  That effectively moved the oil cooler away from #4 by 1/8 inc
      h allowing much more cool air to get to the oil cooler.
      
      Mike Robertson
      
      Date: Fri=2C 1 Jul 2011 08:32:53 -0700
      Subject: Re: RV-List: adjusting cooling baffles
      From: sarg314(at)gmail.com
      
      Looking at the oil cooler - installed according to plans - I note that the 
      lowest 1 inch of the opening to the oil cooler is directly behind the cooli
      ng fins of cyl #4 .  Is air heated by the fins going thru the oil cooler?  
      Has any one experimented with a small baffle there to block the aft side of
       the fins on #4 so that the air can't so easily get to the oil cooler there
      ?  I've noticed that once the oil tempo gets high it takes a long time (~10
       minutes) to bring it down. Maybe this is why.
      
      
      I managed to get a 1/16" thick washer on the screw between the rear 
      baffle and cyl #3. It took a fair bit of fiddling=2C but it's there now.  I
       will try some tape on #1.
      -- 
      Tom Sargent
      
      
       		 	   		  
      
________________________________________________________________________________
Date: 
Jul 02, 2011
From: 
"Rodney Boyd" <rboyd(at)dcccd.edu>
Subject: 
Re: RV-List Digest: 6 Msgs - 07/01/11
      
      
      I will be returning from vacation on June 4, 2007.   If you need something prior
      to then, please contact Bill Barry at 7070 or by email.
      
      Rodney
      
      
________________________________________________________________________________
Date: 
Jul 02, 2011
From: 
Matt Dralle <dralle(at)matronics.com>
Subject: 
WxWorx REWX9ID USB Weather Receiver For Sale...
      
      
      I have a 1-year old WxWorx REWX9ID USB XM Aircraft Weather and XM Audio receiver
      for sale.  It was just removed from my RV-8 and is in perfect working order.
      Includes Antenna, Mount, Receiver Unit, and USB Interface.  
      
      It is compatible with the Grand Rapids EFISs and a number of others.  Gives text
      and graphical representations of weather including Rain, Wind, Temp, etc.  Requires
      separate monthly XM subscription which is not included in this offering.
      Attached are some pictures of the actual unit for sale.
      
      Works great and I wouldn't fly without a similar product.  I'm replacing the functionality
      with an ADS-B receiver.
      
      Additional information on the unit can be found here:
      
              https://www.wxworx.com/portable-receiver-overview
              https://www.wxworx.com/interface-modules
      
      Aircraft Spruce has the unit for $595:
      
              http://www.aircraftspruce.com/catalog/avpages/fl190True.php
      
      I will take $400 firm for the unit as shown plus $10 for shipping.  First come,
      first served.  Email me with questions.
      
      I can accept PayPal http://www.paypal.com using "dralle@matronics.com" or I can accept Visa/MC directly.  I will take a 2.5% discount for a check, but it will have to clear before I ship.
      
      Best regards,
      
      Matt Dralle
      
      -
      Matt Dralle
      RV-8 #82880 N998RV "Ruby Vixen"
      http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
      http://www.mattsrv8.com/Rebuild - Post Landing Mishap Rebuild Log
      http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
      Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
      
________________________________________________________________________________
Date: 
Jul 02, 2011
Subject: 
Re: RV7-List: WxWorx REWX9ID USB Weather Receiver For Sale...
From: 
Franz Fux <franz(at)lastfrontierheli.com>
      
      
      Hi folks, I also have something for sale, Pm 1000 intercom with Stein Air
      harness wired for the SL40 in my RV7, I since upgraded, price would be 400.-
      including shipping.
      Cheers
      Franz
      
      
      On 02/07/11 5:51 PM, "Matt Dralle"  wrote:
      
      > 
      > I have a 1-year old WxWorx REWX9ID USB XM Aircraft Weather and XM Audio
      > receiver for sale.  It was just removed from my RV-8 and is in perfect working
      > order.  Includes Antenna, Mount, Receiver Unit, and USB Interface.
      > 
      > It is compatible with the Grand Rapids EFISs and a number of others.  Gives
      > text and graphical representations of weather including Rain, Wind, Temp, etc.
      > Requires separate monthly XM subscription which is not included in this
      > offering.  Attached are some pictures of the actual unit for sale.
      > 
      > Works great and I wouldn't fly without a similar product.  I'm replacing the
      > functionality with an ADS-B receiver.
      > 
      > Additional information on the unit can be found here:
      > 
      >         https://www.wxworx.com/portable-receiver-overview
      >         https://www.wxworx.com/interface-modules
      > 
      > Aircraft Spruce has the unit for $595:
      > 
      >         http://www.aircraftspruce.com/catalog/avpages/fl190True.php
      > 
      > I will take $400 firm for the unit as shown plus $10 for shipping.  First
      > come, first served.  Email me with questions.
      > 
      > I can accept PayPal http://www.paypal.com using "dralle@matronics.com" or I
      > can accept Visa/MC directly.  I will take a 2.5% discount for a check, but it
      > will have to clear before I ship.
      > 
      > Best regards,
      > 
      > Matt Dralle
      > 
      > -
      > Matt Dralle
      > RV-8 #82880 N998RV "Ruby Vixen"
      > http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
      > http://www.mattsrv8.com/Rebuild - Post Landing Mishap Rebuild Log
      > http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
      > Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
      
      Franz Fux
      Director of Operations
      
      Last Frontier Heliskiing Ltd.
      Bell 2 Lodge
      
      P.O. Box 1237
      Vernon, BC, V1T 6N6
      CANADA
      
      Office Contact
      T: (250) 558-7980
      F: (250) 558-7981
      
      Lodge Contact
      T: (250) 275-4770
      F: (250) 275-4912
      http://www.bell2lodge.com
      ---
      LAST FRONTIER Heliskiing
      www.lastfrontierheli.com
      ---
      And for some of the best Steelhead Fishing in the world at Bell 2 Lodge
      www.steelhead-fishing.net
      
      
________________________________________________________________________________
From: 
"David Burton" <d-burton(at)comcast.net>
Subject: 
Re: WxWorx REWX9ID USB Weather Receiver For Sale...
Date: 
Jul 02, 2011
      
      
      > Works great and I wouldn't fly without a similar product.  I'm replacing 
      > the functionality with an ADS-B receiver.
      >
      Hi Matt,
      
      Can you tell us about your ADS-B receiver?  I have a lot of interesting in 
      going down that path also...
      
      Thanks,
      David 
      
      
________________________________________________________________________________
Date: 
Jul 02, 2011
From: 
Matt Dralle <dralle(at)matronics.com>
Subject: 
Re: WxWorx REWX9ID USB Weather Receiver For Sale...
      
      
      At 08:22 PM 7/2/2011  Saturday, you wrote:
      >
      >>Works great and I wouldn't fly without a similar product.  I'm replacing the
      functionality with an ADS-B receiver.
      >Hi Matt,
      >
      >Can you tell us about your ADS-B receiver?  I have a lot of interesting in going
      down that path also...
      >
      >Thanks,
      >David 
      
      
      Well, I haven't received it yet, but I did order it.  There's like a 3 week lead
      time for some reason.  I will post a pirep when I get the new unit and get it
      hooked up.  According to GRT, the weather information provided by the ADS-B
      as far as how and what is displayed on the GRT EFIS is exactly the same as what
      is display using the WxWorx.  The ADS-B adds traffic display as well.
      
      Matt
      
      
      -
      Matt Dralle
      RV-8 #82880 N998RV "Ruby Vixen"
      http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
      http://www.mattsrv8.com/Rebuild - Post Landing Mishap Rebuild Log
      http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
      Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap... 
      
      
________________________________________________________________________________
Subject: 
Re: WxWorx REWX9ID USB Weather Receiver For Sale...
From: 
Bobby Hester <bobbyhester(at)newwavecomm.net>
Date: 
Jul 03, 2011
      
      
      Matt can you tell us about the ADS-B receiver? Got a link? I need to start thinking
      about one. 
      
