RV9-Archive.digest.vol-as

October 23, 2005 - May 23, 2006



      > >> To:
      > >> Subject: RV9-List: FOR SALE: RV-9A step kit (left
      > &
      > >> right) ... My stupidity
      > >> is your gain.
      > >>
      > >>
      > >> >
      > >> > What a dummy ... I'm building the RV-9
      > taildragger
      > >> and I opted
      > >> > for the step kit. I'm tired of them sitting on
      > the
      > >> shelf
      > >> > mocking me ...
      > >> >
      > >> > Van's list price is $170 - yours for $85 (2 for
      > >> the price of
      > >> > one) plus whatever shipping cost (PayPal).
      > >> >
      > >> > They're unpainted, raw steel - just as they
      > came
      > >> from Vans.
      > >> > First email to gerf(at)gerf.com plus payment
      > received
      > >> gets them.
      > >> >
      > >> > __g__
      > >> >
      > >> >
      > >>
      > >
      >
      ==========================================================
      > >> > Gerry Filby gerf(at)gerf.com
      > >> > Tel: 415 203 9177
      > >> >
      > >> >
      > >> >
      > >>
      > >>
      > >>
      > >> browse
      > >> Subscriptions page,
      > >> FAQ,
      > >>
      > >>
      > >>
      > >>
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      > > 
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________________________________________________________________________________
From: Sargentclt(at)cs.com
Date: Oct 23, 2005
Subject: Re: Canopy jettison
There are 2 Ken's at builders support. The second Ken will give you an answer. Just be sure you have the skin to absorb the answer. Tad ________________________________________________________________________________
Date: Oct 24, 2005
From: <dthomas773(at)sbcglobal.net>
Subject: Steps for RV9-A
To my Buddy in Half Moon Bay who had steps to sell. If you still have them I have a buyer for you. Dennis Thomas Watsonville Ca RV9 N164DV 237 hours and loving it ________________________________________________________________________________
From: "D.Munz" <182ppl(at)comcast.net>
Subject: Rear position light
Date: Oct 26, 2005
I have just tried to interpret the FAR 23 on the intensity and visability of the rear position light and came away befuddled. I was wondering if this LED unit might work? Can anyone give me an informed answer? (back-up light AUT3156-0CW-014V 124 LUMENS) Shortcut to: http://www.ledtronics.com/ds/aut3157/ to determine how attachments are handled. ________________________________________________________________________________
From: "Matthew Brandes" <matthew(at)n523rv.com>
Subject: RE: Rear position light
Date: Oct 31, 2005
D, I can't answer your specific question of whether it meets the requirements but not only do you need a position light, you need a strobe to be visible from the rear as well. That is why most spend the $130 for the A500 Tail/Position light combo that Van's sells. Are you putting strobes on the outside of the wingtips so they would be visible from the rear? I have the newer tips with the cutouts for the lights on the wing tips. Matthew Brandes, Van's RV-9A (Engine/FWF) #90569 <http://www.n523rv.com/> http://www.n523rv.com EAA Chapter 1329 President EAA Chapter 868 Web Editor ________________________________________________________________________________
From: "Grant Neilson" <grantneilson(at)telus.net>
Subject: F 711 Bulkhead / Fuselage twist
Date: Oct 31, 2005
NatureI noticed right away when fitting the two halves of the F711 bulkhead together that there was a slight asymmetry to it, but thought that when all the flanges were bent to the proper angle to fit the skin that all would be well in the end. Alas. the double row of pre drilled holes are too far apart to match up with the holes in the skin (one side only), and the bulkhead is causing a slight twist to the aft fuselage. I was just wondering if anyone else has had problems with this bulkhead and, if so, what fixes people have come up with. Unfortunately, I've already match drilled the J channel stringers to the skins, but I haven't yet drilled the bulkheads to the skins. Will the later placement of the longerons and upper fuselage help to get rid of this minor twist, or should I order new parts and rebuild this bulkhead? Any suggestions would be much appreciated. grantneilson(at)telus.net ________________________________________________________________________________
Subject: Re: F 711 Bulkhead / Fuselage twist
From: Gerry Filby <gerf(at)gerf.com>
Date: Oct 31, 2005
I had a b*** of a time with this bulkhead too. You'll probably have similar issues with the bottom tailcone skin also. The alum is thick and its not well formed. You just have to keep working it till you get an acceptable fit. You'll end up with some elongated rivet holes etc. I actually moved up to the next diameter hole rivets in some places because of the hole elongation. Tech Support at Van's told me to not worry too much and use longer rivets that will expand into the elongated hole. As to twist ... At this stage you want to get as close as possible but don't worry if its not absolutely 0.0 degrees. The critical moment for fuselage twist is when you drill and rivet on the aft deck - at that point you need to be very, very anal. Prior to fixing in the aft deck you have an opportunity to manually straighten out any twist and lock it in place with clamps. For peace of mind, give Vans a call and discuss with them ... g > > > NatureI noticed right away when fitting the two halves of the > F711 bulkhead > together that there was a slight asymmetry to it, but thought > that when all > the flanges were bent to the proper angle to fit the skin that > all would be > well in the end. Alas. the double row of pre drilled holes are > too far apart > to match up with the holes in the skin (one side only), and the > bulkhead is > causing a slight twist to the aft fuselage. > I was just wondering if anyone else has had problems with > this bulkhead > and, if so, what fixes people have come up with. Unfortunately, > I've already > match drilled the J channel stringers to the skins, but I haven't yet > drilled the bulkheads to the skins. Will the later placement of the > longerons and upper fuselage help to get rid of this minor > twist, or should > I order new parts and rebuild this bulkhead? Any suggestions > would be much > appreciated. > > grantneilson(at)telus.net > > > > > > > -- __g__ ========================================================== Gerry Filby gerf(at)gerf.com Tel: 415 203 9177 ________________________________________________________________________________
Date: Nov 01, 2005
From: RICK LUCK <rluck(at)prodigy.net>
Subject: Main Tire Pressure
I'm putting the RV back together after the annual and wanted to double check the tire pressure. The builder's book says 30 - 35# for the nose wheel but when I look for the recommended pressure for the mains, it only talks about inflating & deflating them to 25# several times after assembling the wheel halves to seat the tube in the wheel. It doesn't say what the final operating pressure should be. For example, using the same procedure for assembling the nosewheel, the manual says to slowly inflate & deflate it several times to 60 psi before finally inflating it to the 30 - 35 psi for the final operating pressure. That's why I hate to take the 25 psi for the mains as the correct final pressure without asking someone. Thanks. Rick Luck ________________________________________________________________________________
From: "Vic Jacko" <vicwj(at)earthlink.net>
Subject: Voltage Regulator Wiring
Date: Nov 01, 2005
I misplaced the instructions for wiring the voltage regulator made by Iskra. this regulator has a Field connection on the front and a red wire coming from the case. The alternator has the following connections" B for battery, F for Field, N for ground I presume and E for exciter I think. Will someone please tell me how this is supposed to be connected and better yet perhaps you can find the instructions and send me a copy by FAX or off list. Thanks for the help. Vic ________________________________________________________________________________
From: "Ronald Grover" <rv8grover(at)bwdmail.net>
Subject: Lasar Ignition Horror Story
Date: Nov 02, 2005
Listers: If you own or are considering the Lasar Ignition System for your airplane, read this and beware. Lasar Ignition came on my new Lycoming Engine from the factory. A screw on the distributor cap backed out of my left magneto and it took 364 hours of working back and forth to destroy the magneto. Unisons service manual doesn't even have you look at the points until 500 hours. After sending him pictures of the Magneto, the Service Representative at Unison said that it was beyond the warranty period and couldn't possibility be a manufacturing defect and they wouldn't pay for anything. This all started with a 300+ mag drop on the Left Magneto. While looking for the cause of the Mag drop, I removed the ignition lead caps and found the left magneto distributor cap moving up and down. Danny King and I took the magneto apart and found that one of the screws on the distributor had backed out and had been working in the hole in the case. There was plastic, carbon, and aluminum dust all over in the magneto. Lessons learned: Unison doesn't stand behind their top of the line Ignition System. None of their dealers stock the 4771 magneto meaning minimum of 3 weeks to get one. The only way you can get one sooner is say A.O.G. and the distributor can have it drop shipped from the factory overnight for another $45. Aircraft Spruce had the lowest price of $601 plus $150 core charge. I have bought my last Unison Product. If anything else goes wrong with the Lasar system, I will remove it from the airplane and install P-Mags. A P-Mag system is less than half the cost of the Lasar system and being a new company, I'll bet you they would be very interested in a premature failure of one of their components. Ron Grover ________________________________________________________________________________
Subject: Dynon AOA Pitot tubing conundrum
From: Gerry Filby <gerf(at)gerf.com>
Date: Nov 02, 2005
INNOCENT GLOBAL 0.0000 1.0000 -4.4912 1.66 HELO_DYNAMIC_DHCP Relay HELO'd using suspicious hostname (DHCP) 1.28 HELO_DYNAMIC_HCC Relay HELO'd using suspicious hostname (HCC) 1.36 HELO_DYNAMIC_IPADDR Relay HELO'd using suspicious hostname (IP addr 1) Using the Dynon AOA pitot in a Gretz mount, running 1/4 nylon tubing through the wing to the instrument panel ... - what type tubing do folks recommend - Spruce lists Nylo-Seal, Nylaflow, Poly-Flo and Polyurethane. - what fittings have others used to transition from the 3/16 alum tube on the pitot to the 1/4" nylon tube - is anyone aware of a good reference for the various fittings available/appropriate ? And now for the optional rhetorical whining question ... why does Van's have you run the pitot tube right next to the spar so that it slams right into the center section bulkhead ??? It would make sense just about any place but there. __g__ ========================================================== Gerry Filby gerf(at)gerf.com Tel: 415 203 9177 ________________________________________________________________________________
From: "923te" <923te(at)cox.net>
Subject: Re: Lasar Ignition Horror Story
Date: Nov 02, 2005
To Ron Grove and Fellow Listers, I have forwarded your email to Steve Carer Unisons Support Engineer and I expect you will hear shortly from him. I have had nothing but excellent support from Unison of the LASAR's I have owned . My first LASAR was on a 1976 Grumman Tiger. I bought the Tiger with the LASAR already on it and it was about 4 years old. Somehting began making a slight ticking sound, kind of like a dry tachometer cable, and I thought it was coming form the mags. Unison sent me brand new mags without charge. This cured the sound problem. I have since purchased 2 other LASAR systems for other airplanes and have nothing but good things to say about Unison LASAR and their customer support. I suggest that you find another contact at Unison and try again. Your Fellow RV9A owner and Enthusiast, Ned Thomas ----- Original Message ----- From: "Ronald Grover" <rv8grover(at)bwdmail.net> Subject: RV9-List: Lasar Ignition Horror Story > > Listers: > > If you own or are considering the Lasar Ignition System for your airplane, > read this and beware. Lasar Ignition came on my new Lycoming Engine from the > factory. A screw on the distributor cap backed out of my left magneto and it > took 364 hours of working back and forth to destroy the magneto. Unisons > service manual doesn't even have you look at the points until 500 hours. > After sending him pictures of the Magneto, the Service Representative at > Unison said that it was beyond the warranty period and couldn't possibility > be a manufacturing defect and they wouldn't pay for anything. > > This all started with a 300+ mag drop on the Left Magneto. While looking for > the cause of the Mag drop, I removed the ignition lead caps and found the > left magneto distributor cap moving up and down. Danny King and I took the > magneto apart and found that one of the screws on the distributor had backed > out and had been working in the hole in the case. There was plastic, carbon, > and aluminum dust all over in the magneto. > > Lessons learned: > Unison doesn't stand behind their top of the line Ignition System. > > None of their dealers stock the 4771 magneto meaning minimum of 3 weeks to > get one. > > The only way you can get one sooner is say A.O.G. and the distributor can > have it drop shipped from the factory overnight for another $45. > > Aircraft Spruce had the lowest price of $601 plus $150 core charge. > > I have bought my last Unison Product. If anything else goes wrong with the > Lasar system, I will remove it from the airplane and install P-Mags. A P-Mag > system is less than half the cost of the Lasar system and being a new > company, I'll bet you they would be very interested in a premature failure > of one of their components. > > Ron Grover > > ________________________________________________________________________________
From: "D & E Munz" <182ppl(at)comcast.net>
Subject: Re: RE: Rear position light
Date: Nov 02, 2005
I was considering a strobe on the VS but the A500 might be the simpler cheaper way to go. Do you know if the Creativeair power supply will work with the A500? ----- Original Message ----- From: "Matthew Brandes" <matthew(at)n523rv.com> Subject: RV9-List: RE: Rear position light > > D, > > I can't answer your specific question of whether it meets the requirements > but not only do you need a position light, you need a strobe to be visible > from the rear as well. That is why most spend the $130 for the A500 > Tail/Position light combo that Van's sells. Are you putting strobes on > the > outside of the wingtips so they would be visible from the rear? I have > the > newer tips with the cutouts for the lights on the wing tips. > > Matthew Brandes, > Van's RV-9A (Engine/FWF) > #90569 > <http://www.n523rv.com/> http://www.n523rv.com > > EAA Chapter 1329 President > EAA Chapter 868 Web Editor > > > ________________________________________________________________________________
From: "Merems" <merems(at)cox.net>
Subject: Tips? Riveting the RV-7/9 side skins to the baggage bulkhead/bottom
skin curve
Date: Nov 02, 2005
INNOCENT GLOBAL 0.0000 1.0000 -4.4912 Fellow builders, I am going to be riveting the side skins on in the next day or so. I am a little concerned about the 5 or so rivets that attach the side skins to the bulkhead at the bottom skin of the bulkhead where you form the bend near the F-623 rib. I have bent the tabs as best I can and I know from experience this could be on of those areas that you may dent the skin during riveting. Any tips for riveting this area? How many of you used bind rivets in this area? Paul ________________________________________________________________________________
Date: Nov 03, 2005
From: Larry Rosen <LarryRosen(at)comcast.net>
Subject: Re: Dynon AOA Pitot tubing conundrum
You might want to try SafeAir1 <http://www.safeair1.com/index.htm>. They have plastic plumbing kits. Larry Rosen Gerry Filby wrote: > > >Using the Dynon AOA pitot in a Gretz mount, running 1/4 nylon >tubing through the wing to the instrument panel ... > >- what type tubing do folks recommend - Spruce lists Nylo-Seal, >Nylaflow, Poly-Flo and Polyurethane. > >- what fittings have others used to transition from the 3/16 >alum tube on the pitot to the 1/4" nylon tube > >- is anyone aware of a good reference for the various fittings >available/appropriate ? > >And now for the optional rhetorical whining question ... why >does Van's have you run the pitot tube right next to the spar >so that it slams right into the center section bulkhead ??? It >would make sense just about any place but there. > >__g__ > >========================================================== >Gerry Filby gerf(at)gerf.com > Tel: 415 203 9177 > > > > ________________________________________________________________________________
From: "Matthew Brandes" <matthew(at)n523rv.com>
Subject: RE: Rear position light
Date: Nov 03, 2005
Yes, that is the setup I have. I've heard that the strobe on the VS is a bad idea as you get reflections in the cockpit given it's location up high on the VS. Matthew Brandes, Van's RV-9A (Engine) #90569 http://www.n523rv.com EAA Chapter 1329 President EAA Chapter 868 Web Editor > -----Original Message----- > From: D & E Munz [mailto:182ppl(at)comcast.net] > Sent: Wednesday, November 02, 2005 8:10 PM > To: rv9-list(at)matronics.com > Cc: matthew(at)n523rv.com > Subject: Re: RV9-List: RE: Rear position light > > I was considering a strobe on the VS but the A500 might be > the simpler cheaper way to go. Do you know if the Creativeair > power supply will work with the A500? > ----- Original Message ----- > From: "Matthew Brandes" <matthew(at)n523rv.com> > To: > Sent: Monday, October 31, 2005 6:58 AM > Subject: RV9-List: RE: Rear position light > > > > > > > D, > > > > I can't answer your specific question of whether it meets the > > requirements but not only do you need a position light, you need a > > strobe to be visible from the rear as well. That is why most spend > > the $130 for the A500 Tail/Position light combo that Van's > sells. Are > > you putting strobes on the outside of the wingtips so they would be > > visible from the rear? I have the newer tips with the > cutouts for the > > lights on the wing tips. > > > > Matthew Brandes, > > Van's RV-9A (Engine/FWF) > > #90569 > > <http://www.n523rv.com/> http://www.n523rv.com > > > > EAA Chapter 1329 President > > EAA Chapter 868 Web Editor > > > > > the many > much more: > > > > > > > > > > > > ________________________________________________________________________________
From: "Mike Hoover" <mikehoover(at)sc.rr.com>
Subject: Tips? Riveting the RV-7/9 side skins to the baggage bulkhead/bottom
skin curve
Date: Nov 03, 2005
Paul, I recently riveted those five or so rivets in the curve. I had a bucking partner to man the rivet gun while I held the bucking bar. The 706 bulkhead flange tabs need to be bent outward to fit snug against the skin. Mine were not bent enough so I had to push them against the skin while bucking. To achieve this, I used what I call a "nib" for lack of a better word. It is a 3/16" +/- length of 1/4" black rubber tubing I had on hand (got from Lowes in the garden dept. a long time ago). The tubing is thick walled and rubbery so it works well. The inside diameter will accommodate 3/32" and 1/8" rivets shafts nicely. You slip the "nib" onto the rivet shaft and then put the bucking bar over it like normal. When you hit the rivet with the rivet gun the first few strikes, the "nib" will force the flange tabs up against the skin nice and tight. Once the rivet has swelled and the flange tab is held against the skin securely, remove the "nib" and finish bucking the rivet to proper shop head. I have several "nibs" in my tool tray cut at slightly different lengths. Hope this helps. Mike 9A...steps -----Original Message----- From: owner-rv9-list-server(at)matronics.com [mailto:owner-rv9-list-server(at)matronics.com] On Behalf Of Merems Subject: RV9-List: Tips? Riveting the RV-7/9 side skins to the baggage bulkhead/bottom skin curve Fellow builders, I am going to be riveting the side skins on in the next day or so. I am a little concerned about the 5 or so rivets that attach the side skins to the bulkhead at the bottom skin of the bulkhead where you form the bend near the F-623 rib. I have bent the tabs as best I can and I know from experience this could be on of those areas that you may dent the skin during riveting. Any tips for riveting this area? How many of you used bind rivets in this area? Paul ________________________________________________________________________________
From: "Chenoweth" <chenoweth(at)gwi.net>
Subject: Wavy Aileron Skin
Date: Nov 03, 2005
I'm just beginning the riveting stage of aileron assembly. One of the aileron's skins are very wavy at the trailing edge - two or three big waves with an amplitude of about 1" - before I cleco the AEX wedge to them. The waves developed when I clecoed the leading edge skin to the spar and to main skins (prior to this the skins lay absolutely flat) so clearly the problem lies in the effect of attaching the leading edge skin. Naturally I discovered this during the early stages of getting the AEX ready for drilling but between hope that it would work out and Van's comment (paraphrased) "That's just the way it is sometimes" I continued. Now when I cleco the AEX into the waves they pretty much go away, the skin seems to be a bit wrinkled, and the TE is anything but straight. The other aileron does not manifest Any of this - lies flat - behaves - looks great. Does anyone know what causes this? What, if anything, can be done to fix this? What the affect on skin appearance will be if nothing is done other than to Proseal the AEX to the skins while they are held straight with an angle? Thanks very much, Bill in Maine RV9 91037 ________________________________________________________________________________
From: "Peter Laurence" <PLaurence@the-beach.net>
Subject: Wavy Aileron Skin
Date: Nov 03, 2005
Bill I have the same problem. However, the skins did not get the waviness after riveting. It happened after I etched and Alodined and primed the skins. I attribute this to stretching of the skins with all the manipulation one has to do to in this process. I think Van needs to give up a little of his Total Performance and make these skins out if .020 instead of .016. I remade the trim tab and placed an AEX in order to keep it with the same esthetic line of the elevator utilizing .020 skin stock. It came out great with no wave. Haven't riveted the the aileron or flap trailing edge yet. Peter Laurence I'm just beginning the riveting stage of aileron assembly. One of the aileron's skins are very wavy at the trailing edge - two or three big waves with an amplitude of about 1" - before I cleco the AEX wedge to them. The waves developed when I clecoed the leading edge skin to the spar and to main skins (prior to this the skins lay absolutely flat) so clearly the problem lies in the effect of attaching the leading edge skin. Naturally I discovered this during the early stages of getting the AEX ready for drilling but between hope that it would work out and Van's comment (paraphrased) "That's just the way it is sometimes" I continued. Now when I cleco the AEX into the waves they pretty much go away, the skin seems to be a bit wrinkled, and the TE is anything but straight. The other aileron does not manifest Any of this - lies flat - behaves - looks great. Does anyone know what causes this? What, if anything, can be done to fix this? What the affect on skin appearance will be if nothing is done other than to Proseal the AEX to the skins while they are held straight with an angle? Thanks very much, Bill in Maine RV9 91037 ________________________________________________________________________________
Date: Nov 04, 2005
From: "Michael T. Ice" <aurbo(at)ak.net>
Subject: Re: Wavy Aileron Skin
Bill, I had the same wavy appearance that you describe, in fact it was so bad that the rivets would fall out when I took out the cleco's. I solved this by taping the skins together between the rivets with a piece of electrical tape. I then placed the rivets, applied scotch magic riveting tape, flipped the aileron over, set the rivets 1/2 way, flipped it back over, set the rivets completely and the results were a straight edge. I used no proseal and the process took about 1 hour, I work slow. I used the same idea with the left flap, just finished it last weekend, although I did make a back riveting plate 7 feet long so I did not have to move the flap around a lot, worked great. Nice straight edge. Mike Ice Anchorage, Alaska one more flap to go, ----- Original Message ----- From: "Chenoweth" <chenoweth(at)gwi.net> Subject: RV9-List: Wavy Aileron Skin > > I'm just beginning the riveting stage of aileron assembly. One of the > aileron's skins are very wavy at the trailing edge - two or three big > waves with an amplitude of about 1" - before I cleco the AEX wedge to > them. The waves developed when I clecoed the leading edge skin to the > spar and to main skins (prior to this the skins lay absolutely flat) so > clearly the problem lies in the effect of attaching the leading edge skin. > Naturally I discovered this during the early stages of getting the AEX > ready for drilling but between hope that it would work out and Van's > comment (paraphrased) "That's just the way it is sometimes" I continued. > > Now when I cleco the AEX into the waves they pretty much go away, the skin > seems to be a bit wrinkled, and the TE is anything but straight. > > The other aileron does not manifest Any of this - lies flat - behaves - > looks great. > > Does anyone know what causes this? What, if anything, can be done to fix > this? What the affect on skin appearance will be if nothing is done other > than to Proseal the AEX to the skins while they are held straight with an > angle? > > Thanks very much, > Bill in Maine > RV9 91037 > > > ________________________________________________________________________________
Subject: Re: Wavy Aileron Skin
From: Gerry Filby <gerf(at)gerf.com>
Date: Nov 04, 2005
I've seen this phenomenon reported several times - it happened to me on my wing bottom skins - the left one, but not the right one. I'm wondering if it has anything to do with the temperature of the metal at the time it was punched at Vans. Perhaps if it was a very cold day when it was run through the CNC punching machine - and then it expanded when it reached room temperature in your shop. I looked up the expansion coefficient of aluminum and its "23.1 m/(mK)" whatever that means. Any material scientists or mechanical engieers out there that could translate that into millimeters per degree farenheit ? g > > > Bill, > > I had the same wavy appearance that you describe, in fact it > was so bad that > the rivets would fall out when I took out the cleco's. I solved this by > taping the skins together between the rivets with a piece of electrical > tape. I then placed the rivets, applied scotch magic riveting > tape, flipped > the aileron over, set the rivets 1/2 way, flipped it back over, set the > rivets completely and the results were a straight edge. I used > no proseal > and the process took about 1 hour, I work slow. > > I used the same idea with the left flap, just finished it last weekend, > although I did make a back riveting plate 7 feet long so I did > not have to > move the flap around a lot, worked great. Nice straight edge. > > Mike Ice > Anchorage, Alaska > one more flap to go, > ----- Original Message ----- > From: "Chenoweth" <chenoweth(at)gwi.net> > To: > Subject: RV9-List: Wavy Aileron Skin > > > > > > I'm just beginning the riveting stage of aileron assembly. One of the > > aileron's skins are very wavy at the trailing edge - two or three big > > waves with an amplitude of about 1" - before I cleco the AEX wedge to > > them. The waves developed when I clecoed the leading edge skin to the > > spar and to main skins (prior to this the skins lay absolutely flat) so > > clearly the problem lies in the effect of attaching the leading edge skin. > > Naturally I discovered this during the early stages of getting the AEX > > ready for drilling but between hope that it would work out and Van's > > comment (paraphrased) "That's just the way it is sometimes" I continued. > > > > Now when I cleco the AEX into the waves they pretty much go away, the skin > > seems to be a bit wrinkled, and the TE is anything but straight. > > > > The other aileron does not manifest Any of this - lies flat - behaves - > > looks great. > > > > Does anyone know what causes this? What, if anything, can be done to fix > > this? What the affect on skin appearance will be if nothing is done other > > than to Proseal the AEX to the skins while they are held straight with an > > angle? > > > > Thanks very much, > > Bill in Maine > > RV9 91037 > > > > > > > > > _-> _-> _-> _-> _-> _-> _-> _-> _-> _-> _-> _-> _-> _-> _-> _-> _-> _-> _-> _-> _-> _-> _-> _-> _-> _-> _-> _-> _-> > > > > -- __g__ Gerry Filby gerf(at)gerf.com Tel: 415 203 9177 ________________________________________________________________________________
From: "Albert Gardner" <ibspud(at)adelphia.net>
Subject: Wavy Aileron Skin
Date: Nov 04, 2005
I finished my RV-9A almost 3 years ago and I'm now building a RV-10. The ailerons and flaps are constructed somewhat differently, one big difference is that the trailing edge wedge is now pro-sealed in place, held with clecos until the proseal sets up, and then the trailing edge is riveted. A very basic cradle for the nose is used to hold the flap or aileron vertical while the proseal sets up. The spars of my flaps and ailerons were nice and straight but when I went to use 'glue' the trailing edge wedge in place I did not like the waves in the trailing edge so I move the cradle well toward the center of the aileron or flap and used a clamp to pull the spar down to the table (which would be forward). A very small amount of force removed the waves and made the skins tighten up-sort of like tuning a violin string. Wish I had thought of this when I was building the '9'. Albert Gardner RV-9A N872RV Yuma, AZ ________________________________________________________________________________
From: "Merems" <merems(at)cox.net>
Subject: Fuselage riveting help? Firewall mount weldment
Date: Nov 11, 2005
INNOCENT GLOBAL 0.0017 1.0000 -4.4666 Fellow RV-9/7 fuselage builders, I am just about complete with my riveting of my RV-7 fuselage (upside down). I am having troubles setting the forward most AN426AD4 rivet that joins the side skin, bottom skin, longeron and firewall weldment. I have tried several different bucking bars. Most of them are lighter then I would normally use to set 1/8 rivets, but due to the flanges on the weldment I can't use my larger and heavier bucking bars. I believe most of the energy is going into the structure and not the rivet. I am using a 3X gun and running 50 psi. Any thoughts? Paul ________________________________________________________________________________
Date: Nov 14, 2005
Subject: RV9 Airspeed Ind. for sale
From: James H Nelson <rv9jim(at)juno.com>
I have a Van's RV9 airspeed indicator (with range markings). Outer scale is in Knots and the inner scale in MPH. for sale. $75.00 and I'll ship. Contact me at RV9Jim(at)Juno.com ________________________________________________________________________________
From: "Stan Bearup" <bearup(at)ida.net>
Subject: MT 3-blade constant-speed propeller for sale
Date: Nov 17, 2005
I have a new three blade electric constant-speed MT propeller for sale. Included are the kevlar spinner assy., electronic controller, circuit breaker, and assembly . The propeller model number is MTV-18-B/183-17. It was purchased new in 2002 and never used on our GlaStar project. We have decided to install an NSI Subaru package which includes a CAP 200 propeller, so we have decided to sell this very nice propeller. It is new and still in its original box. It fits on an SAE #2 flange with 1/2 bolts (Lyc O-360, some O-320, and most Subaru propeller reduction drive et-ups). $7,000. Stan Bearup bearup(at)ida.net (208) 220-0837 ________________________________________________________________________________
Subject: Incorrect Fuel Tank Vent Bulkhead Fitting
Date: Nov 17, 2005
From: "Snow, Daniel A." <Daniel.Snow(at)wancdf.com>
> In Bag #1929-1, "Fuel Tank Fittings", Van's shipped two AN823-4D instead of the required AN832-4D. When I did my inventory, I didn't recognize the difference between the two fittings. If you haven't finished the tanks yet, you may want to make sure you have the correct fittings. The AN823 is a 45-degree fitting, while the AN832 is a straight bulkhead fitting. > > Daniel Snow - RV-9A Fuel Tanks daniel.snow(at)earthlink.net Jacksonville, AL ________________________________________________________________________________
From: "Merems" <merems(at)cox.net>
Subject: A very bad day at the airport
Date: Nov 19, 2005
INNOCENT GLOBAL 0.0000 1.0000 -4.4912 Fellow builders, I want to share with you a very bad day at the airport. I was attending a pancake breakfast with our local EAA chapter at La Cholla Airpark just north of Tucson AZ. A dozen or so aircraft arrived and another two dozen or so visitors arrived for a wonderful morning of food and airplanes. One of the aircraft that arrived was a turbine Legend (composite, high performance aircraft). It announced it's arrival with a high speed flyby and landed. However when it went to takeoff, something went wrong, very wrong. It appeared to lift off the runway way too early (about 1/3 what you would have expected) pitch up and roll sharply to the port side. At about 75-100' it was still nose high and rolling sharply to its port side. Then the nose pitched down. The aircraft was now heading towards the ground but my view became obscured by a house and tree line (yes we do have trees in Arizona). A second later was impact followed by smoke. Both soles on board died. No houses or people on the ground were hurt. Since it was a EAA breakfast fly-in there were pilots all around speculating on what had happened. What went wrong. Some are speculating it was a high performance takeoff the pilot lost control due to the torque effect and the 700+ horse power engine. I don't know if we will ever know. 15 years earlier an RV-4 pilot decided to do a roll on takeoff at this same airport and killed himself and his passenger. I hope I never have a day like this again. Paul ________________________________________________________________________________
From: "Chenoweth" <chenoweth(at)gwi.net>
Subject: wavy skin at trailing edge
Date: Nov 21, 2005
Here's the ending of my wavy trailing edge skin story. The ailerons are finished and though one had significant waves in its skin prior to installing the aex wedge, they both came out fine. I did use the proseal approach. Also the one with the waves still has a couple of minor wide spots where the waviness wasn't completely removed but one would have to be really studying it to notice. One has no warp and the other about a 1/8" rise. I think the warp began with the installation of the counterbalance because my 1/8 aileron had with a slight warp after I installed it. I figured I could get that out by weighing things down during subsequent process. Oh, well. Bill Albion ________________________________________________________________________________
From: "William Letcher" <w.letcher(at)worldnet.att.net>
Subject: Wavy trailing edge
Date: Nov 21, 2005
The best way for me to do the trailing edges was to use a piece of 2" X 3" angle iron 1/4" thick, mounted into my building table. Use the holes in the trailing edge as your drill guide and drill every other hole into the 3" side of your angle. Drill at a comparable angle to the finished skins. When you are finally ready to rivet the trailing edge, install every other rivet, tape them into place, turn it over and calico the empty holes to the 3" back riveting bar. (The 2" X 3" angle you just drilled) Then do the standard back riveting. After every other hole is riveted, remove the clecoes and back rivet the remaining holes. Be careful not to place any of the factory rivet heads over any of the holes drilled into the bar, when you back rivet the remaining rivets. This procedure made a very flat trailing edge for me. Bill ________________________________________________________________________________
From: "Chenoweth" <chenoweth(at)gwi.net>
Subject: Re: Wavy trailing edge
Date: Nov 21, 2005
Sounds very promising. What sort of "finishing" did you have to do to the surface of the angle? Bill ----- Original Message ----- From: "William Letcher" <w.letcher(at)worldnet.att.net> Subject: RV9-List: Wavy trailing edge > > The best way for me to do the trailing edges was to use a piece of 2" X 3" angle iron 1/4" thick, > mounted into my building table. Use the holes in the trailing edge as your drill guide and drill every > other hole into the 3" side of your angle. Drill at a comparable angle to the finished skins. > When you are finally ready to rivet the trailing edge, install every other rivet, tape them into place, > turn it over and calico the empty holes to the 3" back riveting bar. (The 2" X 3" angle you just drilled) > Then do the standard back riveting. After every other hole is riveted, remove the clecoes and back rivet > the remaining holes. Be careful not to place any of the factory rivet heads over any of the holes drilled > into the bar, when you back rivet the remaining rivets. > This procedure made a very flat trailing edge for me. > Bill > > ________________________________________________________________________________
From: "Merems" <merems(at)cox.net>
Subject: Tip-up mounting question
Date: Nov 26, 2005
INNOCENT GLOBAL 0.0000 1.0000 -4.4912 Fellow Tip-Up builders, I am in the process of building the roll bar/frame for my RV-7A. The frame halves are very warped and the flanges aren't 90 as needed. It has taken some time to adjust the flanges but the parts are still warped. I haven't drilled the inner supporting strips yet, that's tomorrows adventure. Anyway I have included a photo of the mounting brackets in there approximate position and note the interference with the seat back stop on the top side of the bulkhead (circled area). I believe this is common, but I haven't seen too many photos of this interference. I am considering taking a dremel tool and removing the offending material on the seat back stop. What have you done to correct this? Am I the only one (I doubt it)? Paul ________________________________________________________________________________
Date: Nov 27, 2005
From: <dthomas773(at)sbcglobal.net>
Subject: Re: Tip-up mounting question
I had a bit of consternation with this little assembly as well. For a relatively small part it requires quite a bit of time. I remember calling Van's complaining the curved parts were not square and there reply was, "well straighten them". Actually when you fit and rivet the parts together you can pull them straight. Dennis Thomas RV9 N164DV 245 hours --- Merems wrote: > > > Fellow Tip-Up builders, > > I am in the process of building the roll bar/frame > for my RV-7A. The frame halves are very warped and > the flanges aren't 90 as needed. It has taken some > time to adjust the flanges but the parts are still > warped. I haven't drilled the inner supporting > strips yet, that's tomorrows adventure. > > Anyway I have included a photo of the mounting > brackets in there approximate position and note the > interference with the seat back stop on the top side > of the bulkhead (circled area). I believe this is > common, but I haven't seen too many photos of this > interference. I am considering taking a dremel tool > and removing the offending material on the seat back > stop. > > What have you done to correct this? Am I the only > one (I doubt it)? > > Paul > > > > Click on > about > provided > www.buildersbooks.com, > Admin. > _-> > browse > Subscriptions page, > FAQ, > > > > > > ________________________________________________________________________________
From: "Daniel Snow" <daniel.snow(at)earthlink.net>
Subject: Tank Inspection Plate Screw Sealer
Date: Dec 01, 2005
The instructions say to use sealant on the screws holding the inspection plate on the tanks. What type of sealant have you guys used? I would think that ProSeal would make the screws virtually impossible to remove. Also, did you apply the sealant to the threads or to the shank and head? If you just apply it to the threads, I can still see a leakage path. Thanks Daniel Snow RV9A - One tank done ________________________________________________________________________________
From: "Mike Hoover" <mikehoover(at)sc.rr.com>
Subject: Tank Inspection Plate Screw Sealer
Date: Dec 01, 2005
Daniel, I used Proseal on mine. I had to remove one to adjust the fuel pickup so that is not a problem. Mike 9A...fuse...flap actuator -----Original Message----- From: owner-rv9-list-server(at)matronics.com [mailto:owner-rv9-list-server(at)matronics.com] On Behalf Of Daniel Snow Subject: RV9-List: Tank Inspection Plate Screw Sealer The instructions say to use sealant on the screws holding the inspection plate on the tanks. What type of sealant have you guys used? I would think that ProSeal would make the screws virtually impossible to remove. Also, did you apply the sealant to the threads or to the shank and head? If you just apply it to the threads, I can still see a leakage path. Thanks Daniel Snow RV9A - One tank done ________________________________________________________________________________
From: "Chenoweth" <chenoweth(at)gwi.net>
Subject: Re: Tank Inspection Plate Screw Sealer
Date: Dec 01, 2005
Daniel, I used proseal. I also ignored Van's advice to put proseal under the cork gasket. My reasoning was that if I needed to take the cover off to fix a leak I'd be able to and if the cork leaked I could always proseal it later. As it turned out I did have a leaking bnc connector (using the capacitive sender) so I took the cover off, fixed the leak, and put it back - no leaks. Bill ----- Original Message ----- From: "Daniel Snow" <daniel.snow(at)earthlink.net> Subject: RV9-List: Tank Inspection Plate Screw Sealer > > The instructions say to use sealant on the screws holding the inspection > plate on the tanks. What type of sealant have you guys used? I would think > that ProSeal would make the screws virtually impossible to remove. Also, > did you apply the sealant to the threads or to the shank and head? If you > just apply it to the threads, I can still see a leakage path. > > Thanks > Daniel Snow > RV9A - One tank done > > ________________________________________________________________________________
Subject: Fitting the vertical stabilizer to the fuselage ...