      Sent from my Verizon iPhone
      
      On Jul 2, 2011, at 7:51 PM, Matt Dralle  wrote:
      
      > 
      > I have a 1-year old WxWorx REWX9ID USB XM Aircraft Weather and XM Audio receiver
      for sale.  It was just removed from my RV-8 and is in perfect working order.
      Includes Antenna, Mount, Receiver Unit, and USB Interface.  
      > 
      > It is compatible with the Grand Rapids EFISs and a number of others.  Gives text
      and graphical representations of weather including Rain, Wind, Temp, etc.
      Requires separate monthly XM subscription which is not included in this offering.
      Attached are some pictures of the actual unit for sale.
      > 
      > Works great and I wouldn't fly without a similar product.  I'm replacing the
      functionality with an ADS-B receiver.
      > 
      > Additional information on the unit can be found here:
      > 
      >        https://www.wxworx.com/portable-receiver-overview
      >        https://www.wxworx.com/interface-modules
      > 
      > Aircraft Spruce has the unit for $595:
      > 
      >        http://www.aircraftspruce.com/catalog/avpages/fl190True.php
      > 
      > I will take $400 firm for the unit as shown plus $10 for shipping.  First come,
      first served.  Email me with questions.
      > 
      > I can accept PayPal http://www.paypal.com using "dralle@matronics.com" or I can accept Visa/MC directly.  I will take a 2.5% discount for a check, but it will have to clear before I ship.
      > 
      > Best regards,
      > 
      > Matt Dralle
      > 
      > -
      > Matt Dralle
      > RV-8 #82880 N998RV "Ruby Vixen"
      > http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
      > http://www.mattsrv8.com/Rebuild - Post Landing Mishap Rebuild Log
      > http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
      > Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
      > <2011.07.02 - WxWorx XM Aircraft Weather & Audio Receiver with USB Interface
      & Antenna (1).jpg>
      > <2011.07.02 - WxWorx XM Aircraft Weather & Audio Receiver with USB Interface
      & Antenna (2).jpg>
      > <2011.07.02 - WxWorx XM Aircraft Weather & Audio Receiver with USB Interface
      & Antenna (3).jpg>
      > <2011.07.02 - WxWorx XM Aircraft Weather & Audio Receiver with USB Interface
      & Antenna (4).jpg>
      
      
________________________________________________________________________________
Date: 
Jul 03, 2011
From: 
Matt Dralle <dralle(at)matronics.com>
Subject: 
Re: ADS-B Transceiver...
      
      
      At 06:23 AM 7/3/2011  Sunday, you wrote:
      >
      >Matt can you tell us about the ADS-B receiver? Got a link? I need to start thinking
      about one. 
      
      
      I ordered the ADS600-B unit from NavWorx:
      
      http://www.navworx.com/ads600-b.asp
      
      Here's their main site:
      
      http://www.navworx.com/index.asp
      
      They're not exactly cheap.  Here's the price list:
      
      http://navworx.americommerce.com/store/c/21-Buy-Your-NavWorx-ADS600-or-PADS600-Online-Now.aspx
      
      I also ordered it with the WIFI module and the ARINC-429 for fun.
      
      Matt
      
      -
      Matt Dralle
      RV-8 #82880 N998RV "Ruby Vixen"
      http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
      http://www.mattsrv8.com/Rebuild - Post Landing Mishap Rebuild Log
      http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
      Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap... 
      
      
________________________________________________________________________________
Date: 
Jul 03, 2011
Subject: 
Re: ADS-B Transceiver...
From: 
Ollie Washburn <ollie6a(at)embarqmail.com>
      
      
       People also might want to check skyradar.net which I have running on
      my Iphone. Works great for weather.
      
      On Sun, Jul 3, 2011 at 1:44 PM, Matt Dralle  wrote:
      >
      > At 06:23 AM 7/3/2011 Sunday, you wrote:
      >>
      >>Matt can you tell us about the ADS-B receiver? Got a link? I need to start thinking
      about one.
      >
      >
      > I ordered the ADS600-B unit from NavWorx:
      >
      > http://www.navworx.com/ads600-b.asp
      >
      > Here's their main site:
      >
      > http://www.navworx.com/index.asp
      >
      > They're not exactly cheap. Here's the price list:
      >
      > http://navworx.americommerce.com/store/c/21-Buy-Your-NavWorx-ADS600-or-PADS600-Online-Now.aspx
      >
      > I also ordered it with the WIFI module and the ARINC-429 for fun.
      >
      > Matt
      >
      > -
      > Matt Dralle
      > RV-8 #82880 N998RV "Ruby Vixen"
      > http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
      > http://www.mattsrv8.com/Rebuild - Post Landing Mishap Rebuild Log
      > http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
      > Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
      >
      >
      
      
      -- 
      >From Central Florida,
      Ollie
      
      
________________________________________________________________________________
Date: 
Jul 04, 2011
Subject: 
Help with Gns 480 Century HSI
From: 
David Burnham <daverv6a(at)gmail.com>
      
      I have a CNX-80 - GNS480 witht he following other units. Century 1000 HSI,
      MX20, SL15.
      I had the GNS 480 software upgrade, since then I am not getting any CDI
      function on the HSI. the VDI etc, still works, but not CDI.
      I have checked my setup and all seems OK to me - but I may be missing
      something.
      Also, Altitude does not display on MX 20 - have an SL70 remote transponder -
      output from GNS 480 is showing correct altitude.
      
      Any GNS 480 experts, help would be appreciated. Avionics shop where I had
      the upgrade done is not homebuilder friendly.
      
      Dave Burnham
      RV6A - N64FN - flying since 2006
      
________________________________________________________________________________
From: 
"Bruce" <BGray(at)glasair.org>
Subject: 
Help with Gns 480 Century HSI
Date: 
Jul 04, 2011
      
      If the GNS 480 was the only item removed from your panel, I'd start with
      the connectors and pins used for that unit.
      
      Bruce
      WWW.Glasair.org 
      -----Original Message-----
      From: owner-rv-list-server(at)matronics.com
      [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of David Burnham
      Sent: Monday, July 04, 2011 6:17 PM
      Subject: RV-List: Help with Gns 480 Century HSI
      
      I have a CNX-80 - GNS480 witht he following other units. Century 1000
      HSI, MX20, SL15.
      I had the GNS 480 software upgrade, since then I am not getting any CDI
      function on the HSI. the VDI etc, still works, but not CDI.
      I have checked my setup and all seems OK to me - but I may be missing
      something.
      Also, Altitude does not display on MX 20 - have an SL70 remote
      transponder - output from GNS 480 is showing correct altitude.
      
      Any GNS 480 experts, help would be appreciated. Avionics shop where I
      had the upgrade done is not homebuilder friendly.
      
      Dave Burnham
      RV6A - N64FN - flying since 2006
      
      
________________________________________________________________________________
From: 
"Ralph E. Capen" <recapen(at)earthlink.net>
Subject: 
Help with Gns 480 Century HSI
Date: 
Jul 04, 2011
      
      Dave,
      
      
      I have a similar setup.NSD1000 MX20 SL70 PSE7000MS( SL15Equiv) - but Garmin
      420 instead..
      
      Let me look through my stuff and give you a couple of things to check out...
      
      
      Meanwhile, did it ever work properly?  If not - there will be a different
      set of things to check..
      
      
      Ralph
      
      
      From: owner-rv-list-server(at)matronics.com
      [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of David Burnham
      Sent: Monday, July 04, 2011 6:17 PM
      Subject: RV-List: Help with Gns 480 Century HSI
      
      
      I have a CNX-80 - GNS480 witht he following other units. Century 1000 HSI,
      MX20, SL15.
      
      I had the GNS 480 software upgrade, since then I am not getting any CDI
      function on the HSI. the VDI etc, still works, but not CDI.
      
      I have checked my setup and all seems OK to me - but I may be missing
      something.
      
      Also, Altitude does not display on MX 20 - have an SL70 remote transponder -
      output from GNS 480 is showing correct altitude.
      
      
      Any GNS 480 experts, help would be appreciated. Avionics shop where I had
      the upgrade done is not homebuilder friendly.
      
      
      Dave Burnham
      
      RV6A - N64FN - flying since 2006
      
      
________________________________________________________________________________
From: 
"Ralph E. Capen" <recapen(at)earthlink.net>
Subject: 
Help with Gns 480 Century HSI
Date: 
Jul 05, 2011
      
      The MX20 has a serial port definition that needs to be configured for
      altitude input.  I had a similar problem when I swapped out my GX60 for my
      420W...the altitude signal needs to come directly as serial input either
      from the encoder or transponder (mine's from the transponder).previously the
      GX60 would do it but the 420W did not...caused a minor rewiring change.  You
      may have a similar situation...
      
      
      As for the CDI, there are essentially two wires that provide the L/R signal
      to the NSD1000.hence the 'did it ever work' question.
      
      
      I have all of the wiring diagrams for everything except the CNX-80 - GNS480.
      If I can get the installation manual for that, I can tell you what pins to
      shoot for continuity.
      
      
      From: owner-rv-list-server(at)matronics.com
      [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Ralph E. Capen
      Sent: Monday, July 04, 2011 9:23 PM
      Subject: RE: RV-List: Help with Gns 480 Century HSI
      
      
      Dave,
      
      
      I have a similar setup.NSD1000 MX20 SL70 PSE7000MS( SL15Equiv) - but Garmin
      420 instead..
      
      Let me look through my stuff and give you a couple of things to check out...
      
      
      Meanwhile, did it ever work properly?  If not - there will be a different
      set of things to check..
      
      
      Ralph
      
      
      From: owner-rv-list-server(at)matronics.com
      [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of David Burnham
      Sent: Monday, July 04, 2011 6:17 PM
      Subject: RV-List: Help with Gns 480 Century HSI
      
      
      I have a CNX-80 - GNS480 witht he following other units. Century 1000 HSI,
      MX20, SL15.
      
      I had the GNS 480 software upgrade, since then I am not getting any CDI
      function on the HSI. the VDI etc, still works, but not CDI.
      
      I have checked my setup and all seems OK to me - but I may be missing
      something.
      
      Also, Altitude does not display on MX 20 - have an SL70 remote transponder -
      output from GNS 480 is showing correct altitude.
      
      
      Any GNS 480 experts, help would be appreciated. Avionics shop where I had
      the upgrade done is not homebuilder friendly.
      
      
      Dave Burnham
      
      RV6A - N64FN - flying since 2006
      
      
      http://www.matronics.com/Navigator?RV-List
      
      http://forums.matronics.com
      
      http://www.matronics.com/contribution
      
      
________________________________________________________________________________
From: 
"Bruce" <BGray(at)glasair.org>
Subject: 
Re: ADS-B Transceiver...
Date: 
Jul 05, 2011
      
      
      Hi Guys,
      
      I already have all the equipment I need for ADS-B Out for my Glasair
      III. But it seems that in its rush to get the regulation out to the
      public, the FAA did not provide any path for Experimental aircraft to
      install/approve ADBS-B. 
      
      The FAA has published an advisory circular on the subject (AC 20-165)
      that states ALL ADBS-B installations must be approved before use. It
      then goes on to state that approval requires an STC. It also broadly
      hints that all equipment must be TSO'ed. You all must know that STC's do
      not apply to us. To add further confusion, I was told by my local FSDO
      that all STC's for approval were not being accepted and that the only
      way to get approval was from the original aircraft manufacturer. I asked
      the FSDO if we (the home builder) were considered the manufacturer and
      was told the FAA felt that it was the kit manufacturer. I called the
      EAA, they were clueless.
      
      So, it seems that you (or we) can't get there from here. Any one have
      any ideas?
      
      Bruce
      WWW.Glasair.org 
      
      -----Original Message-----
      From: owner-rv-list-server(at)matronics.com
      [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Matt Dralle
      Sent: Sunday, July 03, 2011 1:45 PM
      Subject: RV-List: Re: ADS-B Transceiver...
      
      
      At 06:23 AM 7/3/2011  Sunday, you wrote:
      
      >
      >Matt can you tell us about the ADS-B receiver? Got a link? I need to
      start thinking about one. 
      
      
      I ordered the ADS600-B unit from NavWorx:
      
      http://www.navworx.com/ads600-b.asp
      
      Here's their main site:
      
      http://www.navworx.com/index.asp
      
      They're not exactly cheap.  Here's the price list:
      
      http://navworx.americommerce.com/store/c/21-Buy-Your-NavWorx-ADS600-or-P
      ADS600-Online-Now.aspx
      
      I also ordered it with the WIFI module and the ARINC-429 for fun.
      
      Matt
      
      -
      Matt Dralle
      RV-8 #82880 N998RV "Ruby Vixen"
      http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
      http://www.mattsrv8.com/Rebuild - Post Landing Mishap Rebuild Log
      http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
      Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap... 
      
      
________________________________________________________________________________
From: 
"Bruce" <BGray(at)glasair.org>
Subject: 
Re: ADS-B Transceiver...
Date: 
Jul 05, 2011
      
      
      Woops,
      
      Here's the link to the AC,
      
      http://www.airweb.faa.gov/REGULATORY_AND_GUIDANCE_LIBRARY/RGADVISORYCIRC
      ULAR.NSF/0/4D934250FE568A79862577310060CF03?OpenDocument
      
      
      Bruce
      WWW.Glasair.org 
      
      
________________________________________________________________________________
From: 
Dave Saylor <dave.saylor.aircrafters(at)gmail.com>
Date: 
Jul 05, 2011
Subject: 
Re: ADS-B Transceiver...
      
      
      Hi Bruce,
      
      I don't think the AC applies to us since it's only for those seeking
      TC or STC approval--as you said, we don't have TCs or use STCs.
      
      Which transceiver are you using?  Display?
      
      Dave Saylor
      AirCrafters
      140 Aviation Way
      Watsonville, CA 95076
      831-722-9141 Shop
      831-750-0284 Cell
      
      
      On Tue, Jul 5, 2011 at 6:46 AM, Bruce  wrote:
      >
      > Woops,
      >
      > Here's the link to the AC,
      >
      > http://www.airweb.faa.gov/REGULATORY_AND_GUIDANCE_LIBRARY/RGADVISORYCIRC
      > ULAR.NSF/0/4D934250FE568A79862577310060CF03?OpenDocument
      >
      >
      > Bruce
      > WWW.Glasair.org
      >
      >
      
      
________________________________________________________________________________
Date: 
Jul 05, 2011
From: 
Linn Walters <pitts_pilot(at)bellsouth.net>
Subject: 
Re: ADS-B Transceiver...
      
      
      On 7/5/2011 9:04 AM, Bruce wrote:
      > -->  RV-List message posted by: "Bruce"
      >
      > Hi Guys,
      >
      > I already have all the equipment I need for ADS-B Out for my Glasair
      > III. But it seems that in its rush to get the regulation out to the
      > public, the FAA did not provide any path for Experimental aircraft to
      > install/approve ADBS-B.
      snip
      > So, it seems that you (or we) can't get there from here. Any one have
      > any ideas?
      Yep.  Install it like you want it .... and ask forgiveness later.  The 
      only thing I'd put into the 'must do' category is to make sure the 
      transmitted information being broadcast is accurate.  There are already 
      a lot of ADS-B installations in experimentals.
      Linn
      > Bruce
      > WWW.Glasair.org
      >
      > -----Original Message-----
      > From: owner-rv-list-server(at)matronics.com
      > [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Matt Dralle
      > Sent: Sunday, July 03, 2011 1:45 PM
      > To: rv-list(at)matronics.com
      > Subject: RV-List: Re: ADS-B Transceiver...
      >
      > -->  RV-List message posted by: Matt Dralle
      >
      > At 06:23 AM 7/3/2011  Sunday, you wrote:
      >> -->  RV-List message posted by: Bobby Hester
      > 
      >> Matt can you tell us about the ADS-B receiver? Got a link? I need to
      > start thinking about one.
      >
      >
      > I ordered the ADS600-B unit from NavWorx:
      >
      > http://www.navworx.com/ads600-b.asp
      >
      > Here's their main site:
      >
      > http://www.navworx.com/index.asp
      >
      > They're not exactly cheap.  Here's the price list:
      >
      > http://navworx.americommerce.com/store/c/21-Buy-Your-NavWorx-ADS600-or-P
      > ADS600-Online-Now.aspx
      >
      > I also ordered it with the WIFI module and the ARINC-429 for fun.
      >
      > Matt
      >
      > -
      > Matt Dralle
      > RV-8 #82880 N998RV "Ruby Vixen"
      > http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
      > http://www.mattsrv8.com/Rebuild - Post Landing Mishap Rebuild Log
      > http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
      > Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
      >
      >
      
      
________________________________________________________________________________
Subject: 
Re: ADS-B Transceiver...
From: 
Tim Olson <Tim(at)MyRV10.com>
Date: 
Jul 05, 2011
      
      
      To me, the section 1-1(b) says enough to move ahead.  If you get it installed,
      and working properly, you're unlikely to have any worries.  And the benefits of
      it are many. 
      Tim
      
      
      On Jul 5, 2011, at 8:46 AM, "Bruce"  wrote:
      