From: Gerry Filby <gerf(at)gerf.com>
Date: Dec 01, 2005
INNOCENT GLOBAL 0.0000 1.0000 -4.4912 1.66 HELO_DYNAMIC_DHCP Relay HELO'd using suspicious hostname (DHCP) 1.28 HELO_DYNAMIC_HCC Relay HELO'd using suspicious hostname (HCC) 1.36 HELO_DYNAMIC_IPADDR Relay HELO'd using suspicious hostname (IP addr 1) Hi Folks, I'm in the process of fitting the vertical stabilizer to the fuselage of my RV-9 (taildragger). The rear spar of the stab is supposed to fit flush against the rear-most bulkhead. No problem. However the flanges of the rear spar foul the lower 3 or 4 rivets that connect the fuse side skin to the rearmost bulkhead. You can see it in the following pic. Has anyone else had this issue ? Any thoughts on a solution - just bend the spar flanges until they're out of the way ? http://rascal.gerf.com/BuildLogService/userfiles/d7b30941a79a47b68567721f591657b0.jpg __g__ ========================================================== Gerry Filby gerf(at)gerf.com Tel: 415 203 9177 ________________________________________________________________________________
From: kerrjohna(at)comcast.net
Subject: Re: status report 90616
Date: Dec 02, 2005
December 22 saw the successful completion of the airworthiness inspection of N927BJ (90616) RV9. I am told that there are only about dozen conventional gear 9's. Weather has prevented the beginning of the flight test program, but my transitional training at Scapoose, OR with Mike Seager has me excited about the prospects. Will keep you posted. John Kerr December 22 saw the successful completion of the airworthiness inspection of N927BJ (90616) RV9. I am told that there are only about dozen conventional gear 9's. Weather has prevented the beginning of the flight test program, but my transitional training at Scapoose, OR with Mike Seager has me excited about the prospects. Will keep you posted. John Kerr ________________________________________________________________________________
Date: Dec 02, 2005
From: Paul Folbrecht <pfolbrecht(at)starkinvestments.com>
Subject: Re: status report 90616
Did you perhaps mean to say "November 22"? Well, congrats. Only a dozen -9 taildraggers? I flew one. There's one based at OSH; owner is a CFI and he let me fly left-seat for an hour one day back in May. (I didn't land it; that was my first time in a taildragger, ever.) kerrjohna(at)comcast.net wrote: > >December 22 saw the successful completion of the airworthiness inspection of N927BJ (90616) RV9. I am told that there are only about dozen conventional gear 9's. Weather has prevented the beginning of the flight test program, but my transitional training at Scapoose, OR with Mike Seager has me excited about the prospects. > >Will keep you posted. > >John Kerr > >December 22 saw the successful completion of the airworthiness inspection of N927BJ (90616) RV9. I am told that there are only about dozen conventional gear 9's. Weather has prevented the beginning of the flight test program, but my transitional training at Scapoose, OR with Mike Seager has me excited about the prospects. > >Will keep you posted. > >John Kerr > > > > ________________________________________________________________________________
Date: Dec 02, 2005
From: "Roger Ping" <rpping(at)qwest.net>
Subject: status report 90616
Great John! Welcome to the -9 club. I have about 42 hours on mine and I love it. What a great airplane. I also got my transition trainig from Mike...great guy! Where are you located? Johnson Creek in July 06; see Doug Reeves' site NW Region. Roger Ping 90869 KDVT (Phoenix AZ) -----Original Message----- From: owner-rv9-list-server(at)matronics.com [mailto:owner-rv9-list-server(at)matronics.com] On Behalf Of kerrjohna(at)comcast.net Subject: Re: RV9-List: status report 90616 December 22 saw the successful completion of the airworthiness inspection of N927BJ (90616) RV9. I am told that there are only about dozen conventional gear 9's. Weather has prevented the beginning of the flight test program, but my transitional training at Scapoose, OR with Mike Seager has me excited about the prospects. Will keep you posted. John Kerr December 22 saw the successful completion of the airworthiness inspection of N927BJ (90616) RV9. I am told that there are only about dozen conventional gear 9's. Weather has prevented the beginning of the flight test program, but my transitional training at Scapoose, OR with Mike Seager has me excited about the prospects. Will keep you posted. John Kerr ________________________________________________________________________________
From: "Vic Jacko" <vicwj(at)earthlink.net>
Subject: Re: status report 90616
Date: Dec 02, 2005
John, I have one of those 9's. Great flying airplane but it glides to good and darn hard to get in a three point with full flaps. Pretty easy with min flaps though the glide path is shallow. Vic N9TD (the actual N number) ----- Original Message ----- From: <kerrjohna(at)comcast.net> Subject: Re: RV9-List: status report 90616 > > December 22 saw the successful completion of the airworthiness inspection > of N927BJ (90616) RV9. I am told that there are only about dozen > conventional gear 9's. Weather has prevented the beginning of the flight > test program, but my transitional training at Scapoose, OR with Mike > Seager has me excited about the prospects. > > Will keep you posted. > > John Kerr > > December 22 saw the successful completion of the airworthiness inspection > of N927BJ (90616) RV9. I am told that there are only about dozen > conventional gear 9's. Weather has prevented the beginning of the flight > test program, but my transitional training at Scapoose, OR with Mike > Seager has me excited about the prospects. > > Will keep you posted. > > John Kerr > > > ________________________________________________________________________________
From: "Bill Repucci" <bill(at)repucci.com>
Subject: status report 90616
Date: Dec 02, 2005
John, Congrats on your airworthiness inspection. Good to know that the training with Mike Seager was money well spent. I'm currently flying a Decathlon about once a month and plan on taking training with Mike before my first flight. You are correct, there are not very many -9's out there. It seems the support staff at Van's discourages people from building the -9. One of the guys there even told me it wasn't too late for me to convert mine from a -9 to a -9A. Van's does not know what is being built until the fuselage is ordered and when I ordered mine last year they said less than 12 TD's had been sold. In addition he went on to comment that it was a waste of engineering effort to design the -9 and this is the reason there will not be a TD -10 or -12. If you ever make out the Charlotte, NC area let me know. I would love to beg you for a ride. Bill RV-9 (Just starting the finishing kit.) www.repucci.com/bill/baf.html -----Original Message----- From: owner-rv9-list-server(at)matronics.com [mailto:owner-rv9-list-server(at)matronics.com] On Behalf Of kerrjohna(at)comcast.net Subject: Re: RV9-List: status report 90616 December 22 saw the successful completion of the airworthiness inspection of N927BJ (90616) RV9. I am told that there are only about dozen conventional gear 9's. Weather has prevented the beginning of the flight test program, but my transitional training at Scapoose, OR with Mike Seager has me excited about the prospects. Will keep you posted. John Kerr December 22 saw the successful completion of the airworthiness inspection of N927BJ (90616) RV9. I am told that there are only about dozen conventional gear 9's. Weather has prevented the beginning of the flight test program, but my transitional training at Scapoose, OR with Mike Seager has me excited about the prospects. Will keep you posted. John Kerr ________________________________________________________________________________
From: "Bob Perkinson" <bobperk(at)BELLSOUTH.NET>
Subject: status report 90616
Date: Dec 02, 2005
Well there is another -9 on the way, Van's just shipped my fuselage today. I was all up to build a 9A until I took a couple of hours with Mike in the -7. that convinced me that a -9 was in my future. The one thing that convinced me was the fact that the -7 was just about as easy to handle on the ground as my old 41 Taylercraft with heal brakes, also without the main landing gear weldment right under the seat getting in and out is easier. Other plusses are the kit is somewhat cheaper, no extra wheel pant and fiberglass, no external step, two can get on the wing and get in without fear of the tail hitting the ground Bob Perkinson Hendersonville, TN. RV9 N658RP Reserved If nothing changes Nothing changes John, Congrats on your airworthiness inspection. Good to know that the training with Mike Seager was money well spent. I'm currently flying a Decathlon about once a month and plan on taking training with Mike before my first flight. You are correct, there are not very many -9's out there. It seems the support staff at Van's discourages people from building the -9. One of the guys there even told me it wasn't too late for me to convert mine from a -9 to a -9A. Van's does not know what is being built until the fuselage is ordered and when I ordered mine last year they said less than 12 TD's had been sold. In addition he went on to comment that it was a waste of engineering effort to design the -9 and this is the reason there will not be a TD -10 or -12. If you ever make out the Charlotte, NC area let me know. I would love to beg you for a ride. Bill RV-9 (Just starting the finishing kit.) www.repucci.com/bill/baf.html -----Original Message----- From: owner-rv9-list-server(at)matronics.com [mailto:owner-rv9-list-server(at)matronics.com] On Behalf Of kerrjohna(at)comcast.net Subject: Re: RV9-List: status report 90616 December 22 saw the successful completion of the airworthiness inspection of N927BJ (90616) RV9. I am told that there are only about dozen conventional gear 9's. Weather has prevented the beginning of the flight test program, but my transitional training at Scapoose, OR with Mike Seager has me excited about the prospects. Will keep you posted. John Kerr December 22 saw the successful completion of the airworthiness inspection of N927BJ (90616) RV9. I am told that there are only about dozen conventional gear 9's. Weather has prevented the beginning of the flight test program, but my transitional training at Scapoose, OR with Mike Seager has me excited about the prospects. Will keep you posted. John Kerr ________________________________________________________________________________
From: kerrjohna(at)comcast.net
Subject: status report 90616
Date: Dec 05, 2005
Logan UT, I have been to Johnson Creek a couple of times in the Kitfox. Look forward to visiting again. John -------------- Original message -------------- > > Great John! Welcome to the -9 club. I have about 42 hours on mine and > I love it. What a great airplane. I also got my transition trainig > from Mike...great guy! > > Where are you located? > > Johnson Creek in July 06; see Doug Reeves' site NW Region. > > Roger Ping > 90869 KDVT (Phoenix AZ) > > -----Original Message----- > From: owner-rv9-list-server(at)matronics.com > [mailto:owner-rv9-list-server(at)matronics.com] On Behalf Of > kerrjohna(at)comcast.net > To: rv9-list(at)matronics.com > Subject: Re: RV9-List: status report 90616 > > > December 22 saw the successful completion of the airworthiness > inspection of N927BJ (90616) RV9. I am told that there are only about > dozen conventional gear 9's. Weather has prevented the beginning of the > flight test program, but my transitional training at Scapoose, OR with > Mike Seager has me excited about the prospects. > > Will keep you posted. > > John Kerr > > December 22 saw the successful completion of the airworthiness > inspection of N927BJ (90616) RV9. I am told that there are only about > dozen conventional gear 9's. Weather has prevented the beginning of the > flight test program, but my transitional training at Scapoose, OR with > Mike Seager has me excited about the prospects. > > Will keep you posted. > > John Kerr > > > > > > Logan UT, I have been to Johnson Creek a couple of times in the Kitfox. Look forward to visiting again. John -------------- Original message -------------- -- RV9-List message posted by: "Roger Ping" Great John! Welcome to the -9 club. I have about 42 hours on mine and I love it. What a great airplane. I also got my transition trainig from Mike...great guy! Where are you located? Johnson Creek in July 06; see Doug Reeves' site NW Region. Roger Ping 90869 KDVT (Phoenix AZ) -----Original Message----- From: owner-rv9-list-server(at)matronics.com [mailto:owner-rv9-list-server(at)matronics.com] On Behalf Of kerrjohna(at)comcast.net To: rv9-list(at)matronics.com Subject: Re: RV9-List: status report 90616 -- RV9-List message posted by: kerrjohna(at)comcast.net December 22 saw the succe ssful completion of the airworthiness inspection of N927BJ (90616) RV9. I am told that there are only about dozen conventional gear 9's. Weather has prevented the beginning of the flight test program, but my transitional training at Scapoose, OR with Mike Seager has me excited about the prospects. Will keep you posted. John Kerr December 22 saw the successful completion of the airworthiness inspection of N927BJ (90616) RV9. I am told that there are only about dozen conventional gear 9's. Weather has prevented the beginning of the flight test program, but my transitional training at Scapoose, OR with Mike Seager has me excited about the prospects. Will keep you posted. John Kerr ists This Month -- rowse, Chat, FAQ, ________________________________________________________________________________
Date: Dec 10, 2005
Subject: [ Scott Lewis ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Poster: Scott Lewis Lists: RV-List,RV3-List,RV4-List,RV6-List,RV7-List,RV8-List,RV9-List,RV10-List,Rocket-List Subject: PiRep - Deluxe Fuel Caps http://www.matronics.com/photoshare/rv10@tpg.com.au.12.10.2005/index.html o Main Photo Share Index http://www.matronics.com/photoshare o Submitting a Photo Share If you wish to submit a Photo Share of your own, please include the following information along with your email message and files: 1) Email List or Lists that they are related to: 2) Your Full Name: 3) Your Email Address: 4) One line Subject description: 5) Multi-line, multi-paragraph description of topic: 6) One-line Description of each photo or file: Email the information above and your files and photos to: pictures(at)matronics.com ________________________________________________________________________________
From: kerrjohna(at)comcast.net
Subject: FIRST FLIGHT
Date: Dec 13, 2005
Hua, Hua, Hua N927BJ left the ground for the first time 1320 local December 12, 2005. Will try to post a picture. Now I need some help. I remember a comment last year some time about "leaking" Dynon pitot system. Apparently, I experiencing it. IAS is about 20% low compared to GPS and chase plane. Both steam guage and Dynon read the same. Have completed a post-flight check of the tubing/fittings and cannot discern anything being loose. It made for being a little tight jawed on final, not wanting to be too fast or too slow. Just flew the attitude right down to the runway. The RV9 seems to float more than the RV7 and landed slower--it seemed to be about the same speed as the Classic IV Kitfox. Thanks for all your interest. John Kerr Hua, Hua, Hua N927BJ left the ground for the first time 1320 local December 12, 2005. Will try to post a picture. Now I need some help. I remember a comment last year some time about "leaking" Dynon pitot system. Apparently, I experiencing it. IAS is about 20% low compared to GPS and chase plane. Both steam guage and Dynon read the same. Have completed a post-flight check of the tubing/fittings and cannot discern anything being loose. It made for being a little tight jawed on final, not wanting to be too fast or too slow. Just flew the attitude right down to the runway. The RV9 seems to float more than the RV7 and landed slower--it seemed to be about the same speed as the Classic IV Kitfox. Thanks for all your interest. John Kerr ________________________________________________________________________________
From: "Tom Callender" <tcallender(at)alltel.net>
Subject: Re: FIRST FLIGHT
Date: Dec 13, 2005
Congrats John, Good Job. I am building a "9", but still a ways from frist flight. Tom C RV9 N793JT (reserved) ________________________________________________________________________________
From: kerrjohna(at)comcast.net
Subject: Re: FIRST FLIGHT
Date: Dec 13, 2005
Hang in there to the end. Mine was completed with about 1500 hours logged over a 3 year period. When people gasp at the "committment" I just say that I would have done something with those hours anyway, I just chose to do this. -------------- Original message -------------- From: "Tom Callender" <tcallender(at)alltel.net> > > Congrats John, > Good Job. I am building a "9", but still a ways from frist flight. > Tom C > RV9 N793JT (reserved) > > > > > > Hang in there to the end. Mine was completed with about 1500 hours logged over a 3 year period. When people gasp at the "committment" I just say that I would have done something with those hours anyway, I just chose to do this. -------------- Original message -------------- From: "Tom Callender" tcallender(at)alltel.net -- RV9-List message posted by: "Tom Callender" Congrats John, Good Job. I am building a "9", but still a ways from frist flight. Tom C RV9 N793JT (reserved) _- = * HomebuiltHELP www.homebuilthelp.com! ________________________________________________________________________________
Subject: FIRST FLIGHT
Date: Dec 13, 2005
From: "Folbrecht, Paul" <PFolbrecht(at)starkinvestments.com>
QB or slow build? -----Original Message----- From: owner-rv9-list-server(at)matronics.com [mailto:owner-rv9-list-server(at)matronics.com]On Behalf Of kerrjohna(at)comcast.net Subject: Re: RV9-List: FIRST FLIGHT Hang in there to the end. Mine was completed with about 1500 hours logged over a 3 year period. When people gasp at the "committment" I just say that I would have done something with those hours anyway, I just chose to do this. ________________________________________________________________________________
From: kerrjohna(at)comcast.net
Subject: FIRST FLIGHT
Date: Dec 13, 2005
slow-build, with all flat metal from Vans. I am amazed at the way all the pieces come together with the matched holes. When people come to visit I take them to the point where the square fuselage ends at the square baggage bulkhead and show them the 5 pieces all come together in a smooth blend to a 8" radius and tell them that all of the holes matched perfectly. For me the couple of hundred hours getting it to the quick build stage were amoung the most enjoyable and educational. But then, I have been accused of flying to support my building habit. John Kerr N927BJ, 90616 (one of only a dozen or so "9"s) It lands just like a Kitfox. -------------- Original message -------------- From: "Folbrecht, Paul" <PFolbrecht(at)starkinvestments.com> > > > QB or slow build? > > -----Original Message----- > From: owner-rv9-list-server(at)matronics.com > [mailto:owner-rv9-list-server(at)matronics.com]On Behalf Of > kerrjohna(at)comcast.net > To: rv9-list(at)matronics.com > Subject: Re: RV9-List: FIRST FLIGHT > > > > Hang in there to the end. Mine was completed with about 1500 hours logged over > a 3 year period. When people gasp at the "committment" I just say that I would > have done something with those hours anyway, I just chose to do this. > > > > > > slow-build, with all flat metal from Vans. I am amazed at the way all the pieces come together with the matched holes. When people come to visit I take them to the point where the square fuselage ends at the square baggage bulkhead and show them the 5 pieces all come together in a smooth blend to a 8" radius and tell them that all of the holes matched perfectly. For me the couple of hundred hours getting it to the quick build stage were amoung the most enjoyable and educational. But then, I have been accused of flying to support my building habit. John Kerr N927BJ, 90616 (one of only a dozen or so "9"s) It lands just like a Kitfox. -------------- Original message -------------- From: "Folbrecht, Paul" PFolbrecht(at)starkinvestments.com -- RV9-List message posted by: "Folbrecht, Paul" QB or slow build? -----Original Message----- From: owner-rv9-list-server(at)matronics.com [mailto:owner-rv9-list-server(at)matronics.com]On Behalf Of kerrjohna(at)comcast.net To: rv9-list(at)matronics.com Subject: Re: RV9-List: FIRST FLIGHT -- RV9-List message posted by: kerrjohna(at)comcast.net Hang in there to the end. Mine was completed with about 1500 hours logged over a 3 year period. When people gasp at the "committment" I just say that I would have done something with those hours anyway, I just chose to do this.
Subject: FIRST FLIGHT
Date: Dec 13, 2005
From: "Folbrecht, Paul" <PFolbrecht(at)starkinvestments.com>
Couple hundred hours to get it to QB stage? :-} That's a lot fewer hours than Van's implies you're saving. :-} Then again, you obviously are a fast builder to have built a slow-build in 1500 hours. -----Original Message----- From: owner-rv9-list-server(at)matronics.com [mailto:owner-rv9-list-server(at)matronics.com]On Behalf Of kerrjohna(at)comcast.net Subject: RE: RV9-List: FIRST FLIGHT slow-build, with all flat metal from Vans. I am amazed at the way all the pieces come together with the matched holes. When people come to visit I take them to the point where the square fuselage ends at the square baggage bulkhead and show them the 5 pieces all come together in a smooth blend to a 8" radius and tell them that all of the holes matched perfectly. For me the couple of hundred hours getting it to the quick build stage were amoung the most enjoyable and educational. But then, I have been accused of flying to support my building habit. John Kerr N927BJ, 90616 (one of only a dozen or so "9"s) It lands just like a Kitfox. -------------- Original message -------------- From: "Folbrecht, Paul" <PFolbrecht(at)starkinvestments.com> > > > QB or slow build? > > -----Original Message----- > From: owner-rv9-list-server(at)matronics.com > [mailto:owner-rv9-list-server(at)matronics.com]On Behalf Of > kerrjohna(at)comcast.net > To: rv9-list(at)matronics.com > Subject: Re: RV9-List: FIRST FLIGHT > > > > Hang in there to the end. Mine was completed with about 1500 hours logged over > a 3 year period. When people gasp at the "committment" I just say that I would > have done something with those hours anyway, I just chose to do this. > > > > > > slow-build, with all flat metal from Vans. I am amazed at the way all the pieces come together with the matched holes. When people come to visit I take them to the point where the square fuselage ends at the square baggage bulkhead and show them the 5 pieces all come together in a smooth blend to a 8" radius and tell them that all of the holes matched perfectly. For me the couple of hundred hours getting it to the quick build stage were amoung the most enjoyable and educational. But then, I have been accused of flying to support my building habit. John Kerr N927BJ, 90616 (one of only a dozen or so "9"s) It lands just like a Kitfox. -------------- Original message -------------- From: "Folbrecht, Paul" PFolbrecht(at)starkinvestments.com -- RV9-List message posted by: "Folbrecht, Paul" QB or slow build? -----Original Message----- From: owner-rv9-list-server(at)matronics.com [mailto:owner-rv9-list-server(at)matronics.com]On Behalf Of kerrjohna(at)comcast.net To: rv9-list(at)matronics.com Subject: Re: RV9-List: FIRST FLIGHT -- RV9-List message posted by: kerrjohna(at)comcast.net Hang in there to the end. Mine was completed with about 1500 hours logged over a 3 year period. When people gasp at the "committment" I just say that I would have done something with those hours anyway, I just chose to do this.