      > 
      > Woops,
      > 
      > Here's the link to the AC,
      > 
      > http://www.airweb.faa.gov/REGULATORY_AND_GUIDANCE_LIBRARY/RGADVISORYCIRC
      > ULAR.NSF/0/4D934250FE568A79862577310060CF03?OpenDocument
      > 
      > 
      > Bruce
      > WWW.Glasair.org 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Re: ADS-B Transceiver...
From: 
Tim Olson <Tim(at)MyRV10.com>
Date: 
Jul 05, 2011
      
      
      Definitely make sure your transmitted info is set up correctly.  Other than that,
      you'll want it to squawk the same code as your transponder....and if you have
      a gtx330 you're golden.  Likely the same with gtx327.
      Tim
      
      
      On Jul 5, 2011, at 9:30 AM, Linn Walters  wrote:
      
      > 
      > On 7/5/2011 9:04 AM, Bruce wrote:
      >> -->  RV-List message posted by: "Bruce"
      >> 
      >> Hi Guys,
      >> 
      >> I already have all the equipment I need for ADS-B Out for my Glasair
      >> III. But it seems that in its rush to get the regulation out to the
      >> public, the FAA did not provide any path for Experimental aircraft to
      >> install/approve ADBS-B.
      > snip
      >> So, it seems that you (or we) can't get there from here. Any one have
      >> any ideas?
      > Yep.  Install it like you want it .... and ask forgiveness later.  The only thing
      I'd put into the 'must do' category is to make sure the transmitted information
      being broadcast is accurate.  There are already a lot of ADS-B installations
      in experimentals.
      > Linn
      >> Bruce
      >> WWW.Glasair.org
      >> 
      >> -----Original Message-----
      >> From: owner-rv-list-server(at)matronics.com
      >> [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Matt Dralle
      >> Sent: Sunday, July 03, 2011 1:45 PM
      >> To: rv-list(at)matronics.com
      >> Subject: RV-List: Re: ADS-B Transceiver...
      >> 
      >> -->  RV-List message posted by: Matt Dralle
      >> 
      >> At 06:23 AM 7/3/2011  Sunday, you wrote:
      >>> -->  RV-List message posted by: Bobby Hester
      >> 
      >>> Matt can you tell us about the ADS-B receiver? Got a link? I need to
      >> start thinking about one.
      >> 
      >> 
      >> I ordered the ADS600-B unit from NavWorx:
      >> 
      >> http://www.navworx.com/ads600-b.asp
      >> 
      >> Here's their main site:
      >> 
      >> http://www.navworx.com/index.asp
      >> 
      >> They're not exactly cheap.  Here's the price list:
      >> 
      >> http://navworx.americommerce.com/store/c/21-Buy-Your-NavWorx-ADS600-or-P
      >> ADS600-Online-Now.aspx
      >> 
      >> I also ordered it with the WIFI module and the ARINC-429 for fun.
      >> 
      >> Matt
      >> 
      >> -
      >> Matt Dralle
      >> RV-8 #82880 N998RV "Ruby Vixen"
      >> http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
      >> http://www.mattsrv8.com/Rebuild - Post Landing Mishap Rebuild Log
      >> http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
      >> Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
      >> 
      >> 
      >> 
      >> 
      >> 
      >> 
      >> 
      >> 
      >> 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
From: 
"Bruce" <BGray(at)glasair.org>
Subject: 
Re: ADS-B Transceiver...
Date: 
Jul 05, 2011
      
      
      Garmin 530W, Garmin 330 transponder updated for ADBS-B Out, and a RMI
      microencoder/air data unit. All are TSO'ed except the RMI air data
      system.
      
      I still believe it has to be approved because it transmits position data
      to ATC. We just can't install and turn it on, at least that's what the
      FSDO tells me. There is no in flight approved testing procedure in place
      yet, and no one has the ground testing equipment to verify the
      transmitted data blocks around here.
      
      Bruce
      WWW.Glasair.org 
      
      -----Original Message-----
      From: owner-rv-list-server(at)matronics.com
      [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Dave Saylor
      Sent: Tuesday, July 05, 2011 9:59 AM
      Subject: Re: RV-List: Re: ADS-B Transceiver...
      
      
      
      Hi Bruce,
      
      I don't think the AC applies to us since it's only for those seeking
      TC or STC approval--as you said, we don't have TCs or use STCs.
      
      Which transceiver are you using?  Display?
      
      Dave Saylor
      AirCrafters
      140 Aviation Way
      Watsonville, CA 95076
      831-722-9141 Shop
      831-750-0284 Cell
      
      
      On Tue, Jul 5, 2011 at 6:46 AM, Bruce  wrote:
      >
      > Woops,
      >
      > Here's the link to the AC,
      >
      >
      http://www.airweb.faa.gov/REGULATORY_AND_GUIDANCE_LIBRARY/RGADVISORYCIRC
      > ULAR.NSF/0/4D934250FE568A79862577310060CF03?OpenDocument
      >
      >
      > Bruce
      > WWW.Glasair.org
      >
      >
      
      
________________________________________________________________________________
Date: 
Jul 05, 2011
From: 
Kelly McMullen <kellym(at)aviating.com>
Subject: 
Re: ADS-B Transceiver...
      
      
      Another example of the FAA left hand not having a clue what the right 
      hand is doing. Your transponder and GPS are TSO. That means the position 
      information complies with the requirements. Your air data system has to 
      meet a different regulation, and I assume it does if it passes an IFR 
      static system check.
      Too many FAA inspectors have no experience/training on experimental 
      aircraft side of the house, and rather than linking you up with someone 
      who does, try to bluff their way into making the problem go away.
      Just read an idiot article today on the "new" air traffic system that 
      once again says ADSB/Next Gen will replace radar. If that were true, we 
      wouldn't be required to have either Mode A/C transponders or Mode S in 
      addition to UAT. The FAA wouldn't have gone to the totally stupid dual 
      frequency system. Also article said lots about airlines not wanting to 
      spend the money, without one mention of GA and who pays for that. Grump, 
      grump.
      Maybe Das Fed (if he isn't too busy stomping out office brushfires) can 
      shine some light on the subject for us and send something off to the 
      author of the AC to remind them they need to deal with experimental 
      installs as well if they want the air traffic system to retain 
      integrity. Not that I want more fed involvement, but really is necessary 
      on something that affects all aircraft.
      
      
      On 7/5/2011 8:00 AM, Bruce wrote:
      > -->  RV-List message posted by: "Bruce"
      >
      > Garmin 530W, Garmin 330 transponder updated for ADBS-B Out, and a RMI
      > microencoder/air data unit. All are TSO'ed except the RMI air data
      > system.
      >
      > I still believe it has to be approved because it transmits position data
      > to ATC. We just can't install and turn it on, at least that's what the
      > FSDO tells me. There is no in flight approved testing procedure in place
      > yet, and no one has the ground testing equipment to verify the
      > transmitted data blocks around here.
      >
      > Bruce
      > WWW.Glasair.org
      >
      > -----Original Message-----
      > From: owner-rv-list-server(at)matronics.com
      > [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Dave Saylor
      > Sent: Tuesday, July 05, 2011 9:59 AM
      > To: rv-list(at)matronics.com
      > Subject: Re: RV-List: Re: ADS-B Transceiver...
      >
      > -->  RV-List message posted by: Dave Saylor
      > 
      >
      > Hi Bruce,
      >
      > I don't think the AC applies to us since it's only for those seeking
      > TC or STC approval--as you said, we don't have TCs or use STCs.
      >
      > Which transceiver are you using?  Display?
      >
      > Dave Saylor
      > AirCrafters
      > 140 Aviation Way
      > Watsonville, CA 95076
      > 831-722-9141 Shop
      > 831-750-0284 Cell
      >
      >
      > On Tue, Jul 5, 2011 at 6:46 AM, Bruce  wrote:
      >> -->  RV-List message posted by: "Bruce"
      >>
      >> Woops,
      >>
      >> Here's the link to the AC,
      >>
      >>
      > http://www.airweb.faa.gov/REGULATORY_AND_GUIDANCE_LIBRARY/RGADVISORYCIRC
      >> ULAR.NSF/0/4D934250FE568A79862577310060CF03?OpenDocument
      >>
      >>
      >> Bruce
      >> WWW.Glasair.org
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >
      >
      
      
________________________________________________________________________________
Subject: 
Re: ADS-B Transceiver...
From: 
Tim Olson <Tim(at)MyRV10.com>
Date: 
Jul 05, 2011
      
      
      But all over that document it says "a position source meeting the minimum performance
      requirements of any revision of TSO-C129, TSO-C145, TSO-C146, or TSO-C196...)
      
      So it says all over that it needs to meet the performance reqs but doesn't say
      it has to BE TSO'd.   I won't go on further other than to say if it doesn't make
      you comfortable than don't do it. I doubt in today's financial climate they'll
      be equipping ramp checkers with the tools to test and verify the parameters,
      but I guess you never know.  There are many people using such equipment today
      though, and the AC makes some awesome points.  Some of the biggest things are
      single-entry-point code entry and things like that.  So those things would
      be more worrysome because if you aren't squawking properly, then THAT is something
      that may be noticed.
      Tim
      
      
      On Jul 5, 2011, at 10:00 AM, "Bruce"  wrote:
      
      > 
      > Garmin 530W, Garmin 330 transponder updated for ADBS-B Out, and a RMI
      > microencoder/air data unit. All are TSO'ed except the RMI air data
      > system.
      > 
      > I still believe it has to be approved because it transmits position data
      > to ATC. We just can't install and turn it on, at least that's what the
      > FSDO tells me. There is no in flight approved testing procedure in place
      > yet, and no one has the ground testing equipment to verify the
      > transmitted data blocks around here.
      > 
      > Bruce
      > WWW.Glasair.org 
      > 
      > -----Original Message-----
      > From: owner-rv-list-server(at)matronics.com
      > [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Dave Saylor
      > Sent: Tuesday, July 05, 2011 9:59 AM
      > To: rv-list(at)matronics.com
      > Subject: Re: RV-List: Re: ADS-B Transceiver...
      > 
      > 
      > 
      > Hi Bruce,
      > 
      > I don't think the AC applies to us since it's only for those seeking
      > TC or STC approval--as you said, we don't have TCs or use STCs.
      > 
      > Which transceiver are you using?  Display?
      > 
      > Dave Saylor
      > AirCrafters
      > 140 Aviation Way
      > Watsonville, CA 95076
      > 831-722-9141 Shop
      > 831-750-0284 Cell
      > 
      > 
      > 
      > On Tue, Jul 5, 2011 at 6:46 AM, Bruce  wrote:
      >> 
      >> Woops,
      >> 
      >> Here's the link to the AC,
      >> 
      >> 
      > http://www.airweb.faa.gov/REGULATORY_AND_GUIDANCE_LIBRARY/RGADVISORYCIRC
      >> ULAR.NSF/0/4D934250FE568A79862577310060CF03?OpenDocument
      >> 
      >> 
      >> Bruce
      >> WWW.Glasair.org
      >> 
      >> 
      >> 
      >> 
      >> 
      >> 
      >> 
      >> 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Subject: 
Re: ADS-B Transceiver...
From: 
Tim Olson <Tim(at)MyRV10.com>
Date: 
Jul 05, 2011
      
      
      I think it's best for Experimental aviations future to install the stuff, do it
      to certified standards so it's done right and works properly/perfectly, and to
      NOT spend your time drawing attention by asking them (das fed) the questions
      in the first place.  As we all know, there are too many who don't understand
      experimentals, and beyond that, different FSDO's interpret things differently.
      Many many questions can have a variety of answers.  So long as that's the case,
      sometimes we're better off just doing things right and not inviting regulation
      by asking for clarification that could never be achieved without drafting
      newer, deeper reaching, regulation.  It's tough enough as it is.  ADS-B in isn't
      rocket science and it's not complicated to get a working system that will
      give you good traffic info and report your precise location exactly.  Just read
      that AC and make sure you work to that level of accuracy and operability.
      Tim
      
      
      On Jul 5, 2011, at 10:21 AM, Kelly McMullen  wrote:
      
      > 
      > Another example of the FAA left hand not having a clue what the right hand is
      doing. Your transponder and GPS are TSO. That means the position information
      complies with the requirements. Your air data system has to meet a different regulation,
      and I assume it does if it passes an IFR static system check.
      > Too many FAA inspectors have no experience/training on experimental aircraft
      side of the house, and rather than linking you up with someone who does, try to
      bluff their way into making the problem go away.
      > Just read an idiot article today on the "new" air traffic system that once again
      says ADSB/Next Gen will replace radar. If that were true, we wouldn't be required
      to have either Mode A/C transponders or Mode S in addition to UAT. The
      FAA wouldn't have gone to the totally stupid dual frequency system. Also article
      said lots about airlines not wanting to spend the money, without one mention
      of GA and who pays for that. Grump, grump.
      > Maybe Das Fed (if he isn't too busy stomping out office brushfires) can shine
      some light on the subject for us and send something off to the author of the
      AC to remind them they need to deal with experimental installs as well if they
      want the air traffic system to retain integrity. Not that I want more fed involvement,
      but really is necessary on something that affects all aircraft.
      > 
      > 
      > 
      > On 7/5/2011 8:00 AM, Bruce wrote:
      >> -->  RV-List message posted by: "Bruce"
      >> 
      >> Garmin 530W, Garmin 330 transponder updated for ADBS-B Out, and a RMI
      >> microencoder/air data unit. All are TSO'ed except the RMI air data
      >> system.
      >> 
      >> I still believe it has to be approved because it transmits position data
      >> to ATC. We just can't install and turn it on, at least that's what the
      >> FSDO tells me. There is no in flight approved testing procedure in place
      >> yet, and no one has the ground testing equipment to verify the
      >> transmitted data blocks around here.
      >> 
      >> Bruce
      >> WWW.Glasair.org
      >> 
      >> -----Original Message-----
      >> From: owner-rv-list-server(at)matronics.com
      >> [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Dave Saylor
      >> Sent: Tuesday, July 05, 2011 9:59 AM
      >> To: rv-list(at)matronics.com
      >> Subject: Re: RV-List: Re: ADS-B Transceiver...
      >> 
      >> -->  RV-List message posted by: Dave Saylor
      >> 
      >> 
      >> Hi Bruce,
      >> 
      >> I don't think the AC applies to us since it's only for those seeking
      >> TC or STC approval--as you said, we don't have TCs or use STCs.
      >> 
      >> Which transceiver are you using?  Display?
      >> 
      >> Dave Saylor
      >> AirCrafters
      >> 140 Aviation Way
      >> Watsonville, CA 95076
      >> 831-722-9141 Shop
      >> 831-750-0284 Cell
      >> 
      >> 
      >> 
      >> On Tue, Jul 5, 2011 at 6:46 AM, Bruce  wrote:
      >>> -->  RV-List message posted by: "Bruce"
      >>> 
      >>> Woops,
      >>> 
      >>> Here's the link to the AC,
      >>> 
      >>> 
      >> http://www.airweb.faa.gov/REGULATORY_AND_GUIDANCE_LIBRARY/RGADVISORYCIRC
      >>> ULAR.NSF/0/4D934250FE568A79862577310060CF03?OpenDocument
      >>> 
      >>> 
      >>> Bruce
      >>> WWW.Glasair.org
      >>> 
      >>> 
      >>> 
      >>> 
      >>> 
      >>> 
      >>> 
      >>> 
      >> 
      >> 
      >> 
      >> 
      >> 
      >> 
      >> 
      > 
      > 
      > 
      
      
________________________________________________________________________________
From: 
David <dmaib(at)mac.com>
Subject: 
Re: ADS-B Transceiver...
Date: 
Jul 05, 2011
      
      
      Wise words from Tim, IMHO
      
      David Maib
      40559
      Flying
      
      On Jul 5, 2011, at 11:45 AM, Tim Olson wrote:
      