Subject: FIRST FLIGHT
From: Gerry Filby <gerf(at)gerf.com>
Date: Dec 13, 2005
Congrats John. I totally agree with you about the accuracy afforded by the pre-punched holes. When it came time for me to set the wing incidence/sweep etc - there was NOTHING to do - it was spot on ! Drill the holes and lock it down ... Do post a digest of your flight testing experiences. I'm building a the tail-dragger 9 also. I've heard some say its quite difficult to execute 3 point landings - it just wants to float and float. Would be very interested in the performance numbers you get. Any more details ? Slider/Tip-up ? Powerplant ? Best of luck with Phase 1 !! g (RV-9 Finish kit) > > > slow-build, with all flat metal from Vans. I am amazed at the > way all the pieces come together with the matched holes. When > people come to visit I take them to the point where the square > fuselage ends at the square baggage bulkhead and show them the > 5 pieces all come together in a smooth blend to a 8" radius and > tell them that all of the holes matched perfectly. For me the > couple of hundred hours getting it to the quick build stage > were amoung the most enjoyable and educational. But then, I > have been accused of flying to support my building habit. > > John Kerr > N927BJ, 90616 (one of only a dozen or so "9"s) It lands just > like a Kitfox. > > -------------- Original message -------------- > From: "Folbrecht, Paul" <PFolbrecht(at)starkinvestments.com> > > > > > > > QB or slow build? > > > > -----Original Message----- > > From: owner-rv9-list-server(at)matronics.com > > [mailto:owner-rv9-list-server(at)matronics.com]On Behalf Of > > kerrjohna(at)comcast.net > > To: rv9-list(at)matronics.com > > Subject: Re: RV9-List: FIRST FLIGHT > > > > > > > > Hang in there to the end. Mine was completed with about 1500 hours logged over > > a 3 year period. When people gasp at the "committment" I just say that I would > > have done something with those hours anyway, I just chose to do this. > > > > > > > > > > > > > > slow-build, with all flat metal from Vans. I am amazed at the > way all the pieces come together with the matched holes. When > people come to visit I take them to the point where the square > fuselage ends at the square baggage bulkhead and show them the > 5 pieces all come together in a smooth blend to a 8" radius and > tell them that all of the holes matched perfectly. For me the > couple of hundred hours getting it to the quick build stage > were amoung the most enjoyable and educational. But then, I have > been accused of flying to support my building habit. > > John Kerr > N927BJ, 90616 (one of only a dozen or so "9"s) It lands just > like a Kitfox. > > -------------- Original message -------------- > From: "Folbrecht, Paul" PFolbrecht(at)starkinvestments.com > > -- RV9-List message posted by: "Folbrecht, Paul" > > > QB or slow build? > > -----Original Message----- > From: owner-rv9-list-server(at)matronics.com > [mailto:owner-rv9-list-server(at)matronics.com]On Behalf Of > kerrjohna(at)comcast.net > To: rv9-list(at)matronics.com > Subject: Re: RV9-List: FIRST FLIGHT > > > -- RV9-List message posted by: kerrjohna(at)comcast.net > > Hang in there to the end. Mine was completed with about 1500 > hours logged over > a 3 year period. When people gasp at the "committment" I just > say that I would > have done something with those hours anyway, I just chose to do this. > >
> > > > > > -- __g__ ========================================================== Gerry Filby gerf(at)gerf.com Tel: 415 203 9177 ________________________________________________________________________________
From: "Chenoweth" <chenoweth(at)gwi.net>
Subject: Re: FIRST FLIGHT
Date: Dec 13, 2005
John, Since I am a 9 builder (fuselage on order) and Kitfox builder/pilot perhaps you'd elaborate on both your Kitfox landing technique and the similarities you've found in the 9. Bill Maine ----- Original Message ----- From: <kerrjohna(at)comcast.net> Subject: RE: RV9-List: FIRST FLIGHT > > slow-build, with all flat metal from Vans. I am amazed at the way all the pieces come together with the matched holes. When people come to visit I take them to the point where the square fuselage ends at the square baggage bulkhead and show them the 5 pieces all come together in a smooth blend to a 8" radius and tell them that all of the holes matched perfectly. For me the couple of hundred hours getting it to the quick build stage were amoung the most enjoyable and educational. But then, I have been accused of flying to support my building habit. > > John Kerr > N927BJ, 90616 (one of only a dozen or so "9"s) It lands just like a Kitfox. > > -------------- Original message -------------- > From: "Folbrecht, Paul" <PFolbrecht(at)starkinvestments.com> > > > > > > > QB or slow build? > > > > -----Original Message----- > > From: owner-rv9-list-server(at)matronics.com > > [mailto:owner-rv9-list-server(at)matronics.com]On Behalf Of > > kerrjohna(at)comcast.net > > To: rv9-list(at)matronics.com > > Subject: Re: RV9-List: FIRST FLIGHT > > > > > > > > Hang in there to the end. Mine was completed with about 1500 hours logged over > > a 3 year period. When people gasp at the "committment" I just say that I would > > have done something with those hours anyway, I just chose to do this. > > > > > > > > > > > > > > slow-build, with all flat metal from Vans. I am amazed at the way all the pieces come together with the matched holes. When people come to visit I take them to the point where the square fuselage ends at the square baggage bulkhead and show them the 5 pieces all come together in a smooth blend to a 8" radius and tell them that all of the holes matched perfectly. For me the couple of hundred hours getting it to the quick build stage were amoung the most enjoyable and educational. But then, I have been accused of flying to support my building habit. > > John Kerr > N927BJ, 90616 (one of only a dozen or so "9"s) It lands just like a Kitfox. > > -------------- Original message -------------- > From: "Folbrecht, Paul" PFolbrecht(at)starkinvestments.com > > -- RV9-List message posted by: "Folbrecht, Paul" > > > QB or slow build? > > -----Original Message----- > From: owner-rv9-list-server(at)matronics.com > [mailto:owner-rv9-list-server(at)matronics.com]On Behalf Of > kerrjohna(at)comcast.net > To: rv9-list(at)matronics.com > Subject: Re: RV9-List: FIRST FLIGHT > > > -- RV9-List message posted by: kerrjohna(at)comcast.net > > Hang in there to the end. Mine was completed with about 1500 hours logged over > a 3 year period. When people gasp at the "committment" I just say that I would > have done something with those hours anyway, I just chose to do this. > >
> ________________________________________________________________________________
From: kerrjohna(at)comcast.net
Subject: FIRST FLIGHT
Date: Dec 13, 2005
I didn't have the benefit of indicated air speed on final because of an apparent pitot leak that I have not yet been able to identify so I just flew by attitude and waited for it to touch. It may end up being the best landing I ever make but it certainly was not difficult to get it to 3-point; one approach, one landing, zero bounce. One tip I got from Mike Seagar was to reduce idle to 500 to allow it to slow down more. I really felt like I was in my Kitfox touching down at around 50mph. I built the slider because it looks cooler but it is a pain to get back behind the panel to look for that pitot leak. I have checked all of the connections from underneath but may have to remove the ASI and Dynon to check the fittings for leaks. I got a Penn Yan xe320 with dual electronic ignition and hardened sleaves for under $18000. I am pleased so far. -------------- Original message -------------- From: Gerry Filby <gerf(at)gerf.com> > > > Congrats John. I totally agree with you about the accuracy > afforded by the pre-punched holes. When it came time for me to > set the wing incidence/sweep etc - there was NOTHING to do - it > was spot on ! Drill the holes and lock it down ... > > Do post a digest of your flight testing experiences. I'm > building a the tail-dragger 9 also. I've heard some say its > quite difficult to execute 3 point landings - it just wants to > float and float. Would be very interested in the performance > numbers you get. > > Any more details ? Slider/Tip-up ? Powerplant ? > > Best of luck with Phase 1 !! > > g > > (RV-9 Finish kit) > > > > > > > slow-build, with all flat metal from Vans. I am amazed at the > > way all the pieces come together with the matched holes. When > > people come to visit I take them to the point where the square > > fuselage ends at the square baggage bulkhead and show them the > > 5 pieces all come together in a smooth blend to a 8" radius and > > tell them that all of the holes matched perfectly. For me the > > couple of hundred hours getting it to the quick build stage > > were amoung the most enjoyable and educational. But then, I > > have been accused of flying to support my building habit. > > > > John Kerr > > N927BJ, 90616 (one of only a dozen or so "9"s) It lands just > > like a Kitfox. > > > > -------------- Original message -------------- > > From: "Folbrecht, Paul" > > > > > > > > > > > QB or slow build? > > > > > > -----Original Message----- > > > From: owner-rv9-list-server(at)matronics.com > > > [mailto:owner-rv9-list-server(at)matronics.com]On Behalf Of > > > kerrjohna(at)comcast.net > > > To: rv9-list(at)matronics.com > > > Subject: Re: RV9-List: FIRST FLIGHT > > > > > > > > > > > > Hang in there to the end. Mine was completed with about 1500 hours logged > over > > > a 3 year period. When people gasp at the "committment" I just say that I > would > > > have done something with those hours anyway, I just chose to do this. > > > > > > > > > > > > > > > > > > > > > > slow-build, with all flat metal from Vans. I am amazed at the > > way all the pieces come together with the matched holes. When > > people come to visit I take them to the point where the square > > fuselage ends at the square baggage bulkhead and show them the > > 5 pieces all come together in a smooth blend to a 8" radius and > > tell them that all of the holes matched perfectly. For me the > > couple of hundred hours getting it to the quick build stage > > were amoung the most enjoyable and educational. But then, I have > > been accused of flying to support my building habit. > > > > John Kerr > > N927BJ, 90616 (one of only a dozen or so "9"s) It lands just > > like a Kitfox. > > > > -------------- Original message -------------- > > From: "Folbrecht, Paul" PFolbrecht(at)starkinvestments.com > > > > -- RV9-List message posted by: "Folbrecht, Paul" > > > > > > QB or slow build? > > > > -----Original Message----- > > From: owner-rv9-list-server(at)matronics.com > > [mailto:owner-rv9-list-server(at)matronics.com]On Behalf Of > > kerrjohna(at)comcast.net > > To: rv9-list(at)matronics.com > > Subject: Re: RV9-List: FIRST FLIGHT > > > > > > -- RV9-List message posted by: kerrjohna(at)comcast.net > > > > Hang in there to the end. Mine was completed with about 1500 > > hours logged over > > a 3 year period. When people gasp at the "committment" I just > > say that I would > > have done something with those hours anyway, I just chose to do this. > > > > > > > > > > > > > > > > > > > > -- > __g__ > > ========================================================== > Gerry Filby gerf(at)gerf.com > Tel: 415 203 9177 > > > > > > I didn't have the benefit of indicated air speed on final because of an apparent pitot leak that I have not yet been able to identify so I just flew by attitude and waited for it to touch. It may end up being the best landing I ever make but it certainly was not difficult to get it to 3-point; one approach, one landing, zero bounce. One tip I got from Mike Seagar was to reduce idle to 500 to allow it to slow down more. I really felt like I was in my Kitfox touching down at around 50mph. I built the slider because it looks cooler but it is a pain to get back behind the panel to look for that pitot leak. I have checked all of the connections from underneath but may have to remove the ASI and Dynon to check the fittings for leaks. I got a Penn Yan xe320 with dual electronic ignition and hardened sleaves for under $18000. I am pleased so far. -------------- Original message -------------- From: Gerry Filby gerf(at)gerf.com -- RV9-List message posted by: Gerry Filby Congrats John. I totally agree with you about the accuracy afforded by the pre-punched holes. When it came time for me to set the wing incidence/sweep etc - there was NOTHING to do - it was spot on ! Drill the holes and lock it down ... Do post a digest of your flight testing experiences. I'm building a the tail-dragger 9 also. I've heard some say its quite difficult to execute 3 point landings - it just wants to float and float. Would be very interested in the performance numbers you get. Any more details ? Slider/Tip-up ? Powerplant ? Best of luck with Phase 1 !! g (RV-9 Finish kit) -- RV9-List message posted by: kerrjohna(at)comcast.net slow-build, with all flat metal from Vans. I am amazed at the way all the pieces come together with the matched holes. When people come to visit I take them to the point where the square fuselage ends at the square baggage bulkhead and show them the 5 pieces all come together in a smooth blend to a 8" radius and tell them that all of the holes matched perfectly. For me the couple of hundred hours getting it to the quick build stage were amoung the most enjoyable and educational. But then, I have been accused of flying to support my building habit. John Kerr N927BJ, 90616 (one of only a dozen or so "9"s) It lands just like a Kitfox. -------------- Original message -------------- From: "Folbrecht, Paul" <PFOLBRECHT(at)STARKINVESTMENTS.COM> -- RV9-List message posted by: "Folbrecht, Paul" QB or slow build? -----Original Message----- From: owner-rv9-list-server(at)matronics.com [mailto:owner-rv9-list-server(at)matronics.com]On Behalf Of kerrjohna(at)comcast.net To: rv9-list(at)matronics.com Subject: Re: RV9-List: FIRST FLIGHT -- RV9-List message posted by: kerrjohna(at)comcast.net Hang in there to the end. Mine was completed with about 1500 hours logged over a 3 year period. When people gasp at the "committment" I just say that I would have done something with those hours anyway, I just chose to do this. slow-build, with all flat metal from Vans. I am amazed at the way all the pieces come together with the matched holes. When people come to visit I take them to the point where the square fuselage ends at the square baggage bulkhead and show them the 5 pieces all come together in a smooth blend to a 8" radius and tell them that all of the holes matched perfectly. For me the couple of hundred hours getting it to the quick build stage were amoung the most enjoyable and educational. But then, I have been accused of flying to support my building habit. John Kerr N927BJ, 90616 (one of only a dozen or so "9"s) It land s just like a Kitfox. -------------- Original message -------------- From: "Folbrecht, Paul" PFolbrecht(at)starkinvestments.com -- RV9-List message posted by: "Folbrecht, Paul" QB or slow build? -----Original Message----- From: owner-rv9-list-server(at)matronics.com [mailto:owner-rv9-list-server(at)matronics.com]On Behalf Of kerrjohna(at)comcast.net To: rv9-list(at)matronics.com Subject: Re: RV9-List: FIRST FLIGHT -- RV9-List message posted by: kerrjohna(at)comcast.net Hang in there to the end. Mine was completed with about 1500 hours logged over a 3 year period. When people gasp at the "committment" I just say that I would &g t; have done something with those hours anyway, I just chose to do this. -- __g__ ========================================================== Gerry Filby gerf(at)gerf.com Tel: 415 203 9177 ________________________________________________________________________________
From: kerrjohna(at)comcast.net
Subject: Re: FIRST FLIGHT
Date: Dec 13, 2005
recognizing that I only one landing with the 9, and 15 or so flying with Mike Seagar in the 7 I will say at this point that the 9 with full flaps handles very similar to the Kitfox with no flaps, both a little draggy but a lot of float if to fast on the approach. One thing Seagar emphacized was to base at 75mph as compared to 85 in the 7. The book stall dirty for the 9 is around 50 mph. 1.3 times that is 65. I am curious to see how that works out also as I explore the envelope. Because of the pitot problem I have no idea what my speed was but it felt like the flare in the K'fox. -------------- Original message -------------- From: "Chenoweth" <chenoweth(at)gwi.net> > > John, > Since I am a 9 builder (fuselage on order) and Kitfox builder/pilot perhaps > you'd elaborate on both your Kitfox landing technique and the similarities > you've found in the 9. > Bill > Maine > ----- Original Message ----- > From: > To: > Subject: RE: RV9-List: FIRST FLIGHT > > > > > > slow-build, with all flat metal from Vans. I am amazed at the way all the > pieces come together with the matched holes. When people come to visit I > take them to the point where the square fuselage ends at the square baggage > bulkhead and show them the 5 pieces all come together in a smooth blend to a > 8" radius and tell them that all of the holes matched perfectly. For me the > couple of hundred hours getting it to the quick build stage were amoung the > most enjoyable and educational. But then, I have been accused of flying to > support my building habit. > > > > John Kerr > > N927BJ, 90616 (one of only a dozen or so "9"s) It lands just like a > Kitfox. > > > > -------------- Original message -------------- > > From: "Folbrecht, Paul" > > > > > > > > > > > QB or slow build? > > > > > > -----Original Message----- > > > From: owner-rv9-list-server(at)matronics.com > > > [mailto:owner-rv9-list-server(at)matronics.com]On Behalf Of > > > kerrjohna(at)comcast.net > > > To: rv9-list(at)matronics.com > > > Subject: Re: RV9-List: FIRST FLIGHT > > > > > > > > > > > > Hang in there to the end. Mine was completed with about 1500 hours > logged over > > > a 3 year period. When people gasp at the "committment" I just say that I > would > > > have done something with those hours anyway, I just chose to do this. > > > > > > > > > > > > > > > > > > > > > > slow-build, with all flat metal from Vans. I am amazed at the way all the > pieces come together with the matched holes. When people come to visit I > take them to the point where the square fuselage ends at the square baggage > bulkhead and show them the 5 pieces all come together in a smooth blend to a > 8" radius and tell them that all of the holes matched perfectly. For me the > couple of hundred hours getting it to the quick build stage were amoung the > most enjoyable and educational. But then, I have been accused of flying to > support my building habit. > > > > John Kerr > > N927BJ, 90616 (one of only a dozen or so "9"s) It lands just like a > Kitfox. > > > > -------------- Original message -------------- > > From: "Folbrecht, Paul" PFolbrecht(at)starkinvestments.com > > > > -- RV9-List message posted by: "Folbrecht, Paul" > > > > > > QB or slow build? > > > > -----Original Message----- > > From: owner-rv9-list-server(at)matronics.com > > [mailto:owner-rv9-list-server(at)matronics.com]On Behalf Of > > kerrjohna(at)comcast.net > > To: rv9-list(at)matronics.com > > Subject: Re: RV9-List: FIRST FLIGHT > > > > > > -- RV9-List message posted by: kerrjohna(at)comcast.net > > > > Hang in there to the end. Mine was completed with about 1500 hours logged > over > > a 3 year period. When people gasp at the "committment" I just say that I > would > > have done something with those hours anyway, I just chose to do this. > > > > > > > > > > > > > > recognizing that I only one landing with the 9, and 15 or so flying with Mike Seagar in the 7 I will say at this point that the 9 with full flaps handles very similar to the Kitfox with no flaps, both a little draggy but a lot of float if to fast on the approach. One thing Seagar emphacized was tobase at 75mph as compared to 85 in the 7. The book stall dirty for the 9 is around 50 mph. 1.3 times that is 65. I am curious to see how that works out also as I explore the envelope. Because of the pitot problem I have no idea what my speed was but it felt like the flare in the K'fox. -------------- Original message -------------- From: "Chenoweth" chenoweth(at)gwi.net -- RV9-List message posted by: "Chenoweth" John, Since I am a 9 builder (fuselage on order) and Kitfox builder/pilot perhaps you'd elaborate on both your Kitfox landing technique and the similarities you've found in the 9. Bill Maine ----- Original Message ----- From: <KERRJOHNA(at)COMCAST.NET> To: Subject: RE: RV9-List: FIRST FLIGHT -- RV9-List message posted by: kerrjohna(at)comcast.net slow-build, with all flat metal from Vans. I am amazed at the way all the pieces come together with the matched holes. When people come to visit I take them to the point where the s quare fuselage ends at the square baggage bulkhead and show them the 5 pieces all come together in a smooth blend to a 8" radius and tell them that all of the holes matched perfectly. For me the couple of hundred hours getting it to the quick build stage were amoung the most enjoyable and educational. But then, I have been accused of flying to support my building habit. John Kerr N927BJ, 90616 (one of only a dozen or so "9"s) It lands just like a Kitfox. -------------- Original message -------------- From: "Folbrecht, Paul" <PFOLBRECHT(at)STARKINVESTMENTS.COM> -- RV9-List message posted by: "Folbrecht, Paul" QB or slow build? -----Original Message----- From: owner-rv9-list-server(at)matronics.com < BR> [mailto:owner-rv9-list-server(at)matronics.com]On Behalf Of kerrjohna(at)comcast.net To: rv9-list(at)matronics.com Subject: Re: RV9-List: FIRST FLIGHT -- RV9-List message posted by: kerrjohna(at)comcast.net Hang in there to the end. Mine was completed with about 1500 hours logged over a 3 year period. When people gasp at the "committment" I just say that I would have done something with those hours anyway, I just chose to do this. slow-build, with all flat metal from Vans. I am amazed at the way all the pieces come together with the matched holes. When people come to visit I take them to the point where the square fuselage ends at the square baggage bulkhead and show them the 5 pieces all come together in a smooth blend to a 8" radius and tell them that all of the holes matched perfectly. For me the couple of hundred hours getting it to the quick build stage were amoung the most enjoyable and educational. But then, I have been accused of flying to support my building habit. John Kerr N927BJ, 90616 (one of only a dozen or so "9"s) It lands just like a Kitfox. -------------- Original message -------------- From: "Folbrecht, Paul" PFolbrecht(at)starkinvestments.com -- RV9-List message posted by: "Folbrecht, Paul" QB or slow build? -----Original Message----- From: owner-rv9-list-server(at)matronics.com <BR > [mailto:owner-rv9-list-server(at)matronics.com]On Behalf Of kerrjohna(at)comcast.net To: rv9-list(at)matronics.com Subject: Re: RV9-List: FIRST FLIGHT -- RV9-List message posted by: kerrjohna(at)comcast.net Hang in there to the end. Mine was completed with about 1500 hours logged over a 3 year period. When people gasp at the "committment" I just say that I would have done something with those hours anyway, I just chose to do this. ore about ============== ________________________________________________________________________________
From: "fcs(at)jlc.net" <fcs(at)jlc.net>
Date: Dec 13, 2005
Subject: Re: FIRST FLIGHT
John, A pitot-static check and logbook endorsement is supposedly required prior to first flight. You really should do this to find that leak and make sure your Dynon, steam gauges, and encoder are all in agreement before venturing into any crowded airspace. It's worth the $100 bucks or so, and should be done very two years. Congrats on the fine accomplishment! ________________________________________________________________________________
From: kerrjohna(at)comcast.net
Subject: low IAS
Date: Dec 14, 2005
okay guys, I have been from the panel back to the pitot tube and the leak (huge) is from the hole(s) in the bottom of the pitot tube back by the mast. What do I do? John okay guys, I have been from the panel back to the pitot tube and the leak (huge) is from the hole(s) in the bottom of the pitot tube back by the mast. What do I do? John ________________________________________________________________________________
From: kerrjohna(at)comcast.net
Subject: pressure test
Date: Dec 14, 2005
I hadn't heard about a requirement for a pressure test, and no comment was made by the $900 DAR. It would be interesting, Dynon tells me that the pitot tube they supply is vented to allow for moisture disipation. They are sending me a new pitot tube to see if the one I have is bad. Will keep you all posted. John I hadn't heard about a requirement for a pressure test, and no comment was made by the $900 DAR. It would be interesting, Dynon tells me that the pitot tube they supply is vented to allow for moisture disipation. They are sending me a new pitot tube to see if the one I have is bad. Will keep you all posted. John ________________________________________________________________________________
From: "Richard Jones" <esnj(at)granbury.com>
Subject: Re: pressure test
Date: Dec 14, 2005
John: Before you opperate your transponder in flight, you are required to have your static system, altitude encoder, and transponder checked and and signed off by an FAA approved avionics technician per FAR 91.217(b) and Part 43-Appendix F. This must be repeated every 2 years and be entered in the aircraft log book. If you are outside the Class B 30 mile veil, not IFR, don't want Flight Following, and stay out of Class C airspace, you don't have to operate your transponder......Dick Jones-90062 ----- Original Message ----- From: <kerrjohna(at)comcast.net> Subject: RV9-List: pressure test > > I hadn't heard about a requirement for a pressure test, and no comment was > made by the $900 DAR. > > It would be interesting, Dynon tells me that the pitot tube they supply is > vented to allow for moisture disipation. They are sending me a new pitot > tube to see if the one I have is bad. > > Will keep you all posted. > > John > > I hadn't heard about a requirement for a pressure test, and no comment was > made by the $900 DAR. > > It would be interesting, Dynon tells me that the pitot tube they supply is > vented to allow for moisture disipation. They are sending me a new pitot > tube to see if the one I have is bad. > > Will keep you all posted. > > John > > > ________________________________________________________________________________
From: "Mike Holland" <hollandm(at)pacbell.net>
Subject: Lanidng an RV 9
Date: Dec 15, 2005
My 9A, 1064# empty with a 215# pilot ~36 gallon fuel, c.g. is 79.2". As fuel is burned the c.g. moves forward on these planes but still remains well within limits. At 5,000' I see full stall dirty at 44mph, clean about 48mph, power off. I'm flying behind an Aerosport O320 E2D with a fixed 80" pitch VANs Sensenich prop. My idle speed, per lycoming, is about 800rpm, less than that you risk an engine stall, but 500rpm may be ok. Stall sensitivity would depend on prop and possibly density altitude. Approach and flare speeds - As all have noted the 9 wing and fowler flap combination wants to (will) float. Anything above 60 on flare you will balloon if you really lift the nose aggressively. My theory is that in the traditional nose high trigear landing attitude, at full flaps, you really have a lot of down force on the runway that adds to the float. For what it's worth I'm seeing about 45 mph before it really feels "stuck" onto the runway surface. Anything much above that on roll out the mains will lift off with an aggressive elevator pull. But some further notes on my technique may help, I"m not a big user of brakes on landing and prefer to use aerodynamic braking if the runway allows. That means I use full elevator on rollout. To do that you really have to let the speed bleed off and gradually add elevator. It took me awhile to gain enough comfort with the very gentle flight characteristics of my 9a before I felt OK with these relatively slow approach and flare speeds. But unless its really windy or gusty, you are heavy or at high density altitude I'd say 55 across the numbers would be about right. 65 would be plenty without flaps. But every airplane will be different depending on c.g. and gross weight configuration, so experiment, work your way down gradually and post your results. Mike Holland RV9A 57 hours and still grinning Dana Point, CA ________________________________________________________________________________
From: kerrjohna(at)comcast.net
Subject: Re: pressure test
Date: Dec 15, 2005
That makes sense. The DAR had me place a Do Not Use on the transponder until I can make the appropriate calls and get to a avionics service center for that check. I still wonder how they will do the pressure check with a vented pitot tube..... John Kerr -------------- Original message -------------- From: "Richard Jones" <esnj(at)granbury.com> > > John: Before you opperate your transponder in flight, you are required to > have your static system, altitude encoder, and transponder checked and > and signed off by an FAA approved avionics technician per FAR 91.217(b) and > Part 43-Appendix F. This must be repeated every 2 years and be entered in > the aircraft log book. If you are outside the Class B 30 mile veil, not > IFR, don't want Flight Following, and stay out of Class C airspace, you > don't have to operate your transponder......Dick Jones-90062 > > > ----- Original Message ----- > From: > To: "rv9- list" > Subject: RV9-List: pressure test > > > > > > I hadn't heard about a requirement for a pressure test, and no comment was > > made by the $900 DAR. > > > > It would be interesting, Dynon tells me that the pitot tube they supply is > > vented to allow for moisture disipation. They are sending me a new pitot > > tube to see if the one I have is bad. > > > > Will keep you all posted. > > > > John > > > > I hadn't heard about a requirement for a pressure test, and no comment was > > made by the $900 DAR. > > > > It would be interesting, Dynon tells me that the pitot tube they supply is > > vented to allow for moisture disipation. They are sending me a new pitot > > tube to see if the one I have is bad. > > > > Will keep you all posted. > > > > John > > > > > > > > > > > > That makes sense. The DAR had me place a Do Not Use on the transponder until I can make the appropriate calls and get to a avionics service center for that check. I still wonder how they will do the pressure check with a vented pitot tube..... John Kerr -------------- Original message -------------- From: "Richard Jones" esnj(at)granbury.com -- RV9-List message posted by: "Richard Jones" John: Before you opperate your transponder in flight, you are required to have your static system, altitude encoder, and transponder checked and and signed off by an FAA approved avionics technician per FAR 91.217(b) and Part 43-Appendix F. This must be repeated every 2 years and be entered in the aircraft log book. If you are outside the Class B 30 mile veil, not IFR, don't want Flight Following, and stay out of Class C airspace, you don't have to operate your transponder......Dick Jones-90062 ----- Original Message ----- From: <KERRJOHNA(at)COMCAST.NET> To: "rv9- list" & gt; Subject: RV9-List: pressure test -- RV9-List message posted by: kerrjohna(at)comcast.net I hadn't heard about a requirement for a pressure test, and no comment was made by the $900 DAR. It would be interesting, Dynon tells me that the pitot tube they supply is vented to allow for moisture disipation. They are sending me a new pitot tube to see if the one I have is bad. Will keep you all posted. John I hadn't heard about a requirement for a pressure test, and no comment was made by the $900 DAR. It would be interesting, Dynon tells me that the pitot tube they supply is vented to allow for moisture disipation. They are sending me a new pitot tube to see if the one I have is bad. Will keep you all posted. John =========================== ________________________________________________________________________________
From: kerrjohna(at)comcast.net
Subject: Re: Lanidng an RV 9
Date: Dec 15, 2005
Mike, that was very helpful even for understanding the 9. I got a little balloon yesterday but just held the attitude and let it float down on a cushion of ground affect air. It will be a lot easier when the pitot problem get sorted out. The flight yesterday was to check again after determining that there were no leaks in the lines. I pressured each connection in order from the instruments(2) out making sure that the indicated air speed held constant until pressure was released. The vented pitot from Dynon appears to the problem and a new one is on the way. It is interesting to be on short short final feeling the plane with your "glutes" because the ASI has gone to "0". On short final and touch down the RV9 really does handle like my Kitfox. The critical #'s are 10+/- mph higher but that is hardly noticable. When you touch down at 50 mph, aerodynamic braking is not much of an issue. Any kind of wind and you'll need to power up to get off the numbers. On short final with the idle stop set at 600 rpm I am still seeing 800 on the tach because of airspeed. To taxi it takes 800 plus to keep it moving. On start, I have to advance the throttle about a 1/2 inch. I appreciate your sharing your experience. John Kerr 1 1/2 hrs. -------------- Original message -------------- From: "Mike Holland" <hollandm(at)pacbell.net> > > My 9A, 1064# empty with a 215# pilot ~36 gallon fuel, c.g. is 79.2". As fuel is > burned the c.g. moves forward on these planes but still remains well within > limits. At 5,000' I see full stall dirty at 44mph, clean about 48mph, power > off. > > I'm flying behind an Aerosport O320 E2D with a fixed 80" pitch VANs Sensenich > prop. > > My idle speed, per lycoming, is about 800rpm, less than that you risk an engine > stall, but 500rpm may be ok. Stall sensitivity would depend on prop and > possibly density altitude. > > Approach and flare speeds - As all have noted the 9 wing and fowler flap > combination wants to (will) float. Anything above 60 on flare you will balloon > if you really lift the nose aggressively. My theory is that in the traditional > nose high trigear landing attitude, at full flaps, you really have a lot of down > force on the runway that adds to the float. For what it's worth I'm seeing > about 45 mph before it really feels "stuck" onto the runway surface. Anything > much above that on roll out the mains will lift off with an aggressive elevator > pull. > > But some further notes on my technique may help, I"m not a big user of brakes on > landing and prefer to use aerodynamic braking if the runway allows. That means > I use full elevator on rollout. To do that you really have to let the speed > bleed off and gradually add elevator. It took me awhile to gain enough comfort > with the very gentle flight characteristics of my 9a before I felt OK with these > relatively slow approach and flare speeds. But unless its really windy or > gusty, you are heavy or at high density altitude I'd say 55 across the numbers > would be about right. 65 would be plenty without flaps. But every airplane > will be different depending on c.g. and gross weight configuration, so > experiment, work your way down gradually and post your results. > > Mike Holland > RV9A > 57 hours and still grinning > > Dana Point, CA > > > > > > Mike, that was very helpful even for understanding the 9. I got a little balloon yesterday but just held the attitude and let it float down on a cushion of ground affect air. It will be a lot easier when the pitot problem get sorted out. The flight yesterday was to check again after determining that there were no leaks in the lines. I pressured each connection in order from the instruments(2) out making sure that the indicated air speed held constant until pressure was released. The vented pitot from Dynon appears to the problem and a new one is on the way. It is interesting to be on short short final feeling the plane with your "glutes" because the ASI has gone to "0". On short final and touch down the RV9 really does handle like my Kitfox. The critical #'s are 10+/- mph higher but that is hardly noticable. When you touch down at 50 mph, aerodynamic braking is not much of an issue. Any kind of wind and you'll need to power up to get off the numbers. On short final with the idle stop set at 600 rpm I am still seeing 800 on the tach because of airspeed. To taxi it takes 800 plus to keep it moving. On start, I have to advance the throttle about a 1/2 inch. I appreciate your sharing your experience. John Kerr 1 1/2 hrs. -------------- Original message -------------- From: "Mike Holland" hollandm(at)pacbell.net -- RV9-List message posted by: "Mike Holland" My 9A, 1064# empty with a 215# pilot ~36 gallon fuel, c.g. is 79.2". As fuel is burned the c.g. moves forward on these planes but still remains well within limits. At 5,000' I see full stall dirty at 44mph, clean about 48mph, power off. I'm flying behind an Aerosport O320 E2D with a fixed 80" pitch VANs Sensenich prop. My idle speed, per lycoming, is about 800rpm, less than that you risk an engine stall, but 500rpm may be ok. Stall sensitivity would depend on prop and possibly density altitude. Approach and flare speeds - As all have noted the 9 wing and fowler flap combinat ion wants to (will) float. Anything above 60 on flare you will balloon if you really lift the nose aggressively. My theory is that in the traditional nose high trigear landing attitude, at full flaps, you really have a lot of down force on the runway that adds to the float. For what it's worth I'm seeing about 45 mph before it really feels "stuck" onto the runway surface. Anything much above that on roll out the mains will lift off with an aggressive elevator pull. But some further notes on my technique may help, I"m not a big user of brakes on landing and prefer to use aerodynamic braking if the runway allows. That means I use full elevator on rollout. To do that you really have to let the speed bleed off and gradually add elevator. It took me awhile to gain enough comfort with the very gentle flight characteristics of my 9a before I felt OK with these relati vely slow approach and flare speeds. But unless its really windy or gusty, you are heavy or at high density altitude I'd say 55 across the numbers would be about right. 65 would be plenty without flaps. But every airplane will be different depending on c.g. and gross weight configuration, so experiment, work your way down gradually and post your results. Mike Holland RV9A 57 hours and still grinning Dana Point, CA oks.com, ________________________________________________________________________________
From: "Richard Jones" <esnj(at)granbury.com>
Subject: Re: pressure test
Date: Dec 15, 2005