      >
      > I think it's best for Experimental aviations future to install the  
      > stuff, do it to certified standards so it's done right and works  
      > properly/perfectly, and to NOT spend your time drawing attention by  
      > asking them (das fed) the questions in the first place.  As we all  
      > know, there are too many who don't understand experimentals, and  
      > beyond that, different FSDO's interpret things differently.  Many  
      > many questions can have a variety of answers.  So long as that's  
      > the case, sometimes we're better off just doing things right and  
      > not inviting regulation by asking for clarification that could  
      > never be achieved without drafting newer, deeper reaching,  
      > regulation.  It's tough enough as it is.  ADS-B in isn't rocket  
      > science and it's not complicated to get a working system that will  
      > give you good traffic info and report your precise location  
      > exactly.  Just read that AC and make sure you work to that level of  
      > accuracy and operability.
      > Tim
      >
      >
      > On Jul 5, 2011, at 10:21 AM, Kelly McMullen   
      > wrote:
      >
      >>
      >> Another example of the FAA left hand not having a clue what the  
      >> right hand is doing. Your transponder and GPS are TSO. That means  
      >> the position information complies with the requirements. Your air  
      >> data system has to meet a different regulation, and I assume it  
      >> does if it passes an IFR static system check.
      >> Too many FAA inspectors have no experience/training on  
      >> experimental aircraft side of the house, and rather than linking  
      >> you up with someone who does, try to bluff their way into making  
      >> the problem go away.
      >> Just read an idiot article today on the "new" air traffic system  
      >> that once again says ADSB/Next Gen will replace radar. If that  
      >> were true, we wouldn't be required to have either Mode A/C  
      >> transponders or Mode S in addition to UAT. The FAA wouldn't have  
      >> gone to the totally stupid dual frequency system. Also article  
      >> said lots about airlines not wanting to spend the money, without  
      >> one mention of GA and who pays for that. Grump, grump.
      >> Maybe Das Fed (if he isn't too busy stomping out office  
      >> brushfires) can shine some light on the subject for us and send  
      >> something off to the author of the AC to remind them they need to  
      >> deal with experimental installs as well if they want the air  
      >> traffic system to retain integrity. Not that I want more fed  
      >> involvement, but really is necessary on something that affects all  
      >> aircraft.
      >>
      >>
      >>
      >> On 7/5/2011 8:00 AM, Bruce wrote:
      >>> -->  RV-List message posted by: "Bruce"
      >>>
      >>> Garmin 530W, Garmin 330 transponder updated for ADBS-B Out, and a  
      >>> RMI
      >>> microencoder/air data unit. All are TSO'ed except the RMI air data
      >>> system.
      >>>
      >>> I still believe it has to be approved because it transmits  
      >>> position data
      >>> to ATC. We just can't install and turn it on, at least that's  
      >>> what the
      >>> FSDO tells me. There is no in flight approved testing procedure  
      >>> in place
      >>> yet, and no one has the ground testing equipment to verify the
      >>> transmitted data blocks around here.
      >>>
      >>> Bruce
      >>> WWW.Glasair.org
      >>>
      >>> -----Original Message-----
      >>> From: owner-rv-list-server(at)matronics.com
      >>> [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Dave Saylor
      >>> Sent: Tuesday, July 05, 2011 9:59 AM
      >>> To: rv-list(at)matronics.com
      >>> Subject: Re: RV-List: Re: ADS-B Transceiver...
      >>>
      >>> -->  RV-List message posted by: Dave Saylor
      >>> 
      >>>
      >>> Hi Bruce,
      >>>
      >>> I don't think the AC applies to us since it's only for those seeking
      >>> TC or STC approval--as you said, we don't have TCs or use STCs.
      >>>
      >>> Which transceiver are you using?  Display?
      >>>
      >>> Dave Saylor
      >>> AirCrafters
      >>> 140 Aviation Way
      >>> Watsonville, CA 95076
      >>> 831-722-9141 Shop
      >>> 831-750-0284 Cell
      >>>
      >>>
      >>>
      >>> On Tue, Jul 5, 2011 at 6:46 AM, Bruce  wrote:
      >>>> -->  RV-List message posted by: "Bruce"
      >>>>
      >>>> Woops,
      >>>>
      >>>> Here's the link to the AC,
      >>>>
      >>>>
      >>> http://www.airweb.faa.gov/REGULATORY_AND_GUIDANCE_LIBRARY/ 
      >>> RGADVISORYCIRC
      >>>> ULAR.NSF/0/4D934250FE568A79862577310060CF03?OpenDocument
      >>>>
      >>>>
      >>>> Bruce
      >>>> WWW.Glasair.org
      >>>>
      >>>>
      >>>>
      >>>>
      >>>>
      >>>>
      >>>>
      >>>>
      >>>
      >>>
      >>>
      >>>
      >>>
      >>>
      >>>
      >>
      >>
      >>
      >
      >
      
      
________________________________________________________________________________
Date: 
Jul 05, 2011
Subject: 
Re: adjusting cooling baffles
From: 
David Burnham <daverv6a(at)gmail.com>
      
      Here is a picture of the "cowl insullation material" stuck to my #1
      cylinder. Have 3 degree higher on #3 vs #1 - this weekend at 97F OAT - #3
      running at 354F - Oil temp doesn't go over 185F winter or summer.
      Doesn't take much tape to affect #3 temps.
      Dave Burnham
      RV6A Madison, AL
      
      On Fri, Jul 1, 2011 at 12:06 PM, Mike Robertson wrote:
      
      >  What you speak of has merit.  I lower the oil temps over 5 degrees by just
      > adding two layers of baffle rubber material between the oil cooler and the
      > baffle wall.  That effectively moved the oil cooler away from #4 by 1/8 inch
      > allowing much more cool air to get to the oil cooler.
      >
      > Mike Robertson
      >
      > ------------------------------
      > Date: Fri, 1 Jul 2011 08:32:53 -0700
      >
      > Subject: Re: RV-List: adjusting cooling baffles
      > From: sarg314(at)gmail.com
      >
      > To: rv-list(at)matronics.com
      >
      > Looking at the oil cooler - installed according to plans - I note that the
      > lowest 1 inch of the opening to the oil cooler is directly behind the
      > cooling fins of cyl #4 .  Is air heated by the fins going thru the oil
      > cooler?  Has any one experimented with a small baffle there to block the aft
      > side of the fins on #4 so that the air can't so easily get to the oil cooler
      > there?  I've noticed that once the oil tempo gets high it takes a long time
      > (~10 minutes) to bring it down. Maybe this is why.
      >
      > I managed to get a 1/16" thick washer on the screw between the rear baffle
      > and cyl #3. It took a fair bit of fiddling, but it's there now.  I will try
      > some tape on #1.
      >
      > --
      > Tom Sargent
      >
      > *
      >
      > get="_blank">http://www.matronics.com/Navigator?RV-Listhttp://forums.matronics.com
      > ="_blank">http://www.matronics.com/contribution
      > *
      >
      >  *
      >
      > *
      >
      >
      
________________________________________________________________________________
Date: 
Jul 06, 2011
From: 
Glen Matejcek <aerobubba(at)earthlink.net>
Subject: 
Re: certification issues
      
      
      Hi Bruce-
      
      RE:
      
      >So, it seems that you (or we) can't get there from here. Any one have
      >any ideas?
      
      I would recommend contacying Earl Lawrence.  See:
      
      http://eaa.org/news/2010/2010-10-14_lawrence.asp
      
      My past experience suggests he would be a fine place to start, if not end, this
      issue.
      
      Glen Matejcek
      
      
________________________________________________________________________________
Date: 
Jul 07, 2011
From: 
Matt Dralle <dralle(at)matronics.com>
Subject: 
Inspiration - Ultimate Air-To-Air Shot...
      
      Fellow RVers,
      
      If you feeling like you needed a little inspiration on that RV project, check out
      the attached photo.  What an awesome shot of a P-51 Mustang leading a flight
      of 7 RVs!!  Totally cool!  Makes me wish my RV-8 was rebuilt.  But then, what
      doesn't... ;-)
      
      Matt
      
      -
      Matt Dralle
      RV-8 #82880 N998RV "Ruby Vixen"
      http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
      http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
      http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
      Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap... 
      
________________________________________________________________________________
Date: 
Jul 08, 2011
From: 
Scott <acepilot(at)bloomer.net>
Subject: 
Re: Inspiration - Ultimate Air-To-Air Shot...
      
      Wait a minute!!!  I see a -4 in there!  :)
      
      
      On 7-8-2011 02:57, Matt Dralle wrote:
      > Fellow RVers,
      >
      > If you feeling like you needed a little inspiration on that RV project, check
      out the attached photo.  What an awesome shot of a P-51 Mustang leading a flight
      of 7 RVs!!  Totally cool!  Makes me wish my RV-8 was rebuilt.  But then, what
      doesn't... ;-)
      >
      > Matt
      >
      > -
      > Matt Dralle
      > RV-8 #82880 N998RV "Ruby Vixen"
      > http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
      > http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
      > http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
      > Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
      
      -- 
      
________________________________________________________________________________
From: 
"Greg Young" <bigdog(at)bentwing.com>
Subject: 
Inspiration - Ultimate Air-To-Air Shot...
Date: 
Jul 08, 2011
      
      There's an Extra in there too. Still a cool shot.
      
      
      From: owner-rv-list-server(at)matronics.com
      [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Scott
      Sent: Friday, July 08, 2011 5:47 AM
      Subject: Re: RV-List: Inspiration - Ultimate Air-To-Air Shot...
      
      
      Wait a minute!!!  I see a -4 in there!  :)
      
      
      On 7-8-2011 02:57, Matt Dralle wrote: 
      
      Fellow RVers,
      
      If you feeling like you needed a little inspiration on that RV project,
      check out the attached photo.  What an awesome shot of a P-51 Mustang
      leading a flight of 7 RVs!!  Totally cool!  Makes me wish my RV-8 was
      rebuilt.  But then, what doesn't... ;-)
      
      Matt
      
      -
      Matt Dralle
      RV-8 #82880 N998RV "Ruby Vixen"
      http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
      http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
      http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
      Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap... 
      
      
      -- 
      
      
________________________________________________________________________________
Subject: 
Re: RV8-List: Inspiration - Ultimate Air-To-Air Shot...
From: 
"William L. Paulin" <wpaulin(at)usa.net>
Date: 
Jul 08, 2011
      
      
      Nice Log Matt, but sorry for the occasion.  That had to be a very violent event
      ... seeing all the damage.  Good work in saving the landing as much as you did.
      
      As to your lessons, I certainly agree with your "don't try to make the turn-off."
      But is there another lesson?  In addition to a maximum crosswind component
      (especially for tail draggers), should we have a simple maximum wind speed limit?
      ... or maybe a maximum gust component (e.g., Vgust - Vsteady)?  Any gust
      is bound to not be dead nuts down the centerline ... and should produce differential
      lift that is hard to handle until the airplane is fully planted and slowed
      ... again, especially in a tail dragger,  but also in a nose dragger.
      
      Bill
      ***********************************
      William & Sandra Paulin
      1575 South Forest Drive
      Prescott, AZ 86303
      
      Bill
        Cell         +1 858 722 2905
        Office      +1 760 720 2905
        Europe  +358 40 720 4047
      
        wpaulin(at)usa.net
      
      Sandy
        Cell           +1 858 349 1729
        Office        +1 928 443 7739 
      
      On Jul 7, 2011, at 7:57 PM, Matt Dralle wrote:
      
      Fellow RVers,
      
      If you feeling like you needed a little inspiration on that RV project, check out
      the attached photo.  What an awesome shot of a P-51 Mustang leading a flight
      of 7 RVs!!  Totally cool!  Makes me wish my RV-8 was rebuilt.  But then, what
      doesn't... ;-)
      
      Matt
      
      -
      Matt Dralle
      RV-8 #82880 N998RV "Ruby Vixen"
      http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
      http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
      http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
      Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap... 
      
      
________________________________________________________________________________
From: 
"Jeff Luckey" <JLuckey(at)pacbell.net>
Subject: 
Inspiration - Ultimate Air-To-Air Shot...
Date: 
Jul 08, 2011
      
      
      No doubt that's a cool picture - but I wonder if it is authentic.
      The lighting on the 51 looks suspect to me.
      
      Does anyone know the photographer??
      
      
      -----Original Message-----
      From: owner-rv-list-server(at)matronics.com
      [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Matt Dralle
      Sent: Thursday, July 07, 2011 19:58
      Subject: RV-List: Inspiration - Ultimate Air-To-Air Shot...
      
      Fellow RVers,
      
      If you feeling like you needed a little inspiration on that RV project,
      check out the attached photo.  What an awesome shot of a P-51 Mustang
      leading a flight of 7 RVs!!  Totally cool!  Makes me wish my RV-8 was
      rebuilt.  But then, what doesn't... ;-)
      
      Matt
      
      -
      Matt Dralle
      RV-8 #82880 N998RV "Ruby Vixen"
      http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
      http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
      http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
      Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap... 
      
      
________________________________________________________________________________
Date: 
Jul 08, 2011
From: 
Matt Dralle <dralle(at)matronics.com>
Subject: 
Re: Inspiration - Ultimate Air-To-Air Shot... 
      
      
      At 08:21 AM 7/8/2011  Friday, you wrote:
      >Ah, never mind.  Now I see your rebuild web page.  I didn't know you had the mishap.
      Glad you're okay and that the gear didn't fold.
      >Good luck with your rebuild.  Maybe add a nose wheel like mine?  : )
      >Stan Sutterfield
      > 
      >In a message dated 7/8/2011 3:09:56 A.M. Eastern Daylight Time,  Matt Dralle writes:
      >Makes me wish my RV-8 was rebuilt
      
      
      Yeah, its quite the bummer.  I figure about 1172 hours to rebuild.  Let me tell
      you, it has been really emotionally difficult to deconstruct a mostly perfect
      fuselage.  Every time I un-build a different part of the old fuselage salvaging
      parts to put on the new fuselage, I am reminded of all the work involved in
      building one of these airplanes.  
      
      But, this week I actually started real construction on the new fuselage and that
      felt good.  Also, a lot of the replacement parts (wiring, connectors, etc) started
      arriving this week and getting presents in the mail always cheers me up.
      :-)
      
      Be careful out there.  The RVs seem really stout, but they're really pretty fragile.
      I wasn't going that fast and the mishap really wasn't that big of a deal
      - I see guys in C-150's doing stuff like it all the time - but the damage can
      be disproportionately great.
      
      Matt  
      
      
      -
      Matt Dralle
      RV-8 #82880 N998RV "Ruby Vixen"
      http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
      http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
      http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
      Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap... 
      
      
________________________________________________________________________________
From: 
"Timothy E. Cone" <tcone1(at)comcast.net>
Subject: 
Re: Inspiration - Ultimate Air-To-Air Shot...
Date: 
Jul 08, 2011
      
      
      Yup,
      
      I know the photographer and all of the guys in the pic except two.
      
      It's real.
      
      
      ----- Original Message ----- 
      From: "Jeff Luckey" <JLuckey(at)pacbell.net>
      Sent: Friday, July 08, 2011 9:09 AM
      Subject: RE: RV-List: Inspiration - Ultimate Air-To-Air Shot...
      
      
      > 
      > No doubt that's a cool picture - but I wonder if it is authentic.
      > The lighting on the 51 looks suspect to me.
      > 
      > Does anyone know the photographer??
      > 
      > 
      > -----Original Message-----
      > From: owner-rv-list-server(at)matronics.com
      > [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Matt Dralle
      > Sent: Thursday, July 07, 2011 19:58
      > To: rv-list(at)matronics.com; rv8-list(at)matronics.com
      > Subject: RV-List: Inspiration - Ultimate Air-To-Air Shot...
      > 
      > Fellow RVers,
      > 
      > If you feeling like you needed a little inspiration on that RV project,
      > check out the attached photo.  What an awesome shot of a P-51 Mustang
      > leading a flight of 7 RVs!!  Totally cool!  Makes me wish my RV-8 was
      > rebuilt.  But then, what doesn't... ;-)
      > 
      > Matt
      > 
      > -
      > Matt Dralle
      > RV-8 #82880 N998RV "Ruby Vixen"
      > http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
      > http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
      > http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
      > Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap... 
      > 
      > 
      > 
      > 
      > 
      >
      
      
________________________________________________________________________________
From: 
Robin Marks <robin(at)PaintTheWeb.com>
Date: 
Jul 08, 2011
Subject: 
Re: Inspiration - Ultimate Air-To-Air Shot...
      
      
      Most GA airplanes are flying beer cans. Treat them as such.
      Robin
      
      -----Original Message-----
      From: owner-rv-list-server(at)matronics.com
      [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Matt Dralle
      Sent: Friday, July 08, 2011 9:43 AM
      Subject: RV-List: Re: Inspiration - Ultimate Air-To-Air Shot...
      
      
      At 08:21 AM 7/8/2011  Friday, you wrote:
      >Ah, never mind.  Now I see your rebuild web page.  I didn't know you had
      the mishap.  Glad you're okay and that the gear didn't fold.
      >Good luck with your rebuild.  Maybe add a nose wheel like mine?  : )
      >Stan Sutterfield
      >
      >In a message dated 7/8/2011 3:09:56 A.M. Eastern Daylight Time,  Matt
      Dralle writes:
      >Makes me wish my RV-8 was rebuilt
      
      
      Yeah, its quite the bummer.  I figure about 1172 hours to rebuild.  Let me
      tell you, it has been really emotionally difficult to deconstruct a mostly
      perfect fuselage.  Every time I un-build a different part of the old
      fuselage salvaging parts to put on the new fuselage, I am reminded of all
      the work involved in building one of these airplanes.
      