For the required static system check, the tech did nothing to the hi pressure side of the pitot...Dick Jones ----- Original Message ----- From: <kerrjohna(at)comcast.net> Subject: Re: RV9-List: pressure test > > That makes sense. The DAR had me place a Do Not Use on the transponder > until I can make the appropriate calls and get to a avionics service > center for that check. > > I still wonder how they will do the pressure check with a vented pitot > tube..... > > John Kerr > > -------------- Original message -------------- > From: "Richard Jones" <esnj(at)granbury.com> > >> >> John: Before you opperate your transponder in flight, you are required to >> have your static system, altitude encoder, and transponder checked and >> and signed off by an FAA approved avionics technician per FAR 91.217(b) >> and >> Part 43-Appendix F. This must be repeated every 2 years and be entered in >> the aircraft log book. If you are outside the Class B 30 mile veil, not >> IFR, don't want Flight Following, and stay out of Class C airspace, you >> don't have to operate your transponder......Dick Jones-90062 >> >> >> ----- Original Message ----- >> From: >> To: "rv9- list" >> Subject: RV9-List: pressure test >> >> >> > >> > I hadn't heard about a requirement for a pressure test, and no comment >> > was >> > made by the $900 DAR. >> > >> > It would be interesting, Dynon tells me that the pitot tube they supply >> > is >> > vented to allow for moisture disipation. They are sending me a new >> > pitot >> > tube to see if the one I have is bad. >> > >> > Will keep you all posted. >> > >> > John >> > >> > I hadn't heard about a requirement for a pressure test, and no comment >> > was >> > made by the $900 DAR. >> > >> > It would be interesting, Dynon tells me that the pitot tube they supply >> > is >> > vented to allow for moisture disipation. They are sending me a new >> > pitot >> > tube to see if the one I have is bad. >> > >> > Will keep you all posted. >> > >> > John >> > >> > >> > >> >> >> >> >> >> > > That makes sense. The DAR had me place a Do Not Use on the transponder > until I can make the appropriate calls and get to a avionics service > center for that check. > > I still wonder how they will do the pressure check with a vented pitot > tube..... > > John Kerr > > -------------- Original message -------------- > From: "Richard Jones" esnj(at)granbury.com > > -- RV9-List message posted by: "Richard Jones" > > John: Before you opperate your transponder in flight, you are required to > have your static system, altitude encoder, and transponder checked and > and signed off by an FAA approved avionics technician per FAR 91.217(b) > and > Part 43-Appendix F. This must be repeated every 2 years and be entered in > the aircraft log book. If you are outside the Class B 30 mile veil, not > IFR, don't want Flight Following, and stay out of Class C airspace, you > don't have to operate your transponder......Dick Jones-90062 > > > ----- Original Message ----- > From: <KERRJOHNA(at)COMCAST.NET> > To: "rv9- list" > & > gt; Subject: RV9-List: pressure test > > > -- RV9-List message posted by: kerrjohna(at)comcast.net > > I hadn't heard about a requirement for a pressure test, and no comment > was > made by the $900 DAR. > > It would be interesting, Dynon tells me that the pitot tube they supply > is > vented to allow for moisture disipation. They are sending me a new pitot > tube to see if the one I have is bad. > > Will keep you all posted. > > John > > I hadn't heard about a requirement for a pressure test, and no comment > was > made by the $900 DAR. > > It would be interesting, Dynon tells me that the pitot tube they supply > is > vented to allow for moisture disipation. They are sending me a new pitot > tube to see if the one I have is bad. > > > Will keep you all posted. > > John > > > =========================== > > > ________________________________________________________________________________
From: kerrjohna(at)comcast.net
Subject: Re: pressure test
Date: Dec 15, 2005
Now that is a Duh moment. Sure, all he cares about is the static side. John -------------- Original message -------------- From: "Richard Jones" <esnj(at)granbury.com> > > For the required static system check, the tech did nothing to the hi > pressure side of the pitot...Dick Jones > > > ----- Original Message ----- > From: > To: > Subject: Re: RV9-List: pressure test > > > > > > That makes sense. The DAR had me place a Do Not Use on the transponder > > until I can make the appropriate calls and get to a avionics service > > center for that check. > > > > I still wonder how they will do the pressure check with a vented pitot > > tube..... > > > > John Kerr > > > > -------------- Original message -------------- > > From: "Richard Jones" > > > >> > >> John: Before you opperate your transponder in flight, you are required to > >> have your static system, altitude encoder, and transponder checked and > >> and signed off by an FAA approved avionics technician per FAR 91.217(b) > >> and > >> Part 43-Appendix F. This must be repeated every 2 years and be entered in > >> the aircraft log book. If you are outside the Class B 30 mile veil, not > >> IFR, don't want Flight Following, and stay out of Class C airspace, you > >> don't have to operate your transponder......Dick Jones-90062 > >> > >> > >> ----- Original Message ----- > >> From: > >> To: "rv9- list" > >> Subject: RV9-List: pressure test > >> > >> > >> > > >> > I hadn't heard about a requirement for a pressure test, and no comment > >> > was > >> > made by the $900 DAR. > >> > > >> > It would be interesting, Dynon tells me that the pitot tube they supply > >> > is > >> > vented to allow for moisture disipation. They are sending me a new > >> > pitot > >> > tube to see if the one I have is bad. > >> > > >> > Will keep you all posted. > >> > > >> > John > >> > > >> > I hadn't heard about a requirement for a pressure test, and no comment > >> > was > >> > made by the $900 DAR. > >> > > >> > It would be interesting, Dynon tells me that the pitot tube they supply > >> > is > >> > vented to allow for moisture disipation. They are sending me a new > >> > pitot > >> > tube to see if the one I have is bad. > >> > > >> > Will keep you all posted. > >> > > >> > John > >> > > >> > > >> > > >> > >> > >> > >> > >> > >> > > > > That makes sense. The DAR had me place a Do Not Use on the transponder > > until I can make the appropriate calls and get to a avionics service > > center for that check. > > > > I still wonder how they will do the pressure check with a vented pitot > > tube..... > > > > John Kerr > > > > -------------- Original message -------------- > > From: "Richard Jones" esnj(at)granbury.com > > > > -- RV9-List message posted by: "Richard Jones" > > > > John: Before you opperate your transponder in flight, you are required to > > have your static system, altitude encoder, and transponder checked and > > and signed off by an FAA approved avionics technician per FAR 91.217(b) > > and > > Part 43-Appendix F. This must be repeated every 2 years and be entered in > > the aircraft log book. If you are outside the Class B 30 mile veil, not > > IFR, don't want Flight Following, and stay out of Class C airspace, you > > don't have to operate your transponder......Dick Jones-90062 > > > > > > ----- Original Message ----- > > From: > > To: "rv9- list" > > & > > gt; Subject: RV9-List: pressure test > > > > > > -- RV9-List message posted by: kerrjohna(at)comcast.net > > > > I hadn't heard about a requirement for a pressure test, and no comment > > was > > made by the $900 DAR. > > > > It would be interesting, Dynon tells me that the pitot tube they supply > > is > > vented to allow for moisture disipation. They are sending me a new pitot > > tube to see if the one I have is bad. > > > > Will keep you all posted. > > > > John > > > > I hadn't heard about a requirement for a pressure test, and no comment > > was > > made by the $900 DAR. > > > > It would be interesting, Dynon tells me that the pitot tube they supply > > is > > vented to allow for moisture disipation. They are sending me a new pitot > > tube to see if the one I have is bad. > > > > > > Will keep you all posted. > > > > John > > > > > > =========================== > > > > > > > > > > > > Now that is a Duh moment. Sure, all he cares about is the static side. John -------------- Original message -------------- From: "Richard Jones" esnj(at)granbury.com -- RV9-List message posted by: "Richard Jones" For the required static system check, the tech did nothing to the hi pressure side of the pitot...Dick Jones ----- Original Message ----- From: <KERRJOHNA(at)COMCAST.NET> To: Subject: Re: RV9-List: pressure test -- RV9-List message posted by: kerrjohna(at)comcast.net That makes sense. The DAR had me place a Do Not Use on the transponder until I can make the appropriate calls and get to a avionics service center for that check. I still wonder how they will do the pressure check with a vented pitot tube..... John Kerr -------------- Original message -------------- From: "Richard Jones" <ESNJ(at)GRANBURY.COM> -- RV9-List message posted by: "Richard Jones" John: Before you opperate your transponder in flight, you are required to have your static system, altitude encoder, and transponder checked and and signed off by an FAA approved avionics technician per FAR 91.217(b) and Part 43-Appendix F. This must be repeated every 2 years and be entered in the aircraft log book. If you are outside the Class B 30 mile veil, not IFR, don't want Flight Following, and stay out of Class C airspace, you don't have to operate your transponder......Dick Jones-90062 > ; ----- Original Message ----- From: To: "rv9- list" Subject: RV9-List: pressure test -- RV9-List message posted by: kerrjohna(at)comcast.net I hadn't heard about a requirement for a pressure test, and no comment was made by the $900 DAR. It would be interesting, Dynon tells me that the pitot tube they supply is vented to allow for moisture disipation. They are sending me a new pitot tube to see if the one I have is bad. Will keep you all posted. John I hadn't heard about a requirement for a pressure t est, and no comment was made by the $900 DAR. It would be interesting, Dynon tells me that the pitot tube they supply is vented to allow for moisture disipation. They are sending me a new pitot tube to see if the one I have is bad. Will keep you all posted. John That makes sense. The DAR had me place a Do Not Use on the transponder until I can make the appropriate calls and get to a avionics service center for that check. I still wonder how they wi ll do the pressure check with a vented pitot tube..... John Kerr -------------- Original message -------------- From: "Richard Jones" esnj(at)granbury.com -- RV9-List message posted by: "Richard Jones" John: Before you opperate your transponder in flight, you are required to have your static system, altitude encoder, and transponder checked and and signed off by an FAA approved avionics technician per FAR 91.217(b) and Part 43-Appendix F. This must be repeated every 2 years and be entered in the aircraft log book. If you are outside the Class B 30 mile veil, not IFR, don't want Flight Following, and stay out of Class C airspace, you don't have to operate your transponder......Dick Jones-90062 & gt; ----- Original Message ----- From: <KERRJOHNA(at)COMCAST.NET> To: "rv9- list" gt; Subject: RV9-List: pressure test -- RV9-List message posted by: kerrjohna(at)comcast.net I hadn't heard about a requirement for a pressure test, and no comment was made by the $900 DAR. It would be interesting, Dynon tells me that the pitot tube they supply is vented to allow for moisture disipation. They are sending me a new pitot tube to see if the one I have is bad. Will keep you all posted. John I hadn't heard about a requirement for a pressure test, and no comment was made by the $900 DAR. It would be interesting, Dynon tells me that the pitot tube they supply is vented to allow for moisture disipation. They are sending me a new pitot tube to see if the one I have is bad. Will keep you all posted. John on Web Site - ________________________________________________________________________________
From: "fcs(at)jlc.net" <fcs(at)jlc.net>
Date: Dec 15, 2005
Subject: Re: pressure test
A full "pitot-static" test will include both. And you definitely want to do both! Stick a little piece of foil tape over your (defective) pitot tubes 'vent' hole and be done with it until the new one arrives. Avionics techs are used to having to be creative when doing these tests. They will come armed with everything from rubber hose to chewing gum. May as well have them do a VOR calibration too. ________________________________________________________________________________
From: "Jim Pellien" <jim(at)pellien.com>
Subject: T'was The Night Before Christmas - Sports Planes Style
Date: Dec 22, 2005
'Twas the night before Christmas, when all through the forum not an EMAIL was posted, not even a note. The stockings were hung by the laptop with care, in hopes that Tom P. soon would be there. The pilots were nestled all snug in their beds, while visions of SLSA's danced in their heads. The aircraft in their hangars, and I in my cap, had just settled our brains for a long winter's nap. When out on the tarmac there arose such a clatter, I sprang from my desk to see what was the matter. Away to the window I flew like a flash, tore open the shutter, and threw up the sash. The moon on the breast of the new-fallen snow gave the lustre of midday to the tie-downs below, when, what to my wondering eyes should appear, but a Light Sport Aircraft and eight big EAA 'rs. With a little old pilot, so lively and quick, I knew in a moment it must be Tom P. More rapid than eagles, his coursers they came, and he whistled and shouted and called them by name: "Now Rutan! Now Melville! Now, Fossett and Boyer! On, Lawrence! On, Heintz! On, Van G and Sawyer! To the end of the runway! To the tie-down area Now Shut Down ! Shut Down! Shut Down All Engines" As dry leaves that before the wild hurricane fly, when they meet with an obstacle, mount to the sky so up to the top of the FBO they flew, with the sleigh full of flight toys, and Tom P. too. And then, in a twinkling, I heard on the roof the prancing and pawing of each little hoof. As I drew in my head and was turning around, down the chimney Tom P. came with a bound. He was dressed all in fur, from his head to his foot, and his clothes were all tarnished with ashes and soot. A bundle of new FAA rules he had flung on his back, and he looked like a peddler just opening his pack. He spoke not a word, but went straight to his work, and filled all the stockings, with SP and LSA Rulings. And laying his finger aside of his nose, and giving a nod, up the chimney he rose. He sprang to his SLSA, completed his preflight, And away he flew like the down of a thistle. But I heard him exclaim, 'ere he flew out of sight, "Happy Christmas to all, and to all a good night!" (An Adaptation of the Classic Poem, "T'was the Night Before Christmas") Merry Christmas and Happy New Year to All Jim Pellien Mid-Atlantic Sports Planes The Mid-Atlantic Region of SportsPlanes.com www.MASPL.com 703-313-4818 ________________________________________________________________________________
From: "Kermit Reedy" <KBRJOY(at)worldnet.att.net>
Subject: RE: RV9-List Digest: 1 Msgs - 11/19/05
Date: Dec 31, 2005
Are there any projects for sale? If so contact me at kbrjoy(at)worldnet.att.net kermit reedy -----Original Message----- From: owner-rv9-list-server(at)matronics.com [mailto:owner-rv9-list-server(at)matronics.com] On Behalf Of RV9-List Digest Server Subject: RV9-List Digest: 1 Msgs - 11/19/05 * ================================================== Online Versions of Today's List Digest Archive ================================================== Today's complete RV9-List Digest can also be found in either of the two Web Links listed below. The .html file includes the Digest formatted in HTML for viewing with a web browser and features Hyperlinked Indexes and Message Navigation. The .txt file includes the plain ASCII version of the RV9-List Digest and can be viewed with a generic text editor such as Notepad or with a web browser. HTML Version: http://www.matronics.com/digest/rv9-list/Digest.RV9-List.2005-11-19.html Text Version: http://www.matronics.com/digest/rv9-list/Digest.RV9-List.2005-11-19.txt ================================================ EMail Version of Today's List Digest Archive ================================================ RV9-List Digest Archive --- Total Messages Posted Sat 11/19/05: 1 Today's Message Index: ---------------------- 1. 12:45 PM - A very bad day at the airport (Merems) ________________________________ Message 1 _____________________________________ From: "Merems" <merems(at)cox.net> Subject: RV9-List: A very bad day at the airport INNOCENT GLOBAL 0.0000 1.0000 -4.4912 Fellow builders, I want to share with you a very bad day at the airport. I was attending a pancake breakfast with our local EAA chapter at La Cholla Airpark just north of Tucson AZ. A dozen or so aircraft arrived and another two dozen or so visitors arrived for a wonderful morning of food and airplanes. One of the aircraft that arrived was a turbine Legend (composite, high performance aircraft). It announced it's arrival with a high speed flyby and landed. However when it went to takeoff, something went wrong, very wrong. It appeared to lift off the runway way too early (about 1/3 what you would have expected) pitch up and roll sharply to the port side. At about 75-100' it was still nose high and rolling sharply to its port side. Then the nose pitched down. The aircraft was now heading towards the ground but my view became obscured by a house and tree line (yes we do have trees in Arizona). A second later was impact followed by smoke. Both soles on board died. No houses or people on the ground were hurt. Since it was a EAA breakfast fly-in there were pilots all around speculating on what had happened. What went wrong. Some are speculating it was a high performance takeoff the pilot lost control due to the torque effect and the 700+ horse power engine. I don't know if we will ever know. 15 years earlier an RV-4 pilot decided to do a roll on takeoff at this same airport and killed himself and his passenger. I hope I never have a day like this again. Paul ________________________________________________________________________________
Date: Jan 03, 2006
From: Matthew Brandes <matthew(at)n523rv.com>
Subject: RV-9A Insurance
Gang.... I'm getting close to finishing so I fired off an application to NationAir for a quote request. I have 106 hours TT, 5 hours of tailwheel, 5 hours/endorsement for complex. I also have an RV-9A endorsement from Sam Benjamin. I'm getting transition training right now in an RV-6A. I listed my wife on the quote who only has 70 hours and no RV time. I intend(ed) to do the Phase 1 testing myself. AIG declined to give me a quote! They didn't want me flying the test hours due to my low TT. If I had someone fly off my time, the 'indication' was $2800! To be honest, I was floored. I had not anticipated getting insurance to be a problem at all.. and now I'm faced with a pretty large premium IF I have a test pilot fly my time. (Indication was the first 5-10 hours.) I'm curious what my fellow RV-9 flyers have experienced. What sort of premiums are you paying based on Total Time? Did you fly off your hours? (Reply off list if you desire.) Frustrated... Matthew RV-9A #90569 www.n523rv.com ________________________________________________________________________________
Date: Jan 03, 2006
From: <dthomas773(at)sbcglobal.net>
Subject: Re: RV-9A Insurance
Hi Mathew, Wow! $2800 seems like a lot! I had about 480 total time, about 200 T/W and a RV9 checkout with Mike Saeger. This was 2 years ago but I paid $1600 and that was with $75k hull coverage. Last year it went up to over $1800. I did my own test flight and flew off the hours. This is with Nation Air. Dennis Thomas RV9 N164DV 240 hours --- Matthew Brandes wrote: > > > Gang.... > > I'm getting close to finishing so I fired off an > application to NationAir for a > quote request. I have 106 hours TT, 5 hours of > tailwheel, 5 hours/endorsement > for complex. I also have an RV-9A endorsement from > Sam Benjamin. I'm getting > transition training right now in an RV-6A. I listed > my wife on the quote who > only has 70 hours and no RV time. I intend(ed) to > do the Phase 1 testing > myself. > > AIG declined to give me a quote! They didn't want > me flying the test hours due > to my low TT. If I had someone fly off my time, the > 'indication' was $2800! > > To be honest, I was floored. I had not anticipated > getting insurance to be a > problem at all.. and now I'm faced with a pretty > large premium IF I have a test > pilot fly my time. (Indication was the first 5-10 > hours.) > > I'm curious what my fellow RV-9 flyers have > experienced. What sort of premiums > are you paying based on Total Time? Did you fly off > your hours? > > (Reply off list if you desire.) > > Frustrated... > > Matthew > RV-9A #90569 > www.n523rv.com > > > > > > > > browse > Subscriptions page, > FAQ, > > Admin. > > > > > > > > > > ________________________________________________________________________________
Date: Jan 03, 2006
From: "Roger Ping" <rpping(at)qwest.net>
Subject: RV-9A Insurance
Call EAA and go through them. I'm sure you'll get coverage at a decent rate. It's well worth the cost of joining if you haven't already. Roger Ping RV-9 90869 58 hours -----Original Message----- From: owner-rv9-list-server(at)matronics.com [mailto:owner-rv9-list-server(at)matronics.com] On Behalf Of Matthew Brandes Subject: RV9-List: RV-9A Insurance Gang.... I'm getting close to finishing so I fired off an application to NationAir for a quote request. I have 106 hours TT, 5 hours of tailwheel, 5 hours/endorsement for complex. I also have an RV-9A endorsement from Sam Benjamin. I'm getting transition training right now in an RV-6A. I listed my wife on the quote who only has 70 hours and no RV time. I intend(ed) to do the Phase 1 testing myself. AIG declined to give me a quote! They didn't want me flying the test hours due to my low TT. If I had someone fly off my time, the 'indication' was $2800! To be honest, I was floored. I had not anticipated getting insurance to be a problem at all.. and now I'm faced with a pretty large premium IF I have a test pilot fly my time. (Indication was the first 5-10 hours.) I'm curious what my fellow RV-9 flyers have experienced. What sort of premiums are you paying based on Total Time? Did you fly off your hours? (Reply off list if you desire.) Frustrated... Matthew RV-9A #90569 www.n523rv.com ________________________________________________________________________________
From: "Sportypilot" <sportypilot(at)stx.rr.com>
Subject: camloc or milspec camloc's
Date: Jan 06, 2006
quick question, I am getting ready to fit the cowling on my rv9a, and I have (alot) of camloc's from another source (not the typical rv cowling kit, the pins are longer on the ones I have, and I think I can just order the pens with the phillips head (mine already phillips) but when checking them out, the screw head sticks out about 1/4 inch so they won't work , I have enough to do the whole cowling but will need to change them so I can make them as flush as possible, they are stainless steel, and look great but too long, trying to figure out a way to use them , if I can find a soultion, redrilling each pin and moving the pin is an option but maybe more work than 450.00$ worth of a camloc from skybolt.. ss pins are about 100.00 for 50 of them anyway I don't know the proper length of the camloc pin to order, anyone using camloc's could measure from the little pin to the head of the phillips ? please Danny.. ________________________________________________________________________________
From: "Steve Waite" <StvWaite(at)sonic.net>
Subject: Cafe Foundation RV-9A Report
Date: Jan 06, 2006
Hello RV-9 fans, The Caf Foundation has recently published its flying report on Van's -9A. See: www.cafefoundation.org and click on reports to find the series of reports. While there you might also check out the information on the PAV challenge. Steve Waite ________________________________________________________________________________
From: "Chenoweth" <chenoweth(at)gwi.net>
Subject: Re: Cafe Foundation RV-9A Report
Date: Jan 07, 2006
Must be doing something wrong. I've tried several times to get this report and all I get is an empty frame with "done" in the bottom. Can get the other reports without difficulty. I'll be grateful for any help you can provide. ----- Original Message ----- From: "Steve Waite" <StvWaite(at)sonic.net> Subject: RV9-List: Cafe Foundation RV-9A Report > > Hello RV-9 fans, > > The Caf Foundation has recently published its flying report on Van's -9A. > See: > > www.cafefoundation.org > > and click on reports to find the series of reports. While there you might > also check out the information on the PAV challenge. > > Steve Waite > > ________________________________________________________________________________
Date: Jan 07, 2006
From: Charlie England <ceengland(at)BELLSOUTH.NET>
Subject: Re: Cafe Foundation RV-9A Report
Chenoweth wrote: > >Must be doing something wrong. I've tried several times to get this report >and all I get is an empty frame with "done" in the bottom. Can get the >other reports without difficulty. I'll be grateful for any help you can >provide. >----- Original Message ----- >From: "Steve Waite" <StvWaite(at)sonic.net> >To: >Subject: RV9-List: Cafe Foundation RV-9A Report > > It's a .pdf file & it's huge, for the info it contains. If you're on dialup, it can take many minutes to load. Your browser will likely indicate 'done' even though the file is still loading. Try pointing at the dialer icon in your task bar repeatedly & see if the 'received' count is still changing. Charlie (stuck with dialup) > > > >> >>Hello RV-9 fans, >> >>The Caf Foundation has recently published its flying report on Van's -9A. >>See: >> >>www.cafefoundation.org >> >>and click on reports to find the series of reports. While there you might >>also check out the information on the PAV challenge. >> >>Steve Waite >> ________________________________________________________________________________
Date: Jan 07, 2006
From: Leland <federigo(at)pacbell.net>
Subject: Re:Re:RV-9A Insurance
John, to a first approximation, changing the length of one of the flap push rods should not have made any difference to a heavy wing since the flaps fly in trail. However this will change the neutral position of the control stick. A difference in position of the control stick will change wing balance since the aileron trim will now be pulling one way or the other. My heavy wing required a short wedge under the "light" aileron. There was not enough adjustment in the aileron trim to compensate for a passenger and a fuel loading imbalance. Leland 67 hours >> >> >> > >I experienced a slightly heavy wing on the >first flight which I was able to trim out until landing for final adjustments. >1 turn in on the opposite flap push rod (1/20") has it flying straight. > >John Kerr >N927BJ > > > > ________________________________________________________________________________
Subject: Re: Cafe Foundation RV-9A Report
From: Fred & Ester New <fred.new(at)online.ee>
Date: Jan 08, 2006
> > Must be doing something wrong. I've tried several times to get this report > and all I get is an empty frame with "done" in the bottom. Can get the > other reports without difficulty. I'll be grateful for any help you can > provide. I had the same problem (Firefox 1.0.7, Fedora Core 4 Linux). I ended up right-clicking on the RV-9A link and selecting "Save Link As..." to store it on my computer before trying to open it with Adobe Reader. If you are using Internet Explorer, you can do the same thing using "Save Target As...". I just rebooted into Windows to try this and only got part of the file on the first download attempt. My second attempt gave a 1.43MB file and I was able to successfully view it in Adobe Reader. Fred > > > > Hello RV-9 fans, > > > > The Caf Foundation has recently published its flying report on Van's -9A. > > See: > > > > www.cafefoundation.org > > > > and click on reports to find the series of reports. While there you might > > also check out the information on the PAV challenge. > > > > Steve Waite > > ________________________________________________________________________________
From: "fcs(at)jlc.net" <fcs(at)jlc.net>
Date: Jan 08, 2006
Subject: Re:Re:RV-9A Insurance
> changing the length of one of the flap push rods should not have made any difference to a heavy wing... Not true. This is the most common, and VANS recommended method of adjusting for the initial wing-low condition many RVs experience. Considering the surface area of a flap, one or two turns makes a significant difference, yet you hardly notice it visually. You can always adjust the neutral stick position if necessary without necessarily changing the aileron positions. ________________________________________________________________________________
Subject: Re:Re:RV-9A Insurance
From: Gerry Filby <gerf(at)gerf.com>
Date: Jan 08, 2006
Hmmm, I just re-read the Vans pdf file I have that contains instructions for dealing with a heavy wing and it doesn't mention anything about the flaps ... did you mean aileron ? I think the doc I have refers to the 6 - do you have a different doc that's specifically for the 9 ? g > > > > > changing the length of one of the flap push rods should not have made any > difference to a heavy wing... > > Not true. This is the most common, and VANS recommended method of > adjusting for the initial wing-low condition many RVs experience. > Considering the surface area of a flap, one or two turns makes a > significant difference, yet you hardly notice it visually. > You can always adjust the neutral stick position if necessary without > necessarily changing the aileron positions. > > > > > > > > > > > > > > > > > > -- __g__ ========================================================== Gerry Filby gerf(at)gerf.com Tel: 415 203 9177 ________________________________________________________________________________
From: "Steve Waite" <StvWaite(at)sonic.net>
Subject: Re: Cafe Foundation RV-9A Report
Date: Jan 08, 2006
All, I was able to zip the file from >1.4Mb down to <1.1Mb. I'm using dsl and the original takes 5-10 seconds to download, I do apologize to those hwo are using dialup for not mentioning the filesize. The report was originally to be published in a magazine so it contains some nice color photography that might not be needed for a builder with a set of plans:-) I enjoyed the flying qualities description by C.J. Stephens and thought the data on stick forces was good to know especially the part about light stick forces on take-off. I've heard Brien talk about their evaluation at the local EAA 124 chapter meetings and I know he really likes the particular balance of this planes design. Steve Waite ________________________________________________________________________________
From: "Smitty" <smitty(at)smittysrv.com>
Subject: Re: Cafe Foundation RV-9A Report
Date: Jan 08, 2006
Steve, Is there a place you could put the zip file so we can get it? I can't get the pdf file either. Thanks! Smitty's RV-9A http://SmittysRV.com ----- Original Message ----- From: "Steve Waite" <StvWaite(at)sonic.net> Subject: RV9-List: Re: Cafe Foundation RV-9A Report > > All, > > I was able to zip the file from >1.4Mb down to <1.1Mb. I'm using dsl and > the original takes 5-10 seconds to download, I do apologize to those hwo > are > using dialup for not mentioning the filesize. The report was originally > to > be published in a magazine so it contains some nice color photography that > might not be needed for a builder with a set of plans:-) > > I enjoyed the flying qualities description by C.J. Stephens and thought > the > data on stick forces was good to know especially the part about light > stick > forces on take-off. I've heard Brien talk about their evaluation at the > local EAA 124 chapter meetings and I know he really likes the particular > balance of this planes design. > > Steve Waite > > > ________________________________________________________________________________
From: "Steve Waite" <StvWaite(at)sonic.net>
Subject: Cafe Foundation Report
Date: Jan 09, 2006
Smitty, I can try e-mailing it. Either zipped or not. You might also try the suggestions by Fred of right clicking and Saving Link (or Target) as a pdf file. That has worked for me before on large pdf files that I otherwise had trouble viewing in a web browser. Steve Waite Electronic Design Consultant StvWaite(at)sonic.net (707) 481-7500 ________________________________________________________________________________
Date: Jan 09, 2006
From: Leland <federigo(at)pacbell.net>
Subject: Re: Heavy Wing/Aileron adjustment
I just spoke to Tom at Van's and he claims that changing one of the aileron rod lengths should have no impact on a heavy wing. He is also negative on compensating for a heavy wing by lowering one of the flaps. His only suggestion for the nine, is to figure out what is out of rig and fixing it, or putting a wedge under the aileron of the opposite wing. His plane is out of rig so he has an aileron wedge, and he decreases fuel for takeoff in one wing when flying a passenger. Leland > >Subject: RE: RV9-List: Re:Re:RV-9A Insurance >From: Gerry Filby <gerf(at)gerf.com> > > >Hmmm, I just re-read the Vans pdf file I have that contains >instructions for dealing with a heavy wing and it doesn't >mention anything about the flaps ... did you mean aileron ? > >I think the doc I have refers to the 6 - do you have a >different doc that's specifically for the 9 ? > >g > > > >> >> >> >> >>>changing the length of one of the flap push rods should not have made any >>> >>> >>difference to a heavy wing... >> >>Not true. This is the most common, and VANS recommended method of >>adjusting for the initial wing-low condition many RVs experience. >>Considering the surface area of a flap, one or two turns makes a >>significant difference, yet you hardly notice it visually. >>You can always adjust the neutral stick position if necessary without >>necessarily changing the aileron positions. >> >> >> >> >> ________________________________________________________________________________
From: "fcs(at)jlc.net" <fcs(at)jlc.net>
Date: Jan 09, 2006
Subject: Re:Re:RV-9A Insurance
> did you mean aileron ? No, I meant 'flap' (singular, as in one-side only). ________________________________________________________________________________
From: "fcs(at)jlc.net" <fcs(at)jlc.net>
Date: Jan 09, 2006
Subject: Re: Heavy Wing/Aileron adjustment
To say that trimming a flap would have no bearing on a wing-low condition is silly IMHO. The flap is aerodynamically similar to a huge aileron, aside from being further inboard. A tiny amount of differential adjustment makes a noticeble correction. It has worked fine for me and those who recommended it to me. I don't have any way to verify the original source, but I was told the advice came from Vans and that it is a common tweek. I can say with 100% confidence that it worked like a charm for me! It's likely that many cases of "heavy wing" (assuming the scales don't back it up) are really nothing more than a minor rigging issue with flaps or ailerons. When you watch your ailerons in flight, you come to realize what a huge effect a tiny movement has. ________________________________________________________________________________
From: kerrjohna(at)comcast.net
Subject: Re:Re:RV-9A Insurance
Date: Jan 09, 2006
Several comments about the fix for a heavy wing on a RV9 have been posted. Ailerons fly in trail, Flaps are fixed. As suggested, adjusting the length of the aileron actuators will provide neutral effect. The fix for a heavy wing on RV6 etc was to pinch the trailing edge of one of the ailerons, I don't remember whether to pinch the heavy or light aileron. Finding the "out of rig" element can be problematic given the muriad of places: Wing tips, flaps, wing incidence, to name few. It would be particularly difficult when looking for a measuremnt of 1/20" or less. For discussion sake, lets say that I found one flap to 1/20" out of true and corrected it. I find it less offensive to do that than to "scab" a triangle shim on to the bottom of the light aileron. It is difficult to know the tone the Tom was using when he gave his answer, but why did he not find the offending out of rig element and correct that? John Kerr 10 hours and loving it. 180mph today at 2350 rpm and 9 gph at 7500" and -5C. -------------- Original message -------------- From: Leland <federigo(at)pacbell.net> > > John, to a first approximation, changing the length of one of the flap > push rods should not have made any difference to a heavy wing since the > flaps fly in trail. However this will change the neutral position of the > control stick. A difference in position of the control stick will change > wing balance since the aileron trim will now be pulling one way or the > other. > > My heavy wing required a short wedge under the "light" aileron. There > was not enough adjustment in the aileron trim to compensate for a > passenger and a fuel loading imbalance. > Leland > 67 hours > > >> > >> > >> > > > >I experienced a slightly heavy wing on the > >first flight which I was able to trim out until landing for final adjustments. > >1 turn in on the opposite flap push rod (1/20") has it flying straight. > > > >John Kerr > >N927BJ > > > > > > > > > > > > > > > > > > > > > Several comments about the fix for a heavy wing on a RV9 have been posted. Ailerons fly in trail, Flaps are fixed. As suggested, adjusting the length of the aileron actuators will provide neutral effect. The fix for a heavy wing on RV6 etc was to pinch the trailing edge of one of the ailerons, I don't remember whether to pinch the heavy or light aileron. Finding the "out of rig" element can be problematic given the muriad of places: Wing tips, flaps, wing incidence, to name few. It would be particularly difficult when looking for a measuremnt of 1/20" or less. For discussion sake, lets say that I found one flap to 1/20" out of true and corrected it. I find it less offensive to do that than to "scab" a triangle shim on to the bottom of the light aileron. It is difficult to know the tone the Tom was using when he gave his answer, but why did he not find the offending out of rig element and correct that? John Kerr 10 hours and loving it. 180mph today at 2350 rpm and 9 gph at 7500" and -5C. -------------- Original message -------------- From: Leland federigo(at)pacbell.net -- RV9-List message posted by: Leland John, to a first approximation, changing the length of one of the flap push rods should not have made any difference to a heavy wing since the flaps fly in trail. However this will change the neutral position of the control stick. A difference in position of the control stick will change wing balance since the aileron trim will now be pulling one way or the other. My heavy wing required a short wedge under the "light" aileron. There was not enough adjustment in the aileron trim to compensate for a passenger and a fuel loading imbalance. Leland 67 hours &g t; I experienced a slightly heavy wing on the first flight which I was able to trim out until landing for final adjustments. 1 turn in on the opposite flap push rod (1/20") has it flying straight. John Kerr N927BJ for your generous support! ________________________________________________________________________________
From: "fcs(at)jlc.net" <fcs(at)jlc.net>
Date: Jan 09, 2006
Subject: Re:Re:RV-9A Insurance
..of course, RV-9's have 'unpinchable' trailing edges built up from wedge rather than rolled like the 6's. I agree, it doesn't take much! ________________________________________________________________________________
Date: Jan 09, 2006
From: Matt Dralle <dralle(at)matronics.com>
Subject: All New BBS Interface For Matronics List Forums!
Dear Listers, I'm very proud to announce a completely new BBS interface is now available for all of the Email Lists at Matronics! This is a full-featured system that allows for viewing, posting, attachments, polls - the works. But the best part is that it is *completely* integrated with all of the existing email tools currently available at Matronics! What this means at the most basic level is that, if you post a message to List from Email in the traditional way, it will show up on the BBS system *and* get distributed to everyone currently subscribed to the Email List. By the same token, if you are on the BBS and post a message to a given List-Forum, the message will not only show up on the BBS, but also be distributed to everyone on the Email List!! It is really a very nice implementation and I am very pleased with its operation. All of the tools you have come to know and love such as the List Search Engine and List Browse and Download will still be available and contain all of the latest posts. Think of the new BBS interface as just another method of accessing the all of the Lists. You can use the BBS to view all of the latest posts without having to do anything except use your browser to surf over to the site. You can view and look at all of the various List's posts. If you want to post a new message or reply to an existing message from the BBS, you will have to Register on the BBS. This is a *very* simple process and will only take a couple of minutes. There is a small icon in the upper righthand side of the main BBS page labeled "Register" to get you started. I strongly recommend that you use the exact *same* email address you are subscribed to the Email Lists with when registering on the BBS. Also, while not an absolute requirement, I would really appreciate it if people would use their full name when choosing their Username on the BBS (for example "Matt Dralle"). This just makes it easier for everyone to know who's posting. Also, I have enabled the ability to upload a small user picture with your profile called an "avatar". Please use a *real* picture of yourself *with* your cloths on! Thank you! Maximum size of the bitmap is 120x120. You can either be subscribed to the BBS, or any number of Email Lists, or both. Registering on the BBS will allow you to email directly to all of the various Lists. However, to receive direct List Email, you will need to be *subscribed* to the various Lists as you have in the past. No changes here in operation. I have added numerous links on the BBS pointing to the Email List subscription page. I've had the BBS connected to the Lists for about a week now, so its already loaded up with a fair number of messages. You can post photos and other documents directly to the BBS and links to them will appear in the List Email distributions. Also, when any messages posted to the BBS are viewed in the List Email distribution, there will be a URL link at the bottom of the message pointing back to the BBS. And here's what you've been waiting for -- the main URL for the new Matronics Email List BBS is: http://forums.matronics.com Please surf on over, Register, and have a great time! I think this will be the dawn of a whole new era for the Lists at Matronics! Best regards, Matt Dralle Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551 925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email http://www.matronics.com/ WWW | Featuring Products For Aircraft ________________________________________________________________________________
From: "Richard Hutson" <rhutson(at)midsouth.rr.com>
Subject: Re: All New BBS Interface For Matronics List Forums!
Date: Jan 09, 2006
So what is bbs interface and why is it so good? Inquiring minds want to know!!! ________________________________________________________________________________
From: "Matthew Brandes" <matthew(at)n523rv.com>
Subject: UPDATE: RV-9A Insurance
Date: Jan 10, 2006
As some may recall, I was having trouble getting insurance coverage on my almost-complete RV-9A due to my low total time. I sent in an application to NationAir as that seemed to be the broker most RV builders were using. It is my understanding that there are only 3 insurance companies that will underwrite experimental aircraft: AIG, Global and AIM (I think). Global requires at least 150 hours TT before they will even quote. AIM declined to quote and AIG didn't like my low TT and was apparently not being responsive to NationAir, even after I agreed to have a test pilot fly the first 5-10 hours. This was a bit frustrating since a fellow RV-9A builder had already been recently given a quote by AIG (via NationAir) and his TT was considerably less than mine. (To recap, I have 110 total hours, 3 hours in RV-9A with endorsement by Sam Benjamin, 5 hours tailwheel, 5 hours complex and am getting RV-6A training now.) My wife Sandi and I were resigned to flying without insurance coverage until Phase 1 testing was complete. At that point, I would have >150 hours TT and >40 hours in make/model and we would go back to the insurance companies for another quote. As a last ditch effort, Sandi asked that I contact our local insurance broker for a second opinion before we flew without coverage. I called Dana Boucher at AIC (913-782-7296) here in Kansas City on Friday the 6th late afternoon and explained the situation. He didn't see any reason why I shouldn't be able to get coverage. I got a return call from him yesterday (Monday the 9th) and he had gotten me coverage with AIG, no problems. The quote was even reasonable and nearly matched the quote my fellow RV-9A builder received. He also told me to join AOPA for $39 and I would save 5% on the insurance premium. I am always willing to support companies that are supportive of the RV community. Mahlon at Mattituck is a big supporter of the RV community in the Lycoming group along with Allen Barrett of BPE. I've given my business to both. JT Helms at NationAir has also been very supportive of the RV community answering many insurance related questions in the various groups. However, in this case, I was disappointed with NationAir's inability to get me coverage when a local agent was able to get it without any problems. JT was not directly handling my application, one of his assistants was. She was very nice and was responsive to my daily inquiries but was not familiar with the various RV models and for whatever reason was not able to obtain a quote. I may be an exception to the rule which seems to happen often to me but that was my experience. Need an insurance quote? Give Dana a call.... Matthew Brandes, RV-9A - N523RV #90569 www.n523rv.com ________________________________________________________________________________
Subject: Re: UPDATE: RV-9A Insurance
Date: Jan 11, 2006
From: "Snow, Daniel A." <Daniel.Snow(at)wancdf.com>
I attended an insurance forum at Osh this past year. Basically what I learned to be the difference between insurance brokers is the amount of effort they will put into getting you a quote. You want someone who is willing to become familiar with you and your airplane, and who is willing to put together a convincing package to present to the insurance companies. Such a person is probably more likely to be able to get you coverage, and to get it at a lower rate. I understand that every broker is going to approach the same three insurers, but not every broker is going to fight the same for your case. Apparently the insurers have some latitude in who they will insure and how much premium they will charge, based on the package that is presented to them. Moral of the story, find a broker that will spend the time and energy necessary to get you the best quote possible. Daniel Snow RV-9A wings finished, waiting on slow-build fuselage Jacksonville, AL From: "Matthew Brandes" <matthew(at)n523rv.com> Subject: RV9-List: UPDATE: RV-9A Insurance As some may recall, I was having trouble getting insurance coverage on my almost-complete RV-9A due to my low total time. I sent in an application to NationAir as that seemed to be the broker most RV builders were using. It is my understanding that there are only 3 insurance companies that will underwrite experimental aircraft: AIG, Global and AIM (I think). Global requires at least 150 hours TT before they will even quote. AIM declined to quote and AIG didn't like my low TT and was apparently not being responsive to NationAir, even after I agreed to have a test pilot fly the first 5-10 hours. This was a bit frustrating since a fellow RV-9A builder had already been recently given a quote by AIG (via NationAir) and his TT was considerably less than mine. (To recap, I have 110 total hours, 3 hours in RV-9A with endorsement by Sam Benjamin, 5 hours tailwheel, 5 hours complex and am getting RV-6A training now.) My wife Sandi and I were resigned to flying without insurance coverage until Phase 1 testing was complete. At that point, I would have >150 hours TT and >40 hours in make/model and we would go back to the insurance companies for another quote. As a last ditch effort, Sandi asked that I contact our local insurance broker for a second opinion before we flew without coverage. I called Dana Boucher at AIC (913-782-7296) here in Kansas City on Friday the 6th late afternoon and explained the situation. He didn't see any reason why I shouldn't be able to get coverage. I got a return call from him yesterday (Monday the 9th) and he had gotten me coverage with AIG, no problems. The quote was even reasonable and nearly matched the quote my fellow RV-9A builder received. He also told me to join AOPA for $39 and I would save 5% on the insurance premium. I am always willing to support companies that are supportive of the RV community. Mahlon at Mattituck is a big supporter of the RV community in the Lycoming group along with Allen Barrett of BPE. I've given my business to both. JT Helms at NationAir has also been very supportive of the RV community answering many insurance related questions in the various groups. However, in this case, I was disappointed with NationAir's inability to get me coverage when a local agent was able to get it without any problems. JT was not directly handling my application, one of his assistants was. She was very nice and was responsive to my daily inquiries but was not familiar with the various RV models and for whatever reason was not able to obtain a quote. I may be an exception to the rule which seems to happen often to me but that was my experience. Need an insurance quote? Give Dana a call.... Matthew Brandes, RV-9A - N523RV #90569 www.n523rv.com ________________________________________________________________________________
From: "Matthew Brandes" <matthew(at)n523rv.com>
Subject: Re: UPDATE: RV-9A Insurance
Date: Jan 11, 2006
Daniel, That is exactly what Dana told and did for me. He 'sold' me to the insurance company. He also felt that he had better relationships with the insurance companies that the larger firms did. I'm happy and I have insurance coverage... Matthew Brandes, RV-9A - N523RV #90569 www.n523rv.com ________________________________________________________________________________
From: "Bob Smith" <rvator(at)lindonnet.com>
Subject: Need help with HVLP gun
Date: Jan 11, 2006
I got a new HVLP gun (Alltrade from Costco) and attempted to use it this weekend to prime some parts for my ailerons. Unfortunately, I could not get a good spray pattern out of it. It seemed no matter what I tried, it would only spray a very week, splattery pattern - the paint did not atomize very well at all. I'm using AFS water-based primer, BTW. Pressure was at 40 psi, then increased to 45 (the gun says use max of 43). I did not thin the primer because I've had good luck spraying it straight out of the bottle in the past with my high-pressure touch-up gun. I ended up finishing the job with my old gun, which does a good job, but I was hoping to significantly reduce the overspray and amount of paint vapor in the air (and wasted paint). The little pamphlet that came with the gun was of little help; I tried its recommendations for changing the flow and pressure. Anybody here have experience with a top-feed HVLP gun that could give me some pointers? Thanks much, Bob Smith ________________________________________________________________________________
From: "Bret Smith" <smithhb(at)tds.net>
Subject: Need help with HVLP gun
Date: Jan 11, 2006
Bob, you will need to thin the primer or get a different nozzle that has a larger orifice. Bret Smith Mineral Bluff, GA www.FlightInnovations.com -----Original Message----- From: owner-rv9-list-server(at)matronics.com [mailto:owner-rv9-list-server(at)matronics.com] On Behalf Of Bob Smith Sent: Wednesday, January 11, 2006 7:06 PM Subject: RV9-List: Need help with HVLP gun I got a new HVLP gun (Alltrade from Costco) and attempted to use it this weekend to prime some parts for my ailerons. Unfortunately, I could not get a good spray pattern out of it. It seemed no matter what I tried, it would only spray a very week, splattery pattern - the paint did not atomize very well at all. I'm using AFS water-based primer, BTW. Pressure was at 40 psi, then increased to 45 (the gun says use max of 43). I did not thin the primer because I've had good luck spraying it straight out of the bottle in the past with my high-pressure touch-up gun. I ended up finishing the job with my old gun, which does a good job, but I was hoping to significantly reduce the overspray and amount of paint vapor in the air (and wasted paint). The little pamphlet that came with the gun was of little help; I tried its recommendations for changing the flow and pressure. Anybody here have experience with a top-feed HVLP gun that could give me some pointers? Thanks much, Bob Smith ________________________________________________________________________________
Subject: RE: Need help with HVLP gun
Date: Jan 12, 2006
From: "Snow, Daniel A." <Daniel.Snow(at)wancdf.com>
Bob, I have a similar setup and called AFS when I had the same problem. They instructed me to do two very important things: 1) Increase air pressure such that you maintain the required air pressure at the gun with the trigger pulled continuously. That may mean turning the pressure up to 50-60 psi at the tank. 2) Thin, thin, thin. I don't have a viscosity cup, so the guy at AFS told me to thin it up to about 2 parts paint to 1 part water. Of course you probably already know to just barely fog the pieces with the first pass, wait 3-5 minutes and lightly spray in the perpendicular direction, wait 3-5 minutes and lightly spray, etc. I don't have the numbers here at work, so I suggest you call AFS. The owner is very friendly and willing to spend time explaining how to use his products. Good luck. Daniel Snow RV-9A wings finished, waiting for slow-build fuse Jacksonville, AL From: "Bob Smith" <rvator(at)lindonnet.com> Subject: RV9-List: Need help with HVLP gun I got a new HVLP gun (Alltrade from Costco) and attempted to use it this weekend to prime some parts for my ailerons. Unfortunately, I could not get a good spray pattern out of it. It seemed no matter what I tried, it would only spray a very week, splattery pattern - the paint did not atomize very well at all. I'm using AFS water-based primer, BTW. Pressure was at 40 psi, then increased to 45 (the gun says use max of 43). I did not thin the primer because I've had good luck spraying it straight out of the bottle in the past with my high-pressure touch-up gun. I ended up finishing the job with my old gun, which does a good job, but I was hoping to significantly reduce the overspray and amount of paint vapor in the air (and wasted paint). The little pamphlet that came with the gun was of little help; I tried its recommendations for changing the flow and pressure. Anybody here have experience with a top-feed HVLP gun that could give me some pointers? Thanks much, Bob Smith ________________________________________________________________________________
Date: Jan 13, 2006
From: skyking135 <skyking135(at)mindspring.com>
Subject: Empennage and Wing Kit FOR SALE
I had to make a very difficult decision and must part with my -9A kit for personal reasons. The empennage is complete except for fiberglass and the wings are basically at the quickbuild stage except for flaps. I have many extras. Please see the classifieds at vansairforce.net. I'm asking $7500 for the emp and wings. I have $2500 in tools and will sell those separate if the kit sells. All construction and costs documented in Kitlog. You can contact me at davbrown135(at)yahoo.com or skyking135(at)mindspring.com or call (770) 714-9288 anytime. ________________________________________________________________________________
From: "Frank" <fscorpio(at)sbcglobal.net>
Subject: Re: RV9-List Digest: 1 Msgs - 01/12/06
Date: Jan 13, 2006
Bob, I would be interested in knowing if increased pressure from the tank end worked for that Alltrade HVLP top feed gun from Costco (I also have purchased that gun but I have not tried to use it yet). Others have tried the HVLP gun sold at Harbor Freight for priming parts also. Frank ----- Original Message ----- From: "RV9-List Digest Server" <rv9-list-digest(at)matronics.com> Sent: Thursday, January 12, 2006 11:58 PM Subject: RV9-List Digest: 1 Msgs - 01/12/06 > * > > ================================================== > Online Versions of Today's List Digest Archive > ================================================== > > Today's complete RV9-List Digest can also be found in either of the > two Web Links listed below. The .html file includes the Digest formatted > in HTML for viewing with a web browser and features Hyperlinked Indexes > and Message Navigation. The .txt file includes the plain ASCII version > of the RV9-List Digest and can be viewed with a generic text editor > such as Notepad or with a web browser. > > HTML Version: > > > http://www.matronics.com/digest/rv9-list/Digest.RV9-List.2006-01-12.html > > Text Version: > > http://www.matronics.com/digest/rv9-list/Digest.RV9-List.2006-01-12.txt > > > ================================================ > EMail Version of Today's List Digest Archive > ================================================ > > > RV9-List Digest Archive > --- > Total Messages Posted Thu 01/12/06: 1 > > > Today's Message Index: > ---------------------- > > 1. 05:17 AM - Re: Need help with HVLP gun (Snow, Daniel A.) > > > ________________________________ Message 1 > _____________________________________ > > > Subject: RV9-List: RE: Need help with HVLP gun > From: "Snow, Daniel A." <Daniel.Snow(at)wancdf.com> > > > Bob, I have a similar setup and called AFS when I had the same problem. > They instructed > me to do two very important things: 1) Increase air pressure such that > you maintain the required air pressure at the gun with the trigger pulled > continuously. > That may mean turning the pressure up to 50-60 psi at the tank. > 2) Thin, thin, thin. I don't have a viscosity cup, so the guy at AFS told > me to > thin it up to about 2 parts paint to 1 part water. > > Of course you probably already know to just barely fog the pieces with the > first > pass, wait 3-5 minutes and lightly spray in the perpendicular direction, > wait > 3-5 minutes and lightly spray, etc. > > I don't have the numbers here at work, so I suggest you call AFS. The > owner is > very friendly and willing to spend time explaining how to use his > products. > > Good luck. > > Daniel Snow > RV-9A wings finished, waiting for slow-build fuse > Jacksonville, AL > > From: "Bob Smith" <rvator(at)lindonnet.com> > Subject: RV9-List: Need help with HVLP gun > > > I got a new HVLP gun (Alltrade from Costco) and attempted to use it this > weekend to prime some parts for my ailerons. Unfortunately, I could not > get > a good spray pattern out of it. It seemed no matter what I tried, it > would > only spray a very week, splattery pattern - the paint did not atomize very > well at all. I'm using AFS water-based primer, BTW. Pressure was at 40 > psi, then increased to 45 (the gun says use max of 43). I did not thin > the > primer because I've had good luck spraying it straight out of the bottle > in > the past with my high-pressure touch-up gun. I ended up finishing the job > with my old gun, which does a good job, but I was hoping to significantly > reduce the overspray and amount of paint vapor in the air (and wasted > paint). > > The little pamphlet that came with the gun was of little help; I tried its > recommendations for changing the flow and pressure. Anybody here have > experience with a top-feed HVLP gun that could give me some pointers? > > Thanks much, > > Bob Smith > > > ________________________________________________________________________________
From: "Bob Smith" <rvator(at)lindonnet.com>
Subject: Re: RV9-List Digest: 1 Msgs - 01/12/06
Date: Jan 15, 2006
No, increasing the tank pressure did not help in my case. I have received private responses that I should have thinned the primer, and I will try that the next time I have a batch of parts ready. BTW, thanks again to all those who responded by e-mail! Bob -----Original Message----- From: owner-rv9-list-server(at)matronics.com [mailto:owner-rv9-list-server(at)matronics.com] On Behalf Of Frank Sent: Friday, January 13, 2006 11:38 PM Subject: RV9-List: Re: RV9-List Digest: 1 Msgs - 01/12/06 Bob, I would be interested in knowing if increased pressure from the tank end worked for that Alltrade HVLP top feed gun from Costco (I also have purchased that gun but I have not tried to use it yet). Others have tried the HVLP gun sold at Harbor Freight for priming parts also. Frank ----- Original Message ----- From: "RV9-List Digest Server" <rv9-list-digest(at)matronics.com> Sent: Thursday, January 12, 2006 11:58 PM Subject: RV9-List Digest: 1 Msgs - 01/12/06 > * > > ================================================== > Online Versions of Today's List Digest Archive > ================================================== > > Today's complete RV9-List Digest can also be found in either of the > two Web Links listed below. The .html file includes the Digest formatted > in HTML for viewing with a web browser and features Hyperlinked Indexes > and Message Navigation. The .txt file includes the plain ASCII version > of the RV9-List Digest and can be viewed with a generic text editor > such as Notepad or with a web browser. > > HTML Version: > > > http://www.matronics.com/digest/rv9-list/Digest.RV9-List.2006-01-12.html > > Text Version: > > http://www.matronics.com/digest/rv9-list/Digest.RV9-List.2006-01-12.txt > > > ================================================ > EMail Version of Today's List Digest Archive > ================================================ > > > RV9-List Digest Archive > --- > Total Messages Posted Thu 01/12/06: 1 > > > Today's Message Index: > ---------------------- > > 1. 05:17 AM - Re: Need help with HVLP gun (Snow, Daniel A.) > > > ________________________________ Message 1 > _____________________________________ > > > Subject: RV9-List: RE: Need help with HVLP gun > From: "Snow, Daniel A." <Daniel.Snow(at)wancdf.com> > > > Bob, I have a similar setup and called AFS when I had the same problem. > They instructed > me to do two very important things: 1) Increase air pressure such that > you maintain the required air pressure at the gun with the trigger pulled > continuously. > That may mean turning the pressure up to 50-60 psi at the tank. > 2) Thin, thin, thin. I don't have a viscosity cup, so the guy at AFS told > me to > thin it up to about 2 parts paint to 1 part water. > > Of course you probably already know to just barely fog the pieces with the > first > pass, wait 3-5 minutes and lightly spray in the perpendicular direction, > wait > 3-5 minutes and lightly spray, etc. > > I don't have the numbers here at work, so I suggest you call AFS. The > owner is > very friendly and willing to spend time explaining how to use his > products. > > Good luck. > > Daniel Snow > RV-9A wings finished, waiting for slow-build fuse > Jacksonville, AL > > From: "Bob Smith" <rvator(at)lindonnet.com> > Subject: RV9-List: Need help with HVLP gun > > > I got a new HVLP gun (Alltrade from Costco) and attempted to use it this > weekend to prime some parts for my ailerons. Unfortunately, I could not > get > a good spray pattern out of it. It seemed no matter what I tried, it > would > only spray a very week, splattery pattern - the paint did not atomize very > well at all. I'm using AFS water-based primer, BTW. Pressure was at 40 > psi, then increased to 45 (the gun says use max of 43). I did not thin > the > primer because I've had good luck spraying it straight out of the bottle > in > the past with my high-pressure touch-up gun. I ended up finishing the job > with my old gun, which does a good job, but I was hoping to significantly > reduce the overspray and amount of paint vapor in the air (and wasted > paint). > > The little pamphlet that came with the gun was of little help; I tried its > recommendations for changing the flow and pressure. Anybody here have > experience with a top-feed HVLP gun that could give me some pointers? > > Thanks much, > > Bob Smith > > > ________________________________________________________________________________
Date: Jan 16, 2006
From: Larry Rosen <LarryRosen(at)comcast.net>
Subject: Re: RE: Need help with HVLP gun
Here <http://purplesagetradingpost.com/sumner/techinfo/HVLPspraygun.html> is a link to some HPLV spray gun set up tips. It is for Harbor Freight HPLV spray guns, but it may help. Larry Rosen RV-10 #40356 <http://lrosen.nerv10.com> ________________________________________________________________________________
Subject: Straighten Aileron Hinge Brackets Before Assembly
Date: Jan 17, 2006
From: "Snow, Daniel A." <Daniel.Snow(at)wancdf.com>
The 8 aileron hinge bracket halves are all stamped in the same direction and are identical until the recess for the bearings are cut. There is a slight bend that is created during the stamping process, and the halves are bent in the same direction. As a result, the assembled halves still have the bend. When you flip the hinges for the opposite wing, the bends are in the opposite direction. In other words, if the hinges are bent in the outboard direction on one wing, the hinges on the other wing will be bent in the inboard direction. This in turn will cause one aileron to be too far outboard and the other aileron to be too far inboard. Not only does this affect the symmetry of the two ailerons with respect to the flaps and wingtips, it also results in the aileron pushrods interfering with the rear spar in different ways. My suggestion is to straighten the hinge halves prior to assembly, as they are very difficult to straighten later. Daniel Snow RV-9A #91248 Wings finished, fuselage delivery this week Jacksonville, AL ________________________________________________________________________________
Date: Jan 29, 2006
From: Matt Dralle <dralle(at)matronics.com>
Subject: Six New Email Lists / Forums At Matronics!
Dear Listers, Its my pleasure to announce the addition of six new Email List / Forums to the aviation line up at Matronics! These new lists support all the usual features you've come to know and love from the Matronics Email List including full integration with the All New Web BBS Forums Site!! The new Lists include: LycomingEngines-List Textron/Lycoming Engines RotaxEngines-List Rotax Engine for Aircraft M14PEngines-List Vendenyev M14P Radial Engine MurphyMoose-List Murphy Moose Aircraft Allegro-List Allegro 2000, a Czech-built, Rotax-powered Aircraft Falco-List Sequoia Aircraft's Falco Experimental To sign up for any or all of the new Lists, surf over to the Matronics Email List Subscription Form and follow the instructions: http://www.matronics.com/subscribe Don't forget to check out the All New Web BBS Forum now available along with all of the usual message and archive viewing tools at the Matronics Email Lists site. Surf over to the following URL for information on the BBS Forum: http://forums.matronics.com Enjoy the new Lists! Matt Dralle Matronics Email List Administrator ________________________________________________________________________________
Subject: Bending the flanges on the elevator trim tab
From: "smittysrv" <smitty(at)smittysrv.com>
Date: Feb 06, 2006
I was following the instructions on building the rv-9a trim tab to the letter. It said to rivet the trim tab horns to the trim tab skin. Now it says to bend the outer flanges of the trim tab skin. How can you do this with the trim tab horns riveted on? Thanks! -------- Smittys RV-9A Read this topic online here: http://forums.matronics.com/viewtopic.php?p=10431#10431 ________________________________________________________________________________
From: "Chenoweth" <chenoweth(at)gwi.net>
Subject: Re: Bending the flanges on the elevator trim tab
Date: Feb 06, 2006
I bent first and riveted the horns second - this produced its own challenge riveting along the edge of the bend. I needed two tries to get this done well and the key seemed to be to make a bending block EXACTLY as shown in the photo; clamped as shown. Bill RV9 - fuselage arrives this week. ----- Original Message ----- From: "smittysrv" <smitty(at)smittysrv.com> Sent: Monday, February 06, 2006 3:44 PM Subject: RV9-List: Bending the flanges on the elevator trim tab > > I was following the instructions on building the rv-9a trim tab to the letter. It said to rivet the trim tab horns to the trim tab skin. Now it says to bend the outer flanges of the trim tab skin. How can you do this with the trim tab horns riveted on? > > Thanks! > > -------- > Smittys RV-9A > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=10431#10431 > > ________________________________________________________________________________
Date: Feb 14, 2006
From: Leland <federigo(at)pacbell.net>
Subject: Elevator Trim Position
The aft-end of my elevator trim tab is up by 1/4" when set for cruise. This would tend to force the elevator down and thereby cause the aircraft to descend. It would be more aerodynamically efficient to lower the angle of attack of the horizontal stabilizer a bit. Has anybody on this list flying an RV9A determined their trim tab position in cruise? Leland 73 hours N137LC ________________________________________________________________________________
From: "Albert Gardner" <ibspud(at)adelphia.net>
Subject: Elevator Trim Position
Date: Feb 14, 2006
We were looking into this over the weekend on 2 RV-9A's here at Yuma. Pilot only and full fuel had both pretty much in trail. Low fuel, pilot and passenger had down elevator-showing about 1/2 inch or so of the counterbalance arm above the HS. I'm wondering if it isn't just an artifact of W&B changes. Albert Gardner N872RV 670 hrs Yuma, AZ ________________________________________________________________________________
Date: Feb 15, 2006
From: Leland <federigo(at)pacbell.net>
Subject: Re: Elevator Trim Position
Albert, it sounds like our numbers are consistent. My 1/4" gap was for full fuel, pilot only and 60% power at 5000' on a stock O320. The gap should be greater at higher power. It sounds like a thinner shim on the front of the HS would make for better aerodynamics. Leland >From: "Albert Gardner" <ibspud(at)adelphia.net> >Subject: RE: RV9-List: Elevator Trim Position > > >We were looking into this over the weekend on 2 RV-9A's here at Yuma. Pilot >only and full fuel had both pretty much in trail. Low fuel, pilot and >passenger had down elevator-showing about 1/2 inch or so of the >counterbalance arm above the HS. >I'm wondering if it isn't just an artifact of W&B changes. >Albert Gardner >N872RV 670 hrs >Yuma, AZ > > > > ________________________________________________________________________________
From: "D.Munz" <182ppl(at)comcast.net>
Subject: Pitot static system
Date: Feb 18, 2006
This may have been covered in past posts but I will ask again. Are there any reasons that I should avoid using poly-tubing for my pitot system. ________________________________________________________________________________
Date: Feb 19, 2006
From: <dthomas773(at)sbcglobal.net>
Subject: Re: Pitot static system
I would think not. Actually when you get to the panel you will use plastic, why not earlier? Dennis Thomas RV9, N164DV,second annual, 255 hours --- "D.Munz" <182ppl(at)comcast.net> wrote: > <182ppl(at)comcast.net> > > This may have been covered in past posts but I will > ask again. Are there any reasons that I should > avoid using poly-tubing for my pitot system. > > > > > browse > Subscriptions page, > FAQ, > > Admin. > > > > > > > > > > > ________________________________________________________________________________
From: "Matthew Brandes" <matthew(at)n523rv.com>
Subject: Elevator position in cruise
Date: Feb 20, 2006
What are you flying RV-9'rs seeing for an elevator position in cruise? My counterbalance arm is sticking up may 3/4"-1" in cruise at 2500. Sure seems like a lot. Can I fix that by adding a little more shim under the HS front spar? Matthew Brandes, RV-9A - N523RV Hobbs: 15.3 Hours www.n523rv.com ________________________________________________________________________________
Date: Feb 20, 2006
Subject: Elevator position in cruise
From: James H Nelson <rv9jim(at)juno.com>
Hi Matt, First, is this in a lightly loaded situation. Or is it in a max loaded situation? If this is a lightly loaded condition, then shim stock under the tabs on the front HS spar mounts would be required. You are trying to raise the tail in the present condition so raising the front of the spar is called for. Remember that the tail is designed to provide down loading in normal flight configuration. It seems as tho you have too much down loading and your elevators are trying to reduce it by providing a lifting moment. Try several shims of say .010 to .020 thickness. Try one and go fly. Continue to adjust until you have a slight downward positioning of the control horn in a lightly loaded condition. Then, as you load the aircraft up the trim will center up the control horn on the tail and as you approach full load, the horn will be slightly displaced upward. I hope that makes sense. BTW, "coke cans" are aluminum and are thin enough to be used as shim stock. Just clean off the material so you don't have a sugar coating on anything. Prime it also. I would probably make several shims, clean and prime them and then go after the adjustments to the horiz. spar. Jim RV9-A (QB) ________________________________________________________________________________
From: "Matthew Brandes" <matthew(at)n523rv.com>
Subject: RE: Elevator position in cruise
Date: Feb 20, 2006
Jim, Yes, lightly loaded. It is me with 3/4 tanks. I'll make up a batch of shims and play with it some. Matthew Brandes, RV-9A - N523RV #90569 www.n523rv.com ________________________________________________________________________________
Date: Mar 16, 2006
From: striplic(at)tetric.com
Subject: Wanted RV9A Project
All, I just finished a 1946 Piper Cub J3-C65 (military L-4 birdcage configuration restoration. I am anxious to start another project. With two rag/tube projects behind me and a composite project done before that, I am wanting to do an all metal plane. I have admired the Van's RV's for years, but have avoided them because of the need for jigs, cost and too many construction hours. The 9A with the matched holes solves two of the difficulties and is in my comfort zone as far as my piloting abilities and utility desires. As far as the cost factor, I hope to find a nice affordable orphan that has had TLC and quality construction. If there is anyone out there who wants to up on their quality project for any reason, let me know. I live in Central Texas and want to find something not so far away that I can't make a trip to inspect. Thanks! Cliff Stripling striplic(at)tetric.com (830)693-2386 -- This message was sent on behalf of striplic(at)tetric.com at openSubscriber.com http://www.opensubscriber.com/messages/rv9-list@matronics.com/topic.html ________________________________________________________________________________
Date: Mar 16, 2006
From: Richard Scott <rscott(at)cascadeaccess.com>
Subject: Re: Wanted RV9A Project
I thought everywhere in Texas was far away. RS >All, I just finished a 1946 Piper Cub J3-C65 (military L-4 birdcage >configuration restoration. I am anxious to start another project. With >two rag/tube projects behind me and a composite project done before that, >I am wanting to do an all metal plane. I have admired the Van's RV's for >years, but have avoided them because of the need for jigs, cost and too >many construction hours. The 9A with the matched holes solves two of the >difficulties and is in my comfort zone as far as my piloting abilities and >utility desires. As far as the cost factor, I hope to find a nice >affordable orphan that has had TLC and quality construction. If there is >anyone out there who wants to up on their quality project for any reason, >let me know. I live in Central Texas and want to find something not so >far away that I can't make a trip to inspect. Thanks! Cliff >Stripling striplic(at)tetric.com (830)693-2386 > >-- ________________________________________________________________________________
Date: Mar 25, 2006
From: Cory Emberson <bootless(at)earthlink.net>
Subject: Feedback Request (Alternative Engines) Kitplanes Magazine
Hello all, I would like to hear from you if you're a builder who has successfully installed and flown an alternative engine in your plane. I'm compiling a builder's roundup for Kitplanes magazine, and am looking for an installation that's flown for a minimum of 300 hours, and is currently flying. For the builders that we profile, the magazine will also be able to pay you $100 for the write-up. I'll be at Sun 'n Fun until late morning on Friday (April 7), so if you fly in, I'd be happy to take the photos there. If not, we would also need at least 2-3 good photos, including a close-up of the engine and an overall shot of the aircraft. Additional photos would be great, and all photos will be returned. If you have digital photos, it is very important that they be high-resolution, at least 300 dpi. I have a list of specific areas to address if you'd like to participate, but we can handle that off-line. Please feel free to contact me off-line at: bootless (at) earthlink (dot) net (my despammed email address). Thank you so much! best, Cory Emberson Contributing Editor Kitplanes Magazine ________________________________________________________________________________
Date: Mar 25, 2006
From: jc(at)INFONET.COM.BR
Subject: Re: Feedback Request (Alternative Engines) Kitplanes Magazine
Hi there: Im flflying an RV-9A with an O-320 Aerosport engine for 115 hs. Nice and smooth. JC - Aracaju - Brasil RV-9A http://websites.expercraft.com/jcmm/ ________________________________________________________________________________
Subject: RV9 Construction Manual
Date: Mar 29, 2006
From: "Streiker, Stephen D." <steve(at)streiker.com>
Good Morning I have an RV-9A Constuction Manual (perfect shape). I am planning to build an RV7 so I'll need to get one of those. I'd either trade or sell this 9A manual. Steve Stephen D. Streiker stephen.streiker(at)bt.infonet.com Mobile: 323 252 0277 Personal email: steve(at)streiker.com ________________________________________________________________________________
Subject: RV9 Construction Manual
Date: Mar 29, 2006
From: "Streiker, Stephen D." <steve(at)streiker.com>
Good Morning I have an RV-9A Constuction Manual (perfect shape). I am planning to build an RV7 so I'll need to get one of those. I'd either trade or sell this 9A manual. Steve Stephen D. Streiker stephen.streiker(at)bt.infonet.com Mobile: 323 252 0277 Personal email: steve(at)streiker.com ________________________________________________________________________________
From: "Albert Gardner" <ibspud(at)adelphia.net>
Subject: Kitplanes, May, Peternel RV-9A
Date: Mar 31, 2006
For those of you who are not subscribed to Kitplanes, there is a very nice article on Stan Peternel's flying RV-9A in the May issue. Albert Gardner Yuma, AZ ________________________________________________________________________________
From: "D,C,Jones" <cliffjones(at)look.ca>
Date: Mar 31, 2006
Subject: TruTrac ADI
Can anyone give me information on TruTrac Basic ADI; opinion, experience, etc. Thanks. Cliff, 90667, fuse Chase, BC ________________________________________________________________________________
Date: Apr 01, 2006
From: Tom & Carol Strong <tstrong(at)ida.net>
Subject: Catto Props
I am thinking about installing a 3 bladed Catto prop on my 0-320 engine. I've searched the lists and only found good things said about these props. Has anyone had a bad experience with these props? Tom RV9A 4 more months to go!! ________________________________________________________________________________
Date: Apr 01, 2006
From: Matt Dralle <dralle(at)matronics.com>
Subject: Matronics Email List Wiki!
Dear Listers, I have added a new feature to the Email List Forums at Matronics called a Wiki. What's "Wiki" you ask? A Wiki is a website. You go to it and browse just like you would any other web site. The difference is, you can change it. You can put anything you want on this web site without having to be a web designer or even being the owner. You can write a new page just like writing an email message on the BBS. You don't need to send it off to anyone to install on the site. It is kind of like a Blog (weblog) in which anyone can post. Here is a great page on where the term Wiki came from and what it means in the context of a website: http://en.wikipedia.org/wiki/Wiki So on to the new Matronics Email List Wiki... I've created this site for anyone from any of the Email Lists to use. I envision that there are a great many things that can be added to this new Wiki since there are always new and interesting tidbits of useful information traversing the Lists. Off the main Matronics Email List Wiki page, you will find a link called "Community Portal". Here you will find more links to stubs for all the various Lists found at Matronics (and a few other links). Brian Lloyd and others from the Yak-List have already begun adding content in a number of areas. Bob Nuckolls of AeroElectric fame has added a great article on "Ageing Aircraft". I have discussed the new Matronics Email List Wiki with Tedd McHenry and Dwight Frye of the RV Wiki Site and they have decided to merge their site over onto the new Matronics Wiki server giving everyone a single source for information on RV building and flying! This migration will begin today and you should be able to find all of the content currently found at www.rvwiki.org moved over to the Matronics Wiki within a few days. To make edits to the Matronics Wiki, you will need to have a login account on the Matronics Wiki and I have disabled anonymous edits. This protects the Wiki site from automated spam engines and other nuisances that could compromise the data at the site. Signing up for an account is fast and easy and begins by clicking on the "create an account or log in" link in the upper right hand corner of any page. Note that you do not have to have a login or be logged in to view any of the content. The Matronics Email List Wiki is YOUR Wiki! It is only as useful as the content found within. The concept of the Wiki is that the people the use it and update it. If you've got an interesting procedure for doing something, MAKE A WIKI PAGE ON IT! You can even upload pictures. Saw something interesting at a flyin? MAKE A WIKI PAGE ON IT! Don't be shy, this is YOUR site to share information with others with similar interests. Here is a users guide on using the Wiki implemented at Matronics: http://meta.wikimedia.org/wiki/Help:Contents This gives a lot of great information on how to get started editing pages. And finally, here is the URL for the Matronics Email List Wiki: http://wiki.matronics.com Brian Lloyd has written an excellent introduction to Wikis on the front page. I encourage you to read it over, then drill into the "Community Portal" and HAVE FUN!! Best regards, Matt Dralle Matronics Email List Administrator ________________________________________________________________________________
From: Michael Schipper <mike(at)learningplanet.com>
Subject: Re: Catto Props
Date: Apr 01, 2006
Hi Tom, The bad is that it takes time to get one made. It took me about eight months from the time I ordered mine until the time I received it. Other than that, the propeller is beautiful, smooth, fast, and durable. Mike Schipper www.my9a.com On Apr 1, 2006, at 10:06 AM, Tom & Carol Strong wrote: > > I am thinking about installing a 3 bladed Catto prop on my > 0-320 engine. I've searched the lists and only found good things > said about these props. Has anyone had a bad experience with these > props? > > Tom RV9A 4 more months to go!! > > ________________________________________________________________________________
Date: Apr 01, 2006
From: Leland <federigo(at)pacbell.net>
Subject: High Altitude Climb Performance
Today we had some clear weather over central California so I decided to try my new oxygen system and see how high I could fly. The climb rate at a density altitude of 16,300 ' was 500 feet/minute. (The density altitude was close to the pressure altimeter reading.) The true airspeed at that point was 115 mph, and the climb rate rate would probably have been higher at the listed Vy of 95 mph. I don't doubt that it could have climbed to 18,000 '. I have a stock O320D1A in a 9A with a Catto 66x70 3-blade propeller. Catto designed the prop for 187 mph at 2750 rpm. Using the 3-direction GPS method, I earlier measured 188 mph at 2750 rpm. Taking off today from a 400 foot elevation airport gave a 2000 foot/minute climb rate. Flew solo with 30 gallons of fuel Just as an aside, I mounted the oxygen cylinder on the back of the flap housing with the valve just above the cross-over bar. It was a bear to adjust the flow-rate valve, even with my long arms. It would have been easier if I had an autopilot while twisting and reaching for the valve. Leland N137LC ________________________________________________________________________________
From: "Carlos Trigo" <trigo(at)mail.telepac.pt>
Subject: Re: High Altitude Climb Performance
Date: Apr 02, 2006
Leland Could you publish some photos of your new oxygen system? Thanks Carlos ----- Original Message ----- From: "Leland" <federigo(at)pacbell.net> Sent: Sunday, April 02, 2006 5:26 AM Subject: RV9-List: High Altitude Climb Performance > > Today we had some clear weather over central California so I decided to > try my new oxygen system and see how high I could fly. The climb rate at > a density altitude of 16,300 ' was 500 feet/minute. (The density > altitude was close to the pressure altimeter reading.) The true airspeed > at that point was 115 mph, and the climb rate rate would probably have > been higher at the listed Vy of 95 mph. I don't doubt that it could > have climbed to 18,000 '. I have a stock O320D1A in a 9A with a Catto > 66x70 3-blade propeller. Catto designed the prop for 187 mph at 2750 > rpm. Using the 3-direction GPS method, I earlier measured 188 mph at > 2750 rpm. Taking off today from a 400 foot elevation airport gave a 2000 > foot/minute climb rate. Flew solo with 30 gallons of fuel > > Just as an aside, I mounted the oxygen cylinder on the back of the flap > housing with the valve just above the cross-over bar. It was a bear to > adjust the flow-rate valve, even with my long arms. It would have been > easier if I had an autopilot while twisting and reaching for the valve. > Leland > N137LC > ________________________________________________________________________________
Date: Apr 02, 2006
From: rveighta <rveighta(at)earthlink.net>
Subject: Re: Catto Props
I've had a Catto three blade prop on my RV-8A for three years and the only bad thing I can say about it is that it makes removing the cowling a tad more difficult. Otherwise, it has been great - smooth, sexy looking, and a bit more ground clearance in case of porpoised landings. Walt Shipley RV-8A, RV-8 under construction -----Original Message----- >From: Tom & Carol Strong <tstrong(at)ida.net> >Sent: Apr 1, 2006 12:06 PM >To: rv9-list(at)matronics.com >Subject: RV9-List: Catto Props > > >I am thinking about installing a 3 bladed Catto prop on my >0-320 engine. I've searched the lists and only found good things >said about these props. Has anyone had a bad experience with these props? > >Tom RV9A 4 more months to go!! > > > > > > > ________________________________________________________________________________
Date: Apr 02, 2006
From: Cory Emberson <bootless(at)earthlink.net>
Subject: Re: Feedback Request (Alternative Engines) Kitplanes Magazine
Thanks for your note! We do these profiles every so often, so I hope to be back in touch after a few more flight hours. Thanks again, and happy flying! best, Cory jc(at)INFONET.COM.BR wrote: > >Hi there: >Im flflying an RV-9A with an O-320 Aerosport engine for 115 hs. >Nice and smooth. >JC - Aracaju - Brasil >RV-9A >http://websites.expercraft.com/jcmm/ > > > > > > > > > ________________________________________________________________________________
From: "Tod Watkins" <twatkins(at)bendcable.com>
Subject: 0-320 Temps
Date: Apr 03, 2006
We are just getting ready to fly our RV9A for the first time, with an Aero Sport 0-320 @ 9.0 - 1 ratio we are using an ACS 2500 engine monitor, I am wondering if anyone out there that is running a similar engine could post the average temp. ranges for things like EGT, CHT, Carb Temp. Oil Temp. ect. we are not exaclty sure what temp's we should see on this new engine and want to keep an eye on things as we run it. Any info will be appreciated. Thanks. Tod ________________________________________________________________________________
Date: Apr 03, 2006
From: Leland <federigo(at)pacbell.net>
Subject: Re: High Altitude Climb Performance
Carlos, the mounting of my 13 cubic foot Aerox O2 system is pretty simple. The bottle sits on the floor of the baggage compartment and is attached to the back of the flap motor housing with two clamps. One clamp came from a defunct CO2 bottle and the other is a large hose clamp. I drilled through the clamps and the housing and attached them with #10 flat head screws and nuts. I'll email you some photos. Leland >From: "Carlos Trigo" <trigo(at)mail.telepac.pt> >Subject: Re: RV9-List: High Altitude Climb Performance > > >Leland > >Could you publish some photos of your new oxygen system? > >Thanks >Carlos > > > ________________________________________________________________________________
From: "Carlos Trigo" <trigo(at)mail.telepac.pt>
Subject: Re: Oxygen System
Date: Apr 03, 2006
And the controller/regulator, which one did you use and where did you put it? Carlos ----- Original Message ----- From: "Leland" <federigo(at)pacbell.net> Sent: Monday, April 03, 2006 5:16 PM Subject: Re: Re: RV9-List: High Altitude Climb Performance > > Carlos, the mounting of my 13 cubic foot Aerox O2 system is pretty > simple. The bottle sits on the floor of the baggage compartment and is > attached to the back of the flap motor housing with two clamps. One > clamp came from a defunct CO2 bottle and the other is a large hose > clamp. I drilled through the clamps and the housing and attached them > with #10 flat head screws and nuts. I'll email you some photos. > Leland ________________________________________________________________________________
Date: Apr 03, 2006
From: Matthew Brandes <matthew(at)n523rv.com>
Subject: RE:0-320 Temps
Tod, I have an O-320-D2J 160hp with 9:1 with a SJ cowl and plenum.. here are some ballpark numbers from memory. EGT's are running in the upper 1300's during cruise. I think you want to keep these below 1450... I kept mine below 1425 at all times. CHT's are running in the 380's on the back two cylinders and cooler on the front two. My engine guy (BPE) said DO NOT let the CHT get over 385 on the ground.... on climbouts mine will go up to about 410. I think you want to keep these below 425. I have a firewall mounted oil cooler and temps have been running around 180-190 and that is with half the inlet blocked off and the OAT being in the 50's. I've had it go up to 205 during full power runs or long climbs. I think 210 is probably a good number to stay under. Matthew RV-9A - N523RV 45.4 hours www.n523rv.com ________________________________________________________________________________
From: "Chuck Weyant" <cweyant(at)chuckdirect.com>
Subject: Re: RE:0-320 Temps
Date: Apr 03, 2006
I have Van's four selector position (can remember the name, I'm at the office) switch with CHT/EGT. CHT's average 350. EGT's average 1,250-1,400. Oil temps average160...warm weather 180. 200 hours on a rebuilt O320, 150HP, fixed Sensenich. Chuck ----- Original Message ----- From: "Matthew Brandes" <matthew(at)n523rv.com> Sent: Monday, April 03, 2006 12:36 PM Subject: RV9-List: RE:0-320 Temps > > Tod, > > I have an O-320-D2J 160hp with 9:1 with a SJ cowl and plenum.. here are > some > ballpark numbers from memory. > > EGT's are running in the upper 1300's during cruise. I think you want to > keep > these below 1450... I kept mine below 1425 at all times. > > CHT's are running in the 380's on the back two cylinders and cooler on the > front > two. My engine guy (BPE) said DO NOT let the CHT get over 385 on the > ground.... > on climbouts mine will go up to about 410. I think you want to keep these > below > 425. > > I have a firewall mounted oil cooler and temps have been running around > 180-190 > and that is with half the inlet blocked off and the OAT being in the 50's. > I've had it go up to 205 during full power runs or long climbs. I think > 210 is > probably a good number to stay under. > > Matthew > RV-9A - N523RV > 45.4 hours > www.n523rv.com > > > ________________________________________________________________________________
Subject: RV9 v RV7 - final decisionmaking
Date: Apr 03, 2006
From: "Streiker, Stephen D." <steve(at)streiker.com>
Good afternoon Dan Checkoway was kind enough to give me a ride this last weekend in his beautiful RV7. I am in the final stages of deciding between beginning an RV7 or an RV9. I was wondering if anyone on the list in Southern California (or in DC area on the weekend of 22 April) might be so kind as to give me a hop in a 9 so that I may have the basis to compare the handling characteristics? Any input regarding RV9's performance as an IFR platform would be appreciated. Thanks Steve Streiker Stephen D. Streiker steve@streiker .com - personal +1 323 252 0277 Mobile +1 310 335 4786 Office ________________________________________________________________________________
From: "Vic Jacko" <vicwj(at)earthlink.net>
Subject: Re: RE:0-320 Temps
Date: Apr 04, 2006
Please remove the email address vicwj(at)earthlink.net, he passed away in Jan. 2006. Thanks for your cooperation. ----- Original Message ----- From: "Chuck Weyant" <cweyant(at)chuckdirect.com> Sent: Monday, April 03, 2006 3:27 PM Subject: Re: RV9-List: RE:0-320 Temps > > I have Van's four selector position (can remember the name, I'm at the > office) switch with CHT/EGT. CHT's average 350. EGT's average > 1,250-1,400. > Oil temps average160...warm weather 180. 200 hours on a rebuilt O320, > 150HP, fixed Sensenich. > Chuck > ----- Original Message ----- > From: "Matthew Brandes" <matthew(at)n523rv.com> > To: > Sent: Monday, April 03, 2006 12:36 PM > Subject: RV9-List: RE:0-320 Temps > > >> >> Tod, >> >> I have an O-320-D2J 160hp with 9:1 with a SJ cowl and plenum.. here are >> some >> ballpark numbers from memory. >> >> EGT's are running in the upper 1300's during cruise. I think you want to >> keep >> these below 1450... I kept mine below 1425 at all times. >> >> CHT's are running in the 380's on the back two cylinders and cooler on >> the >> front >> two. My engine guy (BPE) said DO NOT let the CHT get over 385 on the >> ground.... >> on climbouts mine will go up to about 410. I think you want to keep >> these >> below >> 425. >> >> I have a firewall mounted oil cooler and temps have been running around >> 180-190 >> and that is with half the inlet blocked off and the OAT being in the >> 50's. >> I've had it go up to 205 during full power runs or long climbs. I think >> 210 is >> probably a good number to stay under. >> >> Matthew >> RV-9A - N523RV >> 45.4 hours >> www.n523rv.com >> >> >> >> >> >> >> >> >> >> >> >> > > > ________________________________________________________________________________
From: "Vic Jacko" <vicwj(at)earthlink.net>
Subject: Re: RV9 v RV7 - final decisionmaking
Date: Apr 04, 2006
Please remove vicwj(at)earthlink.net from the e-mail list. He passed away Jan. 2006. Thanks for your cooperation. ----- Original Message ----- From: "Streiker, Stephen D." <steve(at)streiker.com> Sent: Monday, April 03, 2006 3:54 PM Subject: RV9-List: RV9 v RV7 - final decisionmaking > > > Good afternoon > > Dan Checkoway was kind enough to give me a ride this last weekend in his > beautiful RV7. I am in the final stages of deciding between beginning > an RV7 or an RV9. I was wondering if anyone on the list in Southern > California (or in DC area on the weekend of 22 April) might be so kind > as to give me a hop in a 9 so that I may have the basis to compare the > handling characteristics? > > Any input regarding RV9's performance as an IFR platform would be > appreciated. > > Thanks > > Steve Streiker > > > Stephen D. Streiker > > steve@streiker .com - personal > +1 323 252 0277 Mobile > +1 310 335 4786 Office > > > ________________________________________________________________________________
Date: Apr 04, 2006
From: Leland <federigo(at)pacbell.net>
Subject: Re: Oxygen System
Carlos, the main valve and the flow-regulator valve on my Aerox system are on top of the bottle and that is why mine is so hard to adjust in flight. I have to twist and reach and try not to dump the plane on it side while I adjust the flow rate. Some oxygen systems have the flow-regulator valve on the bottom of the flow-rate meter so that you can look at the rate while adjusting it. Leland > >From: "Carlos Trigo" <trigo(at)mail.telepac.pt> >Subject: RV9-List: Re: Oxygen System > > >And the controller/regulator, which one did you use and where did you put >it? > >Carlos > > > ________________________________________________________________________________
From: "John Oliveira" <oliveira(at)frontiernet.net>
Subject: Re: Oxygen System
Date: Apr 04, 2006
Please move the valve somehow! You may not remember, but the cause of the accident that killed John Denver was a fuel valve that was positioned behind the pilot on one side. He had to twist around to switch tanks and lost control of his newly purchased long EZ. You may be more careful, but no sense having any contol you have to get to in flight that causes that kind of disruption. John Oliveira N909RV reserved. working on Fuselage ----- Original Message ----- From: "Leland" <federigo(at)pacbell.net> Sent: Tuesday, April 04, 2006 11:47 AM Subject: Re: RV9-List: Re: Oxygen System > > Carlos, the main valve and the flow-regulator valve on my Aerox system > are on top of the bottle and that is why mine is so hard to adjust in > flight. I have to twist and reach and try not to dump the plane on it > side while I adjust the flow rate. Some oxygen systems have the > flow-regulator valve on the bottom of the flow-rate meter so that you > can look at the rate while adjusting it. > Leland > >> >>From: "Carlos Trigo" <trigo(at)mail.telepac.pt> >>Subject: RV9-List: Re: Oxygen System >> >> >>And the controller/regulator, which one did you use and where did you put >>it? >> >>Carlos >> >> >> > > > ________________________________________________________________________________
Date: Apr 05, 2006
From: Matthew Brandes <matthew(at)n523rv.com>
Subject: RE: RV9 v RV7 - final decisionmaking
Stephen, There is a SOCAL Yahoo group you should get on.. Dan C. can give you the name of the group. I know there are a couple of RV-9's in the area, so you should be able to get a ride easy.. I would even ask Dan for a recommendation. Everyone has to make the choice and it isn't one that can be made for you.. everyone flies differently and has different wants/needs. When I was in the same boat of making a decision, someone said "choose the model the fits how you fly today, not how you think you'll fly at some point in the future". If you are a 90% cross-country flyer who wants to do IFR, MY OPINION is that the RV-9 would be a better choice but regardless, all of the RV models can be IFR flyers but I think you'l hear a unanimous voice say that if you want to do IFR in an RV you need an autopilot. I'm only 46 hours into my flying but you just have to look away for a few seconds and you'll gain 100-200 feet (or loose it). I think you'll find the RV-9 a bit more stable and docile than the RV-7. The -7 does go faster and you can go upside down if you want. :-) Matthew ________________________________________________________________________________
Date: Apr 06, 2006
From: Richard Scott <rscott(at)cascadeaccess.com>
Subject: Re: RV9 v RV7 - final decisionmaking
One of the folks at Van's (Tom Green, maybe) told me that if any of Van's employees are going XC, and if the 9 is available, they ALL take the 9. That was before the 10 came along, so today's poll might be different. If you don't want to go upside down, there is no reason to build the 7. If you go with the 7 and want to go IFR, you will really want an autopilot. Richard Scott 9A Wings At 02:54 PM 4/3/2006, you wrote: > >Good afternoon > >Dan Checkoway was kind enough to give me a ride this last weekend in his >beautiful RV7. I am in the final stages of deciding between beginning >an RV7 or an RV9. I was wondering if anyone on the list in Southern >California (or in DC area on the weekend of 22 April) might be so kind >as to give me a hop in a 9 so that I may have the basis to compare the >handling characteristics? > >Any input regarding RV9's performance as an IFR platform would be >appreciated. > >Thanks > >Steve Streiker > > >Stephen D. Streiker > >steve@streiker .com - personal >+1 323 252 0277 Mobile >+1 310 335 4786 Office > > ________________________________________________________________________________
From: "Carroll Neblett" <cneblett(at)comcast.net>
Subject: RV-9 Wing and Empennage Kits for Sale
Date: Apr 13, 2006
Reluctantly selling due to medical. Some priming and spar work done, but no assembly. Wing kit still in original crates. Both for $6,200 or best reasonable offer, or will sell separately. Located in Richmond, VA. Please contact me by e-mail off-list or call 804-379-8040 if interested or for further information. ________________________________________________________________________________
From: "Jef Vervoort" <jef.vervoortw(at)telenet.be>
Subject: Leaking tanks
Date: Apr 15, 2006
Testing my tanks, air is coming out at the inboard ribs around the outer side of T-408 cover plate mounted with the T-407 cork gasket. On one tank at two places between two screws, on the other almost all around. I assembled following Vans instructions, but adding a very thin layer of sealant on both sides of the cork around the inner opening. I suppose it's not a good solution to just put some sealant or Locktite on the outer edge of the cover plate + cork to end rib as assembled now. I would plan to unscrew and clean it, and re-assemble the cover plate without cork gasket but with a normal layer of sealant? Should I re-use the screws? Suggestions or thoughts most welcome. Jef Vervoort 91031. ________________________________________________________________________________
Date: Apr 15, 2006
From: "Michael T. Ice" <aurbo(at)ak.net>
Subject: Re: Leaking tanks
Jef, How long did you wait before you tested the tanks with air pressure? How much air pressure did you use? If the leaks are only in that area where you describe your solution to take the plates off and reseal them with out gaskets would work, just use plenty of sealant and give it time to cure. Yes, you should probably use new screws, or better yet can some stainless steel cap screws. Mike Ice RV-9 91013 ----- Original Message ----- From: "Jef Vervoort" <jef.vervoortw(at)telenet.be> Sent: Saturday, April 15, 2006 5:06 AM Subject: RV9-List: Leaking tanks > > Testing my tanks, air is coming out at the inboard ribs around the outer > side of T-408 cover plate mounted with the T-407 cork gasket. > > On one tank at two places between two screws, on the other almost all > around. > > > I assembled following Vans instructions, but adding a very thin layer of > sealant on both sides of the cork around the inner opening. > > > I suppose it's not a good solution to just put some sealant or Locktite on > the outer edge of the cover plate + cork to end rib as assembled now. > > > I would plan to unscrew and clean it, and re-assemble the cover plate > without cork gasket but with a normal layer of sealant? > > > Should I re-use the screws? > > > Suggestions or thoughts most welcome. > > > Jef Vervoort 91031. > > > ________________________________________________________________________________
Date: Apr 15, 2006
From: Tim Coldenhoff <rvlist(at)rv9a.deru.com>
Subject: Re: Leaking tanks
Jef Vervoort wrote: > Testing my tanks, air is coming out at the inboard ribs around the outer > side of T-408 cover plate mounted with the T-407 cork gasket. ... > I would plan to unscrew and clean it, and re-assemble the cover plate > without cork gasket but with a normal layer of sealant? I put my cover plates on with NO cork gasket - just a liberal amount of proseal. No leaks after 1 year of flying. Recommend you remove the covers, remove all the old proseal, and reseal with no cork gasket. When you put the screws back in, dip them in proseal first. Wait at least a week to 10 days before retesting. Don't use Loctite on a problem that can be "properly" fixed by resealing, especially if you still building. If the leak is substantial, it is doubtful the Loctite would do much good anyway. If you haven't already seen Van's service bulletin on the pick up tubes, be sure to do this before reassembly. -- Tim Coldenhoff N194TC - 2.5L Egg Subaru powered RV9a http://rv9a.deru.com ________________________________________________________________________________
From: "Ken Hoshowski" <ve7fp(at)jetstream.net>
Subject: Gas Tanks
Date: Apr 15, 2006
Re:gas tank sealing I have just completed safety wiring the fuel tank nut on my RV6 and a friend=92s RV9A as per Van=92s safety bulletin. The simplest way to seal the end plate and sending unit is to use the cork gasket as supplied using the 12 screws . Install the fuel sender unit using the supplied rubber gasket and the 5 screws. Hand torque the screws to be snug trying to be the same all around. Apply proseal around each screw to about the size of a dime and then put a bead around the outside edge of the plate and the sender plate. This has worked for me on my RV6 for many years without a leak and makes for easier removal if you ever have to remove the plate in the future. I do not recommend using sealer directly on the plate to tank. You will likely destroy the plate trying to get it off. I was able to remove the sender and inspection plate on the 9A without removing the tank. It=92s tight but I was able to remove enough of the proseal using a =BD inch dull chisel from around the screws to get the screws out easily and gently pry the plates off. I find using a popsicle stick an easy way to apply proseal. Use new screws, stainless are not necessary. The best and easiest way to check the tanks for leaks is to use a balloon (Van lists a tank testing kit). Use a hand pump, do not use your compressor. Leak test using soapy water. Ken Hoshowski RV6 Salmon Arm B.C. ________________________________________________________________________________
From: "D.Munz" <182ppl(at)comcast.net>
Subject: E-Mags
Date: Apr 17, 2006
I recently received some distressing news about the E-Mag electronic ignition from a fellow builder. I was very much thinking of installing two P-Mags on my 0-320 that will be installed on my 9A. It has been stated that it is near impossible to use the 39 degree max advance mode without extreme overheating problems. The E-Mag site is full of wonderful verbiage on the product but only three shortly written customer endorsements. I would like to here from anyone who might have test flown this system and has been either happy or unhappy with it. Not to be rude but please no factory reps or someone with an axe to grind and no one who wishes to fly them but just hasn't got there yet. I would like to here the objective truth. Thank you. ________________________________________________________________________________
Subject: Re: E-Mags
Date: Apr 18, 2006
From: "DellAngelo, Scott M" <SDellAngelo(at)usg.com>
I have an e-mag and p-mag in mine. I have fought some high CHT's but after drilling out my carb jet to #38 to help solve my lean issue my CHT's are staying under 400 degrees on all cylinders at cruise. So, I am happy with mine. They have been back for re-mapping once, but starting recently they are shipping with a firmware capable of using software to load in changes. I was told I will have to send mine in one more time to get that firmware in mine so that I will then be able to make the changes. Your mileage my vary but that is where I am at. Scott #90598 - N598SD Flying - 13.5 hrs Plainfield, IL Scott -------------------------- ________________________________________________________________________________
Date: Apr 18, 2006
From: gbrasch(at)earthlink.net
Subject: Fw: Emags
This, from a friend on the Emag issue. Glenn in Arizona -9A finishing kit ordered. -----Forwarded Message----- >From: "Darwin N. Barrie" <ktlkrn(at)cox.net> >Sent: Apr 17, 2006 5:49 PM >To: Glenn Brasch >Subject: Emags > >You can forward this to your 9 list. > >So far I have 55 hours of time on my Emag and Pmag system. The install was very easy. Hint here, install before the engine is on the airframe for even easier install. > >I have not had any temperature issues at all. My only temp issue is with the oil and the method the oil cooler was mounted. No abnormal CHT or EGT issues. > >I recommend that the timing be checked and make sure the programming switches are in the right positions. > >I like them and would recommend the Emag Pmag system to anyone. > >Not affiliated with the company, just a satisfied customer. > >Darwin N. Barrie >Chandler AZ >RV-7 N717EE >ECI IO 360 ________________________________________________________________________________
Date: Apr 23, 2006
From: Tom & Carol Strong <tstrong(at)ida.net>
Subject: Engine mounting
Has anyone hung the engine with the wings and tail off? I'd like to do that but was wondering if the CG would be too far and make the front end too tippy. Thanks, Tom Strong RV9A Flying this year!! ________________________________________________________________________________
Date: Apr 23, 2006
From: "John Disher" <jdisher(at)intergate.com>
Subject: Re: Engine mounting
Works fine. Only tipping problem is if you crawl back in the fuselage to hook up antenna, then you can get areal lesson in weight and balance. John Disher-finding out that last 10% takes 90% of the time -------Original Message------- From: Tom & Carol Strong Date: 04/23/06 12:32:45 Subject: RV9-List: Engine mounting Has anyone hung the engine with the wings and tail off? I'd like to do that but was wondering if the CG would be too far and make the front end too tippy. Thanks, Tom Strong RV9A Flying this year!! ________________________________________________________________________________
Date: Apr 23, 2006
From: gbrasch(at)earthlink.net
Subject: Re: Engine mounting
Probably wouldn't hurt to weigh down the tail for extra security anyway..... Glenn in Arizona -9A finishing kit ordered Van's Aircraft Belt Buckles http://home.earthlink.net/~gbrasch/ -----Original Message----- >From: John Disher <jdisher(at)intergate.com> >Sent: Apr 23, 2006 9:44 AM >To: rv9-list(at)matronics.com >Subject: Re: RV9-List: Engine mounting > > >Works fine. Only tipping problem is if you crawl back in the fuselage to >hook up antenna, then you can get areal lesson in weight and balance. > >John Disher-finding out that last 10% takes 90% of the time > >-------Original Message------- > >From: Tom & Carol Strong >Date: 04/23/06 12:32:45 >To: RV9-List(at)matronics.com >Subject: RV9-List: Engine mounting > > >Has anyone hung the engine with the wings and tail off? >I'd like to do that but was wondering if the CG would be too far and make >the front end too tippy. > >Thanks, > >Tom Strong RV9A Flying this year!! > > > > > > > > > > > > > > > > > > > > > ________________________________________________________________________________
Date: Apr 23, 2006
From: jc(at)INFONET.COM.BR
Subject: Re: Engine mounting
Care must be taken with the engine on and no prop, if you decide to go inside the tunel (to instal antennas, e.g). The tail will go down. It almost happenned with me inside. JC - Aracaju - Brasil -9A 90997 Flying 120 hs PU-JCI http://websites.expercraft.com/jcmm/ ________________________________________________________________________________
Date: Apr 23, 2006
From: <dthomas773(at)sbcglobal.net>
Subject: Re: Engine mounting
That's what I did. The center section is pretty close to center of gravity but I put 2 horses under it. 1 under the center section and another under the next bulkhead aft. Once up on the gear the fuselage is pretty hight to work on. You can customize your horses with nice short legs to keep things down to a comfortable hight. Dennis Thomas N164DV 269 hours. --- gbrasch(at)earthlink.net wrote: > gbrasch(at)earthlink.net > > Probably wouldn't hurt to weigh down the tail for > extra security anyway..... > > Glenn in Arizona -9A finishing kit ordered > Van's Aircraft Belt Buckles > http://home.earthlink.net/~gbrasch/ > > -----Original Message----- > >From: John Disher <jdisher(at)intergate.com> > >Sent: Apr 23, 2006 9:44 AM > >To: rv9-list(at)matronics.com > >Subject: Re: RV9-List: Engine mounting > > > > > > >Works fine. Only tipping problem is if you crawl > back in the fuselage to > >hook up antenna, then you can get areal lesson in > weight and balance. > > > >John Disher-finding out that last 10% takes 90% of > the time > > > >-------Original Message------- > > > >From: Tom & Carol Strong > >Date: 04/23/06 12:32:45 > >To: RV9-List(at)matronics.com > >Subject: RV9-List: Engine mounting > > > > > > >Has anyone hung the engine with the wings and tail > off? > >I'd like to do that but was wondering if the CG > would be too far and make > >the front end too tippy. > > > >Thanks, > > > >Tom Strong RV9A Flying this year!! > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > browse > Subscriptions page, > FAQ, > > > Admin. > > > > > > > > > > > ________________________________________________________________________________
From: "Bill Repucci" <bill(at)repucci.com>
Subject: Engine mounting
Date: Apr 23, 2006
I take you are all talking about -9A's and not -9's? I'm about to pull the wings and tail off so I can reposition my -9 to hang the engine. Yes, mine is a tail dragger. Thanks for the help. Bill www.repucci.com/bill/baf.html -----Original Message----- From: owner-rv9-list-server(at)matronics.com [mailto:owner-rv9-list-server(at)matronics.com] On Behalf Of gbrasch(at)earthlink.net Sent: Sunday, April 23, 2006 1:07 PM Subject: Re: RV9-List: Engine mounting Probably wouldn't hurt to weigh down the tail for extra security anyway..... Glenn in Arizona -9A finishing kit ordered Van's Aircraft Belt Buckles http://home.earthlink.net/~gbrasch/ -----Original Message----- >From: John Disher <jdisher(at)intergate.com> >Sent: Apr 23, 2006 9:44 AM >To: rv9-list(at)matronics.com >Subject: Re: RV9-List: Engine mounting > > >Works fine. Only tipping problem is if you crawl back in the fuselage >to hook up antenna, then you can get areal lesson in weight and >balance. > >John Disher-finding out that last 10% takes 90% of the time > >-------Original Message------- > >From: Tom & Carol Strong >Date: 04/23/06 12:32:45 >To: RV9-List(at)matronics.com >Subject: RV9-List: Engine mounting > > >Has anyone hung the engine with the wings and tail off? >I'd like to do that but was wondering if the CG would be too far and >make the front end too tippy. > >Thanks, > >Tom Strong RV9A Flying this year!! > ________________________________________________________________________________
From: "Jef Vervoort" <jef.vervoortw(at)telenet.be>
Subject: edge rolling
Date: May 05, 2006
Has anybody used an Edge rolling tool on the wing skins ( I bought one from Avery)? Should we roll the edges before dimpling the rivet holes? All 4 edges or just the 2 longer ones? Jef Vervoort 91031, wing skins. ________________________________________________________________________________
From: "Mike Hoover" <mikehoover(at)sc.rr.com>
Subject: edge rolling
Date: May 05, 2006
I would definitely roll the edges before dimpling. I rolled the skins that overlapped another one. Not sure if I rolled the forward edge that butts up to the leading edge skin, but a little couldn't hurt. Mike RV-9A fuse -----Original Message----- From: owner-rv9-list-server(at)matronics.com [mailto:owner-rv9-list-server(at)matronics.com] On Behalf Of Jef Vervoort Sent: Friday, May 05, 2006 7:04 AM Subject: RV9-List: edge rolling Has anybody used an Edge rolling tool on the wing skins ( I bought one from Avery)? Should we roll the edges before dimpling the rivet holes? All 4 edges or just the 2 longer ones? Jef Vervoort 91031, wing skins. ________________________________________________________________________________
From: Michael Schipper <mike(at)learningplanet.com>
Subject: Re: edge rolling
Date: May 05, 2006
Hi Jef, I would only roll the edges which go on the spar. The trailing edges of the skins don't need to be rolled, and certainly not the sides. I would roll before dimpling for sure. Mike Schipper RV-9A - N63MS - Flying www.my9a.com On May 5, 2006, at 6:04 AM, Jef Vervoort wrote: > > > Has anybody used an Edge rolling tool on the wing skins ( I bought > one from > Avery)? > > Should we roll the edges before dimpling the rivet holes? > > All 4 edges or just the 2 longer ones? > > Jef Vervoort 91031, wing skins. > > ________________________________________________________________________________
From: "John Oliveira" <oliveira(at)frontiernet.net>
Subject: Re: edge rolling
Date: May 06, 2006
The only edge to roll are those that overlap. I only rolled the upper skin where they overlap. The skin on the spar that butts up against the tank skin or leading edge skin does not need to be rolled. John Oliveira ----- Original Message ----- From: "Michael Schipper" <mike(at)learningplanet.com> Sent: Friday, May 05, 2006 11:24 AM Subject: Re: RV9-List: edge rolling > > Hi Jef, > > I would only roll the edges which go on the spar. The trailing edges > of the skins don't need to be rolled, and certainly not the sides. I > would roll before dimpling for sure. > > Mike Schipper > RV-9A - N63MS - Flying > www.my9a.com > > > On May 5, 2006, at 6:04 AM, Jef Vervoort wrote: > >> >> >> Has anybody used an Edge rolling tool on the wing skins ( I bought >> one from >> Avery)? >> >> Should we roll the edges before dimpling the rivet holes? >> >> All 4 edges or just the 2 longer ones? >> >> Jef Vervoort 91031, wing skins. >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> > > > ________________________________________________________________________________
From: Bob Kelly <mmpi(at)missionmedia.org>
Date: May 06, 2006
Subject: Re: edge rolling
John, While you are right, the butt joints don't need to be rolled, they sure look good when you do. I feel it gives the edge a little stiffness that it wouldn't otherwise have and makes a more nearly straight joint. It worked for me anyway. Bob Kelly, painting On 05/06/06, John Oliveira wrote: > > The only edge to roll are those that overlap. I only rolled the upper skin > where they overlap. The skin on the spar that butts up against the tank > skin or leading edge skin does not need to be rolled. > > John Oliveira > ----- Original Message ----- > From: "Michael Schipper" <mike(at)learningplanet.com> > To: > Sent: Friday, May 05, 2006 11:24 AM > Subject: Re: RV9-List: edge rolling > > >> >> >> Hi Jef, >> >> I would only roll the edges which go on the spar. The trailing edges >> of the skins don't need to be rolled, and certainly not the sides. I >> would roll before dimpling for sure. >> >> Mike Schipper >> RV-9A - N63MS - Flying >> www.my9a.com >> >> >> On May 5, 2006, at 6:04 AM, Jef Vervoort wrote: >> >>> >>> >>> Has anybody used an Edge rolling tool on the wing skins ( I bought >>> one from >>> Avery)? >>> >>> Should we roll the edges before dimpling the rivet holes? >>> >>> All 4 edges or just the 2 longer ones? >>> >>> Jef Vervoort 91031, wing skins. >>> >>> >>> >>> >>> >>> >>> >>> >>> >>> >>> >>> >>> >>> >>> >> >> >> >> >> >> >> >> >> >> >> >> >> >> > > > > > > > > > > > > > > Regards -- ________________________________________________________________________________
From: "Albert Gardner" <ibspud(at)adelphia.net>
Subject: edge rolling
Date: May 07, 2006
The tank skin tends to get a little "puffy" between the hold down screws and rolling the edge helps to reduce that and improves the appearance. I rolled the tank skins, empennage leading edge skins and fuse skins where they overlap and liked the result. I'm doing it again on my RV-10. Albert Gardner Yuma, AZ RV-9A flying, RV-10 in progress. -----Original Message----- The only edge to roll are those that overlap. I only rolled the upper skin where they overlap. The skin on the spar that butts up against the tank skin or leading edge skin does not need to be rolled. John Oliveira ________________________________________________________________________________
From: " Peter Laurence" <Dr.Laurence(at)mbdi.org>
Subject: aileron push tubes
Date: May 08, 2006
Question for those of you that have installed the Stick to aileron bellcrank push tubes. Did you cut them as per Van's measurments before installing. If so, were the measurments correct or were you "VANdalized"? Peter Laurence 9A fuse ________________________________________________________________________________
From: Neilekins(at)aol.com
Date: May 08, 2006
Subject: Re: aileron push tubes
I cut them as per plans. I would add 1/4 inch to them. I had just enough length for minimum amount threads to screw in..That was after I put the proper angle of deflection. You can check out my web site. neilsplane.com Im building a lancair esp now...Neil ________________________________________________________________________________
Date: May 08, 2006
From: jc(at)INFONET.COM.BR
Subject: Re: aileron push tubes
Ive cutted them by Vans manual with any problems. To centralize the sticks Ive got some difficult. Some trials and errors using an plumb bob in both sticks. One hour job. To install the washers between the sticks and bell crank it is etter to buy washer tool at Avery. PU-JCI RV-9A Flying 125 hs JC - Aracaju - Brasil websites.expercraft.com/jcmm ________________________________________________________________________________
From: " Peter Laurence" <Dr.Laurence(at)mbdi.org>
Subject: Re: aileron push tubes
Date: May 08, 2006
Thanks Neil I'm from Tampsa. Where are you located/ Peter (A fuse ----- Original Message ----- From: <Neilekins(at)aol.com> Sent: Monday, May 08, 2006 11:33 AM Subject: Re: RV9-List: aileron push tubes > > I cut them as per plans. I would add 1/4 inch to them. I had just enough > length for minimum amount threads to screw in..That was after I put the > proper > angle of deflection. You can check out my web site. neilsplane.com > Im > building a lancair esp now...Neil > > > ________________________________________________________________________________
Date: May 08, 2006
Subject: [ Richard Dudley ] : New Email List Photo Share Available!
From: Email List Photo Shares <pictures(at)matronics.com>
A new Email List Photo Share is available: Poster: Richard Dudley Lists: AeroElectric-List,RV3-List,RV4-List,RV6-List,RV7-List,RV8-List,RV9-List,RV10-List,RV-List Subject: Groundpower jack http://www.matronics.com/photoshare/rhdudley1@bellsouth.net.05.08.2006/index.html ---------------------------------------------------------- o Main Photo Share Index http://www.matronics.com/photoshare o Submitting a Photo Share If you wish to submit a Photo Share of your own, please include the following information along with your email message and files: 1) Email List or Lists that they are related to: 2) Your Full Name: 3) Your Email Address: 4) One line Subject description: 5) Multi-line, multi-paragraph description of topic: 6) One-line Description of each photo or file: Email the information above and your files and photos to: pictures(at)matronics.com ---------------------------------------------------------- ________________________________________________________________________________
Date: May 09, 2006
From: Tom & Carol Strong <tstrong(at)ida.net>
Subject: CHT Probe
I have a baronet type CHT probe. Can someone tell me what type of fitting I use to hold it inside the engine port? Thanks, Tom RV9A (engine installation) ________________________________________________________________________________
From: Edcarris(at)aol.com
Date: May 09, 2006
Subject: Re: CHT Probe
Look under each cylinder (about in the middle) is the threaded hole that it goes in. ________________________________________________________________________________
From: "Chenoweth" <chenoweth(at)gwi.net>
Subject: Tailspring mount
Date: May 09, 2006
I'm at the point of fitting the tailspring mount to F711, F712, and the = F779 skin and would like to "discuss" the best procedure with anyone = who's done that. It appears I should drill the mount to F711 = independently of the other Fs but wonder if that will work out. Also = does the bottom of the mount rest against the flange tab at the bottom = of F711. Similarly I wonder what is the proper way to get the mount = fitted to F712. Then there is the affect of the mount on the proper = alignment of the fuselage in the twist or no twist department. Bill Albion, Maine ________________________________________________________________________________
Date: May 11, 2006
From: "John Disher" <jdisher(at)intergate.com>
Subject: Control column
Surely the RV-9 isn't such a tank that it needs that long stick to get en= ough leverage to control it. How long are people leaving it. I was thinki= ng about a total height of 10 inches. Comments and suggestions Please. I = don't want to whack them off and then discover they are too short. OOpps.= ________________________________________________________________________________
Date: May 11, 2006
From: jc(at)INFONET.COM.BR
Subject: Re: Control column
Hy Jonhn: Cut it of after the first flight. Mine is like Vans fabricated it. Before my first flight I was decided to cut it off to 9 inches. Now Im glad Ive waited. BTW: The 9a is so docile you can flight it with fingers. But at stall and some "Gs" maneuvers you will wish 12 inches high stick. Have a good job JC - Aracaju - Brasil PU-JCI RV-9A Flying 125 hs websites.expercraft.com/jcmm ________________________________________________________________________________
Date: May 11, 2006
Subject: Re: Control column
From: James H Nelson <rv9jim(at)juno.com>
John, Have you flown the RV9 yet? I did and found the controls to be fairly stiff compared to the 6 and 7. You need the length to provide the "arm" to move the controls. They are like commercial aircraft. The lenght I left them was just long enough so the Grip would not bump the panel. I owned an Europa for two years and it was very light on the controls and you "thought" it around the sky's. Nice controls but light. Jim Nelson RV9-A (canopy) ________________________________________________________________________________
Subject: Control Column Travel Beyond Panel?
Date: May 15, 2006
From: "Snow, Daniel A." <Daniel.Snow(at)wancdf.com>
I haven't mounted the elevator yet, so I don't know how far the control stick needs to travel in the forward direction. The seat floor ribs are preventing mine from touching the panel. Could someone please tell me how much forward travel the control stick needs with the elevator installed? thanks ________________________________________________________________________________
Date: May 15, 2006
From: jc(at)INFONET.COM.BR
Subject: Re: Control Column Travel Beyond Panel?
Ive just installed it per plans e no problem. Dont worried about it and go on. It will be fine. After the first few hours you could decide about cut or not the control stick. My option ie "not cut". JC - Aracaju - Brasil RV-9A Flying 125 hs PU-JCI wesites.exprecraft.com/jcmm ________________________________________________________________________________
From: "Carlos Trigo" <trigo(at)mail.telepac.pt>
Subject: Re: Control Column Travel Beyond Panel?
Date: May 15, 2006
Ol JC Pelo que estou vendo, tem voado bastante. O meu ainda falta um pouco. J montei o motor Subaru, mas falta a cowling , terminar a canopy, alguma coisa de fios elctricos e instrumentos, e a pintura. Um abrao Carlos Trigo Portugal ----- Original Message ----- From: <jc(at)INFONET.COM.BR> Sent: Monday, May 15, 2006 1:15 PM Subject: Re: RV9-List: Control Column Travel Beyond Panel? > > Ive just installed it per plans e no problem. > Dont worried about it and go on. > It will be fine. > > After the first few hours you could decide about cut or not the control > stick. My option > ie "not cut". > > JC - Aracaju - Brasil > RV-9A > Flying 125 hs > PU-JCI > wesites.exprecraft.com/jcmm ________________________________________________________________________________
Date: May 15, 2006
From: jc(at)INFONET.COM.BR
Subject: Re: Control Column Travel Beyond Panel?
Ol Carlos: Bom receber notcias suas. Espero que esteja gostando do trabalho de montar o RV-9A. O PU-JCI uma excelente mquina. Mesmo com hlice de passo fixo ainda fao uns 150 Knots ao nvel do mar, com 30C, com 30 litros/hora. Bom demais. Abaixo transcrevi em ingls para evitar chateao do moderador da lista. Abraos JC (Its so good to receive some news from you. Hope you are haveing fun building the RV-9A. The PU-JCI is an excelent flying machine. Even with a fixed pitch prop it flies at 150 knots at sea level air temp 30C and 30 l/h. Nice.) JC ________________________________________________________________________________
Date: May 15, 2006
From: "Don/Marcia Piermattei" <dlpier(at)lamar.colostate.edu>
Subject: Inst panel hole cutting
From: "DEAN PSIROPOULOS" <dean.psiropoulos(at)verizon.net> Subject: RV-List: Inst panel hole cutting Dean, I have done 2 VM 1000 panels using hand tools. I cut a rough opening with a saber saw, then lots of filing. It can be done. Don Piermattei RV-9A 192 DP ________________________________________________________________________________
From: "Ernie & Margo" <ekells(at)sympatico.ca>
Subject: Re: Control Column Travel Beyond Panel?
Date: May 15, 2006
Daniel and others: I don't understand how you can have a "problem" with the seat floor ribs. You should resolve this problem - or at least understand the implications, after you have fully installed the elevators, push tubes and temporarily installed the sticks. I used a string to imitate the panel bottom edge by connecting it to the side air vents where the panel bottom should be. I then determined how much I needed to shorten the two sticks, in order to clear the panel bottom. I wanted the sticks fairly long since the RV-9A would be fairly sensitive to handling. A short stick would make handling more "touchy". I would not want a first flight where I needed more forward stick travel - - and the panel blocked it. I cut my sticks, somewhat. Consider the consequences of a lack of full stick travel. I hope that this is the problem you were asking about. . . . ----- Original Message ----- > I haven't mounted the elevator yet, so I don't know how far the control > stick needs to travel in the forward direction. The seat floor ribs are > preventing mine from touching the panel. Could someone please tell me how > much forward travel the control stick needs with the elevator installed? > > thanks ________________________________________________________________________________
From: "Bill Repucci" <bill(at)repucci.com>
Subject: Control Column Travel Beyond Panel?
Date: May 15, 2006
FYI - I had the same concern when I first installed my sticks. They hit the throttle quadrant I installed, the panel, everywhere. Once the elevators and ailerons were installed they no longer hit as the flight surfaces would hit their respective stops before the sticks would hit the panel, and that is with the wood grips in place. AS someone else mentioned, don't cut them until your plane is fully assembled. Bill RV-9 Finishing kit www.repucci.com/bill/baf.html -----Original Message----- From: owner-rv9-list-server(at)matronics.com [mailto:owner-rv9-list-server(at)matronics.com] On Behalf Of Ernie & Margo Sent: Monday, May 15, 2006 12:28 PM Subject: Re: RV9-List: Control Column Travel Beyond Panel? Daniel and others: I don't understand how you can have a "problem" with the seat floor ribs. You should resolve this problem - or at least understand the implications, after you have fully installed the elevators, push tubes and temporarily installed the sticks. I used a string to imitate the panel bottom edge by connecting it to the side air vents where the panel bottom should be. I then determined how much I needed to shorten the two sticks, in order to clear the panel bottom. I wanted the sticks fairly long since the RV-9A would be fairly sensitive to handling. A short stick would make handling more "touchy". I would not want a first flight where I needed more forward stick travel - - and the panel blocked it. I cut my sticks, somewhat. Consider the consequences of a lack of full stick travel. I hope that this is the problem you were asking about. . . . ----- Original Message ----- > --> > I haven't mounted the elevator yet, so I don't know how far the > control > stick needs to travel in the forward direction. The seat floor ribs are > preventing mine from touching the panel. Could someone please tell me how > much forward travel the control stick needs with the elevator installed? > > thanks ________________________________________________________________________________
Subject: Re: Control Column Travel Beyond Panel?
From: Gerry Filby <gerf(at)gerf.com>
Date: May 15, 2006
I found that my stick reached full forward travel before touching the panel - elevator's, push-pull tubes and bellcrank all connected ... g > > > Daniel and others: > > I don't understand how you can have a "problem" with the seat > floor ribs. > You should resolve this problem - or at least understand the > implications, > after you have fully installed the elevators, push tubes and > temporarily > installed the sticks. I used a string to imitate the panel > bottom edge by > connecting it to the side air vents where the panel bottom > should be. I > then determined how much I needed to shorten the two sticks, in > order to > clear the panel bottom. I wanted the sticks fairly long since the RV-9A > would be fairly sensitive to handling. A short stick would > make handling > more "touchy". I would not want a first flight where I needed > more forward > stick travel - - and the panel blocked it. I cut my sticks, somewhat. > Consider the consequences of a lack of full stick travel. I > hope that this > is the problem you were asking about. . . . > > ----- Original Message ----- > > I haven't mounted the elevator yet, so I don't know how far the control > > stick needs to travel in the forward direction. The seat floor ribs are > > preventing mine from touching the panel. Could someone please tell me how > > much forward travel the control stick needs with the elevator installed? > > > > thanks > > > > > > > > > > > > > > -- __g__ ========================================================== Gerry Filby gerf(at)gerf.com Tel: 415 203 9177 ---------------------------------------------------------- ________________________________________________________________________________
Date: May 15, 2006
From: "John Disher" <jdisher(at)intergate.com>
Subject: Re: Control Column Travel Beyond Panel?
I had problems at first with the column cross bar hitting the floor ribs even after the elevator and stops were installed. To cure this I had to increase the length of the short forward control tube. When I got to look= ing at it closely, I could see the need to do this because with the elevator = in center position the stick was way out of perpendicular. Once I changed th= at there was no problem. I'm really sorry at this point that I welded or riveted all the control tube ends in before I really got everything assembled. Van's drawings and figures aren't always right and don't even work out true on his quick-build stuff that is already together. I think = I saw someone calling it being "VANdalized" -------Original Message------- From: Ernie & Margo Date: 05/15/06 12:55:34 Subject: Re: RV9-List: Control Column Travel Beyond Panel? Daniel and others: I don't understand how you can have a "problem" with the seat floor ribs.= You should resolve this problem - or at least understand the implications= , after you have fully installed the elevators, push tubes and temporarily installed the sticks. I used a string to imitate the panel bottom edge b= y connecting it to the side air vents where the panel bottom should be. I then determined how much I needed to shorten the two sticks, in order to clear the panel bottom. I wanted the sticks fairly long since the RV-9A would be fairly sensitive to handling. A short stick would make handling= more "touchy". I would not want a first flight where I needed more forwa= rd stick travel - - and the panel blocked it. I cut my sticks, somewhat. Consider the consequences of a lack of full stick travel. I hope that th= is is the problem you were asking about. . . . ----- Original Message ----- om> > I haven't mounted the elevator yet, so I don't know how far the control= > stick needs to travel in the forward direction. The seat floor ribs ar= e > preventing mine from touching the panel. Could someone please tell me = how > much forward travel the control stick needs with the elevator installed= ? > > thanks = = = = ________________________________________________________________________________
Date: May 15, 2006
From: JohnCClarkVA(at)cs.com
Subject: Control Column Travel Beyond Panel?
The problem may be interference with the throttle knob. I cut some off the stick so that it would not get hung up under the throttle when it is pulled out. "Snow, Daniel A." wrote: > >I haven't mounted the elevator yet, so I don't know how far the control stick needs to travel in the forward direction. The seat floor ribs are preventing mine from touching the panel. Could someone please tell me how much forward travel the control stick needs with the elevator installed? > >thanks > > > > > > > > > > > > ________________________________________________________________________________
Date: May 15, 2006
From: <dthomas773(at)sbcglobal.net>
Subject: Control Column Travel Beyond Panel?
Hi Folks, Your making way too much of a deal about this. Any time you second guess the designer your looking for trouble. I installed my sticks the way they were delivered and their fine. It takes very little control input to fly an RV. You almost never take the controls to the stops. Put it together the way the plans tell you to and you will be happy with the results. Dennis Thomas RV N164DV 90164 274 hours and loving every minute --- JohnCClarkVA(at)cs.com wrote: > > The problem may be interference with the throttle > knob. I cut some off the stick so that it would not > get hung up under the throttle when it is pulled > out. > > "Snow, Daniel A." wrote: > > > > > >I haven't mounted the elevator yet, so I don't know > how far the control stick needs to travel in the > forward direction. The seat floor ribs are > preventing mine from touching the panel. Could > someone please tell me how much forward travel the > control stick needs with the elevator installed? > > > >thanks > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > browse > Subscriptions page, > FAQ, > > > Admin. > > > > > > > > > > > ________________________________________________________________________________
Date: May 16, 2006
From: jc(at)INFONET.COM.BR
Subject: Tail falling down
Hy there: Id rather be worried about two heavy guys stteping up at the same time in my RV-9A than the control stick travel. This is a problem! Its quite possible to put the tail cone down when two heay guys stteping up at the same time. I installed a tail cone protector device, made from alluminun and connected in thread hole for tie down purposes. Is anyone over there with the same problem? JC - Aracaju - Brasil RV-9A Flying 125 hs PU-JCI websites.expercraft.com/jcmm ________________________________________________________________________________
From: "Chenoweth" <chenoweth(at)gwi.net>
Subject: Aft CG
Date: May 20, 2006
This is a question for any of you with a completed tailwheel 9. I'm in the tail cone and mid section construction part of one and wonder about CG problems. I'm hoping to use a wooden prop and worry that I'll end up with a very aft CG if I do. That is leading me to wonder if ELT and strobe power supply placement should be other than behind bulkhead 706 (which is where Van's strongly recommends I put them). Any comments and suggestions on this will be gratefully received. Bill Albion, Maine ________________________________________________________________________________
Date: May 21, 2006
From: "Michael T. Ice" <aurbo(at)ak.net>
Subject: Re: Aft CG
Bill, I have the same concerns. I do plan on installing a larger tailwheel assembly. Although I am not planning on using a wooden prop I do plan on installing the elt and the strobe power packs farther forward. It would be interesting to see what others think or have done? An answer to your concerns would be to insulate both the firewall and front floor heavily. Mike Ice Anchorage, Alaska RV-9 Fuselage, installing wings for the first time ----- Original Message ----- From: "Chenoweth" <chenoweth(at)gwi.net> Sent: Saturday, May 20, 2006 2:24 PM Subject: RV9-List: Aft CG > > This is a question for any of you with a completed tailwheel 9. I'm in > the tail cone and mid section construction part of one and wonder about > CG problems. I'm hoping to use a wooden prop and worry that I'll end up > with a very aft CG if I do. That is leading me to wonder if ELT and > strobe power supply placement should be other than behind bulkhead 706 > (which is where Van's strongly recommends I put them). > Any comments and suggestions on this will be gratefully received. > Bill > Albion, Maine > > > ________________________________________________________________________________
From: "Bill Repucci" <bill(at)repucci.com>
Subject: Aft CG
Date: May 21, 2006
Bill, Check with Van's to verify what I'm about to say. >From what I have read the RV-9 does not seem to have the same aft CG issues as the -7A. I have played around with sample loadings while moving the CG for and aft as much as 2" on the -9 and found everything is good. I suspect this is because of the RV-9's wing. Meaning that it is longer and thus more of it is forward of the CG. Also, on TW RV's there is less weight aft of the CG than on the A models. A's have the main gear and steps aft of the CG where we only have the TW, granted it is WAY back there but it still doesn't seem to be an issue as it is offset by the heaver engine mount (two gear legs mounts) and the gear legs and wheels them self way in front of the CG. Van's also compensates a bit with a slightly longer engine mount for the -9's. I know the one I have and the cowling are sized (extended) for the O-235. This will help out with the Catto wooden prop I have sitting on my shelf. That is what I am hoping for as I'm putting a lighter engine in my -9 (O-290-D2). As a side note, I exchanged some emails with a gentleman out West who has the same set up and he simply said not to worry about the CG as it isn't a problem. To verify this, check Dan C's site (www.rvproject.com) and play around with his CG calculator. Granted, there are no -9's on the list, only -9A's but you will get an idea of how the CG comes out. Hope that helps. Bill R. www.repucci.com/bill/baf.html -----Original Message----- From: owner-rv9-list-server(at)matronics.com [mailto:owner-rv9-list-server(at)matronics.com] On Behalf Of Michael T. Ice Sent: Sunday, May 21, 2006 10:50 AM Subject: Re: RV9-List: Aft CG Bill, I have the same concerns. I do plan on installing a larger tailwheel assembly. Although I am not planning on using a wooden prop I do plan on installing the elt and the strobe power packs farther forward. It would be interesting to see what others think or have done? An answer to your concerns would be to insulate both the firewall and front floor heavily. Mike Ice Anchorage, Alaska RV-9 Fuselage, installing wings for the first time ----- Original Message ----- From: "Chenoweth" <chenoweth(at)gwi.net> Sent: Saturday, May 20, 2006 2:24 PM Subject: RV9-List: Aft CG > > This is a question for any of you with a completed tailwheel 9. I'm > in the tail cone and mid section construction part of one and wonder > about CG problems. I'm hoping to use a wooden prop and worry that > I'll end up with a very aft CG if I do. That is leading me to wonder > if ELT and strobe power supply placement should be other than behind > bulkhead 706 (which is where Van's strongly recommends I put them). > Any comments and suggestions on this will be gratefully received. Bill > Albion, Maine > > > ________________________________________________________________________________
From: "Chenoweth" <chenoweth(at)gwi.net>
Subject: Re: Aft CG
Date: May 21, 2006
Bill, Great info and thank you very much. The fellow I asked at Van's was singularly un-helpful with this. His response was to not worry about the CG and if it came out too far aft use a metal propeller. Sort of missed my point about wanting to use a wooden one and provided absolutely no ideas about where/how to locate things like ELT. strobe power supply, etc, farther forward. Was pretty adamant about not making the baggage area floor removable, though. I conclude from what you said that I should have no problem if I go ahead and mount the ELT and all just behind the 706 bulkhead and, absent anyone commenting to the contrary, I think that's what I'll do. Bill C. ----- Original Message ----- From: "Bill Repucci" <bill(at)repucci.com> Sent: Sunday, May 21, 2006 3:09 PM Subject: RE: RV9-List: Aft CG > > Bill, > > Check with Van's to verify what I'm about to say. > > >From what I have read the RV-9 does not seem to have the same aft CG > issues as the -7A. I have played around with sample loadings while > moving the CG for and aft as much as 2" on the -9 and found everything > is good. > > I suspect this is because of the RV-9's wing. Meaning that it is longer > and thus more of it is forward of the CG. > > Also, on TW RV's there is less weight aft of the CG than on the A > models. A's have the main gear and steps aft of the CG where we only > have the TW, granted it is WAY back there but it still doesn't seem to > be an issue as it is offset by the heaver engine mount (two gear legs > mounts) and the gear legs and wheels them self way in front of the CG. > > Van's also compensates a bit with a slightly longer engine mount for the > -9's. I know the one I have and the cowling are sized (extended) for > the O-235. This will help out with the Catto wooden prop I have sitting > on my shelf. > > That is what I am hoping for as I'm putting a lighter engine in my -9 > (O-290-D2). As a side note, I exchanged some emails with a gentleman > out West who has the same set up and he simply said not to worry about > the CG as it isn't a problem. > > To verify this, check Dan C's site (www.rvproject.com) and play around > with his CG calculator. Granted, there are no -9's on the list, only > -9A's but you will get an idea of how the CG comes out. > > Hope that helps. > Bill R. > www.repucci.com/bill/baf.html > > -----Original Message----- > From: owner-rv9-list-server(at)matronics.com > [mailto:owner-rv9-list-server(at)matronics.com] On Behalf Of Michael T. Ice > Sent: Sunday, May 21, 2006 10:50 AM > To: rv9-list(at)matronics.com > Subject: Re: RV9-List: Aft CG > > > Bill, > > I have the same concerns. I do plan on installing a larger tailwheel > assembly. Although I am not planning on using a wooden prop I do plan on > > installing the elt and the strobe power packs farther forward. > > It would be interesting to see what others think or have done? > > An answer to your concerns would be to insulate both the firewall and > front > floor heavily. > > Mike Ice > Anchorage, Alaska > RV-9 Fuselage, installing wings for the first time > ----- Original Message ----- > From: "Chenoweth" <chenoweth(at)gwi.net> > To: > Sent: Saturday, May 20, 2006 2:24 PM > Subject: RV9-List: Aft CG > > > > > > This is a question for any of you with a completed tailwheel 9. I'm > > in the tail cone and mid section construction part of one and wonder > > about CG problems. I'm hoping to use a wooden prop and worry that > > I'll end up with a very aft CG if I do. That is leading me to wonder > > if ELT and strobe power supply placement should be other than behind > > bulkhead 706 (which is where Van's strongly recommends I put them). > > Any comments and suggestions on this will be gratefully received. Bill > > Albion, Maine > > > > > > > > > > > > > > > > > > > > > > > > > > > > ________________________________________________________________________________
From: "Bill Repucci" <bill(at)repucci.com>
Subject: Aft CG
Date: May 21, 2006
Bill, As for the placement of items behind the 706 bulkhead, I would still be careful. I put both the strobe power supply and ELT under the baggage compartment floor using access doors. This will allow me to rivet the floor in place. I suspect the reason Van's wants both the baggage floor and seat pans riveted in place is to make them act like a box structure as there is a lot of loads going through those items. However, there are a good number of planes flying with them screwed in place. My -9 will have them riveted in place for two reasons. 1st, I'm lazy and that is a lot of plate nuts. 2nd, I'm trying to make my -9 as light as possible and those plate nuts and screws add a good bit of weight. The reason for putting the ELT and transponder under the floor is also twofold. 1st, it gets more weight out of the tail so I can avoid any potential CG problems. (Even though I doubt I will have any.) 2nd, an airplane with all the weight in the center handles better. Here is a picture of where I put my ELT: http://www.repucci.com/bill/images/elt%20with%20door.jpg And here is the location of my strobe power supply: http://www.repucci.com/bill/images/strobe%20power%20pack.jpg Good luck, Bill -----Original Message----- From: owner-rv9-list-server(at)matronics.com [mailto:owner-rv9-list-server(at)matronics.com] On Behalf Of Chenoweth Sent: Sunday, May 21, 2006 6:21 PM Subject: Re: RV9-List: Aft CG Bill, Great info and thank you very much. The fellow I asked at Van's was singularly un-helpful with this. His response was to not worry about the CG and if it came out too far aft use a metal propeller. Sort of missed my point about wanting to use a wooden one and provided absolutely no ideas about where/how to locate things like ELT. strobe power supply, etc, farther forward. Was pretty adamant about not making the baggage area floor removable, though. I conclude from what you said that I should have no problem if I go ahead and mount the ELT and all just behind the 706 bulkhead and, absent anyone commenting to the contrary, I think that's what I'll do. Bill C. ----- Original Message ----- From: "Bill Repucci" <bill(at)repucci.com> Sent: Sunday, May 21, 2006 3:09 PM Subject: RE: RV9-List: Aft CG > > Bill, > > Check with Van's to verify what I'm about to say. > > >From what I have read the RV-9 does not seem to have the same aft CG > issues as the -7A. I have played around with sample loadings while > moving the CG for and aft as much as 2" on the -9 and found everything > is good. > > I suspect this is because of the RV-9's wing. Meaning that it is > longer and thus more of it is forward of the CG. > > Also, on TW RV's there is less weight aft of the CG than on the A > models. A's have the main gear and steps aft of the CG where we only > have the TW, granted it is WAY back there but it still doesn't seem to > be an issue as it is offset by the heaver engine mount (two gear legs > mounts) and the gear legs and wheels them self way in front of the CG. > > Van's also compensates a bit with a slightly longer engine mount for > the -9's. I know the one I have and the cowling are sized (extended) > for the O-235. This will help out with the Catto wooden prop I have > sitting on my shelf. > > That is what I am hoping for as I'm putting a lighter engine in my -9 > (O-290-D2). As a side note, I exchanged some emails with a gentleman > out West who has the same set up and he simply said not to worry about > the CG as it isn't a problem. > > To verify this, check Dan C's site (www.rvproject.com) and play around > with his CG calculator. Granted, there are no -9's on the list, only > -9A's but you will get an idea of how the CG comes out. > > Hope that helps. > Bill R. > www.repucci.com/bill/baf.html > > -----Original Message----- > From: owner-rv9-list-server(at)matronics.com > [mailto:owner-rv9-list-server(at)matronics.com] On Behalf Of Michael T. > Ice > Sent: Sunday, May 21, 2006 10:50 AM > To: rv9-list(at)matronics.com > Subject: Re: RV9-List: Aft CG > > > Bill, > > I have the same concerns. I do plan on installing a larger tailwheel > assembly. Although I am not planning on using a wooden prop I do plan > on > > installing the elt and the strobe power packs farther forward. > > It would be interesting to see what others think or have done? > > An answer to your concerns would be to insulate both the firewall and > front floor heavily. > > Mike Ice > Anchorage, Alaska > RV-9 Fuselage, installing wings for the first time > ----- Original Message ----- > From: "Chenoweth" <chenoweth(at)gwi.net> > To: > Sent: Saturday, May 20, 2006 2:24 PM > Subject: RV9-List: Aft CG > > > > > > This is a question for any of you with a completed tailwheel 9. I'm > > in the tail cone and mid section construction part of one and wonder > > about CG problems. I'm hoping to use a wooden prop and worry that > > I'll end up with a very aft CG if I do. That is leading me to > > wonder if ELT and strobe power supply placement should be other than > > behind bulkhead 706 (which is where Van's strongly recommends I put > > them). Any comments and suggestions on this will be gratefully > > received. Bill Albion, Maine > > > > > > > > > > > > > > > > > > > > > > > > > > > > ________________________________________________________________________________
From: kerrjohna(at)comcast.net
Subject: Re: Aft CG
Date: May 22, 2006
You won't know until you know...... My w/b with x320 and metal prop, and the elt and power supply behind the baggage bulkhead; would allow for over 100# of baggage so intuitively it suggests that a lighter prop would be accommodate that location for the elt and power supply. I went through all of the various loadings on the computer, and could not get close to the edge of the envelope. The 9 is a fine flying machine, lands just like a kitfox. John Kerr n927BJ, 56 hours -------------- Original message -------------- From: "Chenoweth" <chenoweth(at)gwi.net> > > Bill, > Great info and thank you very much. > The fellow I asked at Van's was singularly un-helpful with this. His > response was to not worry about the CG and if it came out too far aft use a > metal propeller. Sort of missed my point about wanting to use a wooden one > and provided absolutely no ideas about where/how to locate things like ELT. > strobe power supply, etc, farther forward. Was pretty adamant about not > making the baggage area floor removable, though. > I conclude from what you said that I should have no problem if I go ahead > and mount the ELT and all just behind the 706 bulkhead and, absent anyone > commenting to the contrary, I think that's what I'll do. > Bill C. > > ----- Original Message ----- > From: "Bill Repucci" > To: > Sent: Sunday, May 21, 2006 3:09 PM > Subject: RE: RV9-List: Aft CG > > > > > > Bill, > > > > Check with Van's to verify what I'm about to say. > > > > >From what I have read the RV-9 does not seem to have the same aft CG > > issues as the -7A. I have played around with sample loadings while > > moving the CG for and aft as much as 2" on the -9 and found everything > > is good. > > > > I suspect this is because of the RV-9's wing. Meaning that it is longer > > and thus more of it is forward of the CG. > > > > Also, on TW RV's there is less weight aft of the CG than on the A > > models. A's have the main gear and steps aft of the CG where we only > > have the TW, granted it is WAY back there but it still doesn't seem to > > be an issue as it is offset by the heaver engine mount (two gear legs > > mounts) and the gear legs and wheels them self way in front of the CG. > > > > Van's also compensates a bit with a slightly longer engine mount for the > > -9's. I know the one I have and the cowling are sized (extended) for > > the O-235. This will help out with the Catto wooden prop I have sitting > > on my shelf. > > > > That is what I am hoping for as I'm putting a lighter engine in my -9 > > (O-290-D2). As a side note, I exchanged some emails with a gentleman > > out West who has the same set up and he simply said not to worry about > > the CG as it isn't a problem. > > > > To verify this, check Dan C's site (www.rvproject.com) and play around > > with his CG calculator. Granted, there are no -9's on the list, only > > -9A's but you will get an idea of how the CG comes out. > > > > Hope that helps. > > Bill R. > > www.repucci.com/bill/baf.html > > > > -----Original Message----- > > From: owner-rv9-list-server(at)matronics.com > > [mailto:owner-rv9-list-server(at)matronics.com] On Behalf Of Michael T. Ice > > Sent: Sunday, May 21, 2006 10:50 AM > > To: rv9-list(at)matronics.com > > Subject: Re: RV9-List: Aft CG > > > > > > > > Bill, > > > > I have the same concerns. I do plan on installing a larger tailwheel > > assembly. Although I am not planning on using a wooden prop I do plan on > > > > installing the elt and the strobe power packs farther forward. > > > > It would be interesting to see what others think or have done? > > > > An answer to your concerns would be to insulate both the firewall and > > front > > floor heavily. > > > > Mike Ice > > Anchorage, Alaska > > RV-9 Fuselage, installing wings for the first time > > ----- Original Message ----- > > From: "Chenoweth" > > To: > > Sent: Saturday, May 20, 2006 2:24 PM > > Subject: RV9-List: Aft CG > > > > > > > > > > This is a question for any of you with a completed tailwheel 9. I'm > > > in the tail cone and mid section construction part of one and wonder > > > about CG problems. I'm hoping to use a wooden prop and worry that > > > I'll end up with a very aft CG if I do. That is leading me to wonder > > > if ELT and strobe power supply placement should be other than behind > > > bulkhead 706 (which is where Van's strongly recommends I put them). > > > Any comments and suggestions on this will be gratefully received. Bill > > > Albion, Maine > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > >
You won't know until you know......
 
My w/b with x320 and metal prop, and the elt and power supply behind the baggage bulkhead; would allow for over 100# of baggage so intuitively it suggests that a lighter prop would be accommodate that location for the elt and power supply.
 
I went through all of the various loadings on the computer, and could not get close to the edge of the envelope.
 
The 9 is a fine flying machine, lands just like a kitfox.
 
John Kerr
n927BJ, 56 hours
 

> --> RV9-List message posted by: "Chenoweth"
>
> Bill,
> Great info and thank you very much.
> The fellow I asked at Van's was singularly un-helpful with this. His
> response was to not worry about the CG and if it came out too far aft use a
> metal propeller. Sort of missed my point about wanting to use a wooden one
> and provided absolutely no ideas about where/how to locate things like ELT.
> strobe power supply, etc, farther forward. Was pretty adamant about not
> making the baggage area floor removable, though.
> I conclude from what you said that I should have no problem if I go ahead
> and mount the ELT and all just behind the 706 bulkhead and, absent anyone
> commenting to the c ontrary, I think that's what I'll do.
> Bill C.
>
> ----- Original Message ----- <BR>> From: "Bill Repucci" <BILL(at)REPUCCI.COM><BR>> To:
> Sent: Sunday, May 21, 2006 3:09 PM
> Subject: RE: RV9-List: Aft CG
>
>
> > --> RV9-List message posted by: "Bill Repucci"
> >
> > Bill,
> >
> > Check with Van's to verify what I'm about to say. <BR>> > <BR>> > >From what I have read the RV-9 does not seem to have the same aft CG
> > issues as the -7A. I have played around with sample loadings while
> > moving the CG for and aft as much as 2" on the -9 and found everything
> > is good.
> >
> > I suspect this is because of the RV-9's wing. Meaning that it is longer
> > and thus more of it is forward of the CG.
> >
> > Also, on TW RV's there is less wei ght af t of the CG than on the A
> > models. A's have the main gear and steps aft of the CG where we only
> > have the TW, granted it is WAY back there but it still doesn't seem to
> > be an issue as it is offset by the heaver engine mount (two gear legs
> > mounts) and the gear legs and wheels them self way in front of the CG.
> >
> > Van's also compensates a bit with a slightly longer engine mount for the
> > -9's. I know the one I have and the cowling are sized (extended) for
> > the O-235. This will help out with the Catto wooden prop I have sitting
> > on my shelf.
> >
> > That is what I am hoping for as I'm putting a lighter engine in my -9
> > (O-290-D2). As a side note, I exchanged some emails with a gentleman
> > out West who has the same set up and he simply said not to worry about
> > the CG as it isn't a problem.
> >
&g t; > ; To verify this, check Dan C's site (www.rvproject.com) and play around <BR>> > with his CG calculator. Granted, there are no -9's on the list, only <BR>> > -9A's but you will get an idea of how the CG comes out. <BR>> > <BR>> > Hope that helps. <BR>> > Bill R. <BR>> > www.repucci.com/bill/baf.html <BR>> > <BR>> > -----Original Message----- <BR>> > From: owner-rv9-list-server(at)matronics.com <BR>> > [mailto:owner-rv9-list-server(at)matronics.com] On Behalf Of Michael T. Ice <BR>> > Sent: Sunday, May 21, 2006 10:50 AM <BR>> > To: rv9-list(at)matronics.com <BR>> > Subject: Re: RV9-List: Aft CG <BR>> > <BR>> > <BR>> > --> RV9-List message posted by: "Michael T. Ice" <AURBO(at)AK.NET><BR>> > <BR>> > Bill, <BR>> > <BR>> > I have the same concerns. I do plan on installing a larger tailwheel <BR>> > assembly. Although I am not planning on using a wooden prop I do pl an on
> >
> > installing the elt and the strobe power packs farther forward.
> >
> > It would be interesting to see what others think or have done?
> >
> > An answer to your concerns would be to insulate both the firewall and
> > front
> > floor heavily.
> >
> > Mike Ice
> > Anchorage, Alaska
> > RV-9 Fuselage, installing wings for the first time
> > ----- Original Message ----- <BR>> > From: "Chenoweth" <CHENOWETH(at)GWI.NET><BR>> > To:
> > Sent: Saturday, May 20, 2006 2:24 PM
> > Subject: RV9-List: Aft CG
> >
> >
> > > --> RV9-List message posted by: "Chenoweth"
> > >
> > > This is a question for any of you with a completed tailwheel 9. I'm
> > > in the tail cone and mid section construction part of one and wonder
> > > about CG problems. I'm hoping to use a wooden prop and worry that
> > > I'll end up with a very aft CG if I do. That is leading me to wonder
> > > if ELT and strobe power supply placement should be other than behind
> > > bulkhead 706 (which is where Van's strongly recommends I put them).
> > > Any comments and suggestions on this will be gratefully received. Bill
> > > Albion, Maine
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
& gt; &g Thank ________________________________________________________________________________
Date: May 22, 2006
From: Matt Dralle <dralle(at)matronics.com>
Subject: Matronics BBS Forums
Hello Listers, I just wanted to send out a reminder to all of the Listers regarding the new-ish BBS (Bulletin Board System) Forums that are available at Matronics for the Email Lists. The BBS Forums give you Web-based access into the same email content that is generated by the Email Lists. When an email message is posted to any of the email lists, a copy of the message is also copied to the respective List forum section on in the BBS Forums. By the same token, when a message is posted within the BBS Forum interface context, it will also be posted to the respective email list. Basically, the BBS Forums give you yet another method of accessing the Matronics Email List content. Some people prefer email, some prefer web forums; now you can have it either way or both with the Matronics Lists! You'll have to register for a login/password on the BBS Forum to _post_ from the BBS, but you can view message content without registering for an account. To Register for an account, look for the link at the top of the main BBS Forum page entitled "Register". Click on it and follow the instructions. Site Administrator approval will be required (to keep spammers out), but I will try to get these approved in less than 24 hours. If you haven't yet taken a look at the Matronics Email List content over on the BBS Forum, surf on over and take a peek. Its pretty cool. The URL is: http://forums.matronics.com I want to stress that the BBS Forums are simply an adjunct to the existing Matronics Email Lists; another way of viewing and interacting with the Matronics List content. If you like Email, great. If you like Web Forums, great. If you like both, great. Its up to you how you view and create your content. You will also find a URL link at the bottom of this email called Matronics List Features Navigator. You can click on this link at any time to find URL links to all of the other great features available on the Matronics site like the Archive Search Engine, List Browse, List Download, FAQs, Wiki, and lots more. There is a specific Navigator for each Email List and the link for this specific List is shown below. Thanks for all the great list participation and support; it is greatly appreciated! Matt Dralle Matronics Email List Administrator ________________________________________________________________________________
Date: May 22, 2006
From: "John Disher" <jdisher(at)intergate.com>
Subject: Re: Aft CG
Now you've dampened my enthusiasm. After 1200 hours in a V-tail Bonanza, I built a Kitfox IV Speedster about 10 years ago. Sweetest flying plane in the world, at least until I tried to put it on the ground on an asphalt runwa y. I'm sure a lot of it was me, but I found it to be the squirrelliest thing in the world with variable winds on the ground. Only plane I ever ground-loo ped and now here I am about 95% finished with a 9A. Tell me your Kitfox comparison was for a 9. -------Original Message------- From: kerrjohna(at)comcast.net Date: 05/22/06 10:58:17 Subject: Re: RV9-List: Aft CG You won't know until you know...... My w/b with x320 and metal prop, and the elt and power supply behind the baggage bulkhead; would allow for over 100# of baggage so intuitively it suggests that a lighter prop would be accommodate that location for the e lt and power supply. I went through all of the various loadings on the computer, and could not get close to the edge of the envelope. The 9 is a fine flying machine, lands just like a kitfox. John Kerr n927BJ, 56 hours -------------- Original message -------------- From: "Chenoweth" <chenoweth(at)gwi.net> > > Bill, > Great info and thank you very much. > The fellow I asked at Van's was singularly un-helpful with this. His > response was to not worry about the CG and if it came out too far aft u se a > metal propeller. Sort of missed my point about wanting to use a wooden one > and provided absolutely no ideas about where/how to locate things like ELT > strobe power supply, etc, farther forward. Was pretty adamant about not > making the baggage area floor removable, though. > I conclude from what you said that I should have no problem if I go ahe ad > and mount the ELT and all just behind the 706 bulkhead and, absent anyo ne > commenting to the contrary, I think that's what I'll do. > Bill C. > > ----- Original Message ----- > From: "Bill Repucci" > To: > Sent: Sunday, May 21, 2006 3:09 PM > Subject: RE: RV9-List: Aft CG > > > > > > Bill, > > > > Check with Van's to verify what I'm about to say. > > > > >From what I have read the RV-9 does not seem to have the same aft CG > > issues as the -7A. I have played around with sample loadings while > > moving the CG for and aft as much as 2" on the -9 and found everythin g > > is good. > > > > I suspect this is because of the RV-9's wing. Meaning that it is long er > > and thus more of it is forward of the CG. > > > > Also, on TW RV's there is less weight aft of the CG than on the A > > models. A's have the main gear and steps aft of the CG where we only > > have the TW, granted it is WAY back there but it still doesn't seem t o > > be an issue as it is offset by the heaver engine mount (two gear legs > > mounts) and the gear legs and wheels them self way in front of the CG =2E > > > > Van's also compensates a bit with a slightly longer engine mount for the > > -9's. I know the one I have and the cowling are sized (extended) for > > the O-235. This will help out with the Catto wooden prop I have sitti ng > > on my shelf. > > > > That is what I am hoping for as I'm putting a lighter engine in my -9 > > (O-290-D2). As a side note, I exchanged some emails with a gentleman > > out West who has the same set up and he simply said not to worry abou t > > the CG as it isn't a problem. > > > > To verify this, check Dan C's site (www.rvproject.com) and play aroun d > > with his CG calculator. Granted, there are no -9's on the list, only > > -9A's but you will get an idea of how the CG comes out. > > > > Hope that helps. > > Bill R. > > www.repucci.com/bill/baf.html > > > > -----Original Message----- > > From: owner-rv9-list-server(at)matronics.com > > [mailto:owner-rv9-list-server(at)matronics.com] On Behalf Of Michael T. Ice > > Sent: Sunday, May 21, 2006 10:50 AM > > To: rv9-list(at)matronics.com > > Subject: Re: RV9-List: Aft CG > > > > > > > > Bill, > > > > I have the same concerns. I do plan on installing a larger tailwheel > > assembly. Although I am not planning on using a wooden prop I do plan on > > > > installing the elt and the strobe power packs farther forward. > > > > It would be interesting to see what others think or have done? > > > > An answer to your concerns would be to insulate both the firewall and > > front > > floor heavily. > > > > Mike Ice > > Anchorage, Alaska > > RV-9 Fuselage, installing wings for the first time > > ----- Original Message ----- > > From: "Chenoweth" > > To: > > Sent: Saturday, May 20, 2006 2:24 PM > > Subject: RV9-List: Aft CG > > > > > > > > > > This is a question for any of you with a completed tailwheel 9. I'm > > > in the tail cone and mid section construction part of one and wonde r > > > about CG problems. I'm hoping to use a wooden prop and worry that > > > I'll end up with a very aft CG if I do. That is leading me to wonde r > > > if ELT and strobe power supply placement should be other than behin d > > > bulkhead 706 (which is where Van's strongly recommends I put them). > > > Any comments and suggestions on this will be gratefully received. B ill > > > Albion, Maine > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > >
You won't know until you know......
 
My w/b with x320 and metal prop, and the elt and power supply behind the baggage bulkhead; would allow for over 100# of baggage so intuitively it suggests that a lighter prop would be accommodate that location for the e lt and power supply.
 
I went through all of the various loadings on the computer, and coul d not get close to the edge of the envelope.
 
The 9 is a fine flying machine, lands just like a kitfox.
 
John Kerr
n927BJ, 56 hours
 

> --> RV9-List message posted by: "Chenoweth"
>
> Bill,
> Great info and thank you very much.
> The fellow I asked at Van's was singularly un-helpful with this. His
> response was to n ot worry about the CG and if it came out too far aft use a
> metal propeller. Sort of missed my point about wanting to use a wooden one
> and provided absolutely no ideas about where/how to locate things like E LT.
> strobe power supply, etc, farther forward. Was pretty adamant ab out not
> making the baggage area floor removable, though.
> I conclude from what you said that I should have no problem if I go ahead
> and mount the ELT and all just behind the 706 bulkhead and, abse nt anyone
> commenting to the c ontrary, I think that's what I'll do.
> Bill C.
>
> ----- Original Message ----- <BR>> From: "Bill Repucci" <BILL@REPUCCI COM>
> To:
> Sent: Sunday, May 21, 2 006 3:09 PM
> Subject: RE: RV9-List: Aft CG
>
>
> > --> RV9-List message posted by: "Bill Repucci"
> >
> > Bill,
> >
> > Check w ith Van's to verify what I'm about to say.
> >
> > >Fr om what I have read the RV-9 does not seem to have the same aft CG
> > issues as the -7A. I have played around with sample loadings while
& gt; > moving the CG for and aft as much as 2" on the -9 and found everythi ng
> > is good.
> >
> > I suspect this is beca use of the RV-9's wing. Meaning that it is longer
> > and thus more of it is forward of the CG.
> >
> > Also, on TW RV's the re is less wei ght af t of the CG than on the A
> > models. A's have the main gear an d steps aft of the CG where we only
> > have the TW, granted it i s WAY back there but it still doesn't seem to
> > be an issue as it is offset by the heaver engine mount (two gear legs
> > mounts) and the gear legs and wheels them self way in front of the CG.
> & gt;
> > Van's also compensates a bit with a slightly longer engine mount for the
> > -9's. I know the one I have and the cowling a re sized (extended) for
> > the O-235. This will help out with the Catto wooden prop I have sitting
> > on my shelf.
> >
> > That is what I am hoping for as I'm putting a lighter engin e in my -9
> > (O-290-D2). As a side note, I exchanged some email s with a gentleman
> > out West who has the same set up and he simply said not to worry about
> > the CG as it isn't a problem =2E
> >
&g t; > ; To verify this, check Dan C's site (www.rvproject.com) and play around
> > with his CG calculator. Granted, there are no -9's on the l ist only
> > -9A's but you will get an idea of how the CG comes ou t.
> >
> > Hope that helps.
> > Bill R.
&g t; > www.repucci.com/bill/baf.html
> >
> > -----Origi nal Message----- <BR>> > From: owner-rv9-list-server(at)matronics.com <BR> > > [mailto:owner-rv9-list-server(at)matronics.com] On Behalf Of Michael T =2E Ice
> > Sent: Sunday, May 21, 2006 10:50 AM
> > To: rv9-list(at)matronics.com
> > Subject: Re: RV9-List: Aft CG
&g t; >
> >
> > --> RV9-List message posted by: "Mich ael T. Ice"
> >
> > Bill,
> >
> > I have the same concerns. I do plan on installing a larger tailwheel
> > assembly. Although I am not planning on using a wooden prop I do pl an on
> >
> > installing the elt and the strobe power packs farther forward.
> >
> > It would be interesting to s ee what others think or have done?
> >
> > An answer to your concerns would be to insulate both the firewall and
> > fr ont
> > floor heavily.
> >
> > Mike Ice
> ; > Anchorage, Alaska
> > RV-9 Fuselage, installing wings for the first time
> > ----- Original Message -----
> > From: Chenoweth"
> > To:
> > Sent: Saturday, May 20, 2006 2:24 PM
> > Subject: RV9-List: Aft CG
> >
> >
> > > --> RV9-List message posted by: "Chenoweth"
> ; > >
> > > This is a question for any of you with a completed tailwheel 9. I'm
> > > in the tail cone and mid section construction part of one and wonder
> > > about CG problems. I'm hoping to use a wooden prop a nd worry that
> > > I'll end up with a very aft CG if I do. Tha t is leading me to wonder
> > > if ELT and strobe power supply placement should be other than behind
> > > bulkhead 706 (wh ich is where Van's strongly recommends I put them).
> > > Any comments and suggestions on this will be gratefully received. Bill
&g t; > > Albion, Maine
> > >
> > >
> &g t; >
> > >
> > >
> > >
> &g t; >
> > >
> > >
> > >
> &g t; >
> > >
> > >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
& gt; &g Thank ======================== ========= ======================== ========= ======================== ========= ======================== ========= ________________________________________________________________________________
From: kerrjohna(at)comcast.net
Subject: Re: Aft CG
Date