      But, this week I actually started real construction on the new fuselage
      and that felt good.  Also, a lot of the replacement parts (wiring,
      connectors, etc) started arriving this week and getting presents in the
      mail always cheers me up.  :-)
      
      Be careful out there.  The RVs seem really stout, but they're really
      pretty fragile.  I wasn't going that fast and the mishap really wasn't
      that big of a deal - I see guys in C-150's doing stuff like it all the
      time - but the damage can be disproportionately great.
      
      Matt
      
      
      -
      Matt Dralle
      RV-8 #82880 N998RV "Ruby Vixen"
      http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
      http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
      http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
      Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
      
      
________________________________________________________________________________
From: 
Robin Marks <robin(at)PaintTheWeb.com>
Date: 
Jul 08, 2011
Subject: 
Inspiration - Ultimate Air-To-Air Shot...
      
      
      Is that a 3/4 scale P-51? I do see flaps deployed on the lead so us pesky
      little RV's can keep up.
      
      R
      
      -----Original Message-----
      From: owner-rv-list-server(at)matronics.com
      [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Timothy E. Cone
      Sent: Friday, July 08, 2011 9:51 AM
      Subject: Re: RV-List: Inspiration - Ultimate Air-To-Air Shot...
      
      
      Yup,
      
      I know the photographer and all of the guys in the pic except two.
      
      It's real.
      
      
      ----- Original Message -----
      From: "Jeff Luckey" <JLuckey(at)pacbell.net>
      Sent: Friday, July 08, 2011 9:09 AM
      Subject: RE: RV-List: Inspiration - Ultimate Air-To-Air Shot...
      
      
      >
      > No doubt that's a cool picture - but I wonder if it is authentic.
      > The lighting on the 51 looks suspect to me.
      >
      > Does anyone know the photographer??
      >
      >
      > -----Original Message-----
      > From: owner-rv-list-server(at)matronics.com
      > [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Matt Dralle
      > Sent: Thursday, July 07, 2011 19:58
      > To: rv-list(at)matronics.com; rv8-list(at)matronics.com
      > Subject: RV-List: Inspiration - Ultimate Air-To-Air Shot...
      >
      > Fellow RVers,
      >
      > If you feeling like you needed a little inspiration on that RV project,
      > check out the attached photo.  What an awesome shot of a P-51 Mustang
      > leading a flight of 7 RVs!!  Totally cool!  Makes me wish my RV-8 was
      > rebuilt.  But then, what doesn't... ;-)
      >
      > Matt
      >
      > -
      > Matt Dralle
      > RV-8 #82880 N998RV "Ruby Vixen"
      > http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
      > http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
      > http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
      > Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
      >
      >
      
      
________________________________________________________________________________
Date: 
Jul 08, 2011
From: 
Matt Dralle <dralle(at)matronics.com>
Subject: 
Inspiration - Ultimate Air-To-Air Shot...
      
      
      Full-sized.  Here's some info on that particular P-51 in the picture:
      
              http://www.mustangsmustangs.com/p-51/survivors/pages/44-84900.shtml
      
      
      Matt
      
      
      At 10:07 AM 7/8/2011  Friday, you wrote:
      >
      >Is that a 3/4 scale P-51? I do see flaps deployed on the lead so us pesky
      >little RV's can keep up.
      >
      >R
      >
      >-----Original Message-----
      >From: owner-rv-list-server(at)matronics.com
      >[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Timothy E. Cone
      >Sent: Friday, July 08, 2011 9:51 AM
      >To: rv-list(at)matronics.com
      >Subject: Re: RV-List: Inspiration - Ultimate Air-To-Air Shot...
      >
      >
      >Yup,
      >
      >I know the photographer and all of the guys in the pic except two.
      >
      >It's real.
      >
      >
      >----- Original Message -----
      >From: "Jeff Luckey" <JLuckey(at)pacbell.net>
      >To: 
      >Sent: Friday, July 08, 2011 9:09 AM
      >Subject: RE: RV-List: Inspiration - Ultimate Air-To-Air Shot...
      >
      >
      >>
      >> No doubt that's a cool picture - but I wonder if it is authentic.
      >> The lighting on the 51 looks suspect to me.
      >>
      >> Does anyone know the photographer??
      >>
      >>
      >> -----Original Message-----
      >> From: owner-rv-list-server(at)matronics.com
      >> [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Matt Dralle
      >> Sent: Thursday, July 07, 2011 19:58
      >> To: rv-list(at)matronics.com; rv8-list(at)matronics.com
      >> Subject: RV-List: Inspiration - Ultimate Air-To-Air Shot...
      >>
      >> Fellow RVers,
      >>
      >> If you feeling like you needed a little inspiration on that RV project,
      >> check out the attached photo.  What an awesome shot of a P-51 Mustang
      >> leading a flight of 7 RVs!!  Totally cool!  Makes me wish my RV-8 was
      >> rebuilt.  But then, what doesn't... ;-)
      >>
      >> Matt
      >>
      >>
      
      -
      Matt Dralle
      RV-8 #82880 N998RV "Ruby Vixen"
      http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
      http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
      http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
      Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...  
      
      
________________________________________________________________________________
From: 
"Jeff Luckey" <JLuckey(at)pacbell.net>
Subject: 
Inspiration - Ultimate Air-To-Air Shot...
Date: 
Jul 08, 2011
      
      
      Matt,
      
      So sorry to hear about your incident. I can only imagine the horror of
      seeing the damage when you climbed out of the plane. (I'm building a 7A)
      This got me to thinking...
      
      You mentioned that your plane has aftermarket landing gear.  
      
      Is it possible that the gear was "too strong" so that instead of sacrificing
      the gear struts, the energy was transferred to the airframe?
      
      Would stock landing gear have bent & saved the fuse?
      
      Engineering minds want to know...
      
      
      -----Original Message-----
      From: owner-rv-list-server(at)matronics.com
      [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Matt Dralle
      Sent: Friday, July 08, 2011 10:18
      Subject: RE: RV-List: Inspiration - Ultimate Air-To-Air Shot...
      
      
      Full-sized.  Here's some info on that particular P-51 in the picture:
      
              http://www.mustangsmustangs.com/p-51/survivors/pages/44-84900.shtml
      
      
      Matt
      
      
      At 10:07 AM 7/8/2011  Friday, you wrote:
      >
      >Is that a 3/4 scale P-51? I do see flaps deployed on the lead so us pesky
      >little RV's can keep up.
      >
      >R
      >
      >-----Original Message-----
      >From: owner-rv-list-server(at)matronics.com
      >[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Timothy E. Cone
      >Sent: Friday, July 08, 2011 9:51 AM
      >To: rv-list(at)matronics.com
      >Subject: Re: RV-List: Inspiration - Ultimate Air-To-Air Shot...
      >
      >
      >Yup,
      >
      >I know the photographer and all of the guys in the pic except two.
      >
      >It's real.
      >
      >
      >----- Original Message -----
      >From: "Jeff Luckey" <JLuckey(at)pacbell.net>
      >To: 
      >Sent: Friday, July 08, 2011 9:09 AM
      >Subject: RE: RV-List: Inspiration - Ultimate Air-To-Air Shot...
      >
      >
      >>
      >> No doubt that's a cool picture - but I wonder if it is authentic.
      >> The lighting on the 51 looks suspect to me.
      >>
      >> Does anyone know the photographer??
      >>
      >>
      >> -----Original Message-----
      >> From: owner-rv-list-server(at)matronics.com
      >> [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Matt Dralle
      >> Sent: Thursday, July 07, 2011 19:58
      >> To: rv-list(at)matronics.com; rv8-list(at)matronics.com
      >> Subject: RV-List: Inspiration - Ultimate Air-To-Air Shot...
      >>
      >> Fellow RVers,
      >>
      >> If you feeling like you needed a little inspiration on that RV project,
      >> check out the attached photo.  What an awesome shot of a P-51 Mustang
      >> leading a flight of 7 RVs!!  Totally cool!  Makes me wish my RV-8 was
      >> rebuilt.  But then, what doesn't... ;-)
      >>
      >> Matt
      >>
      >>
      
      -

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June 03, 2011 - July 08, 2011

RV-Archive.digest.vol-us

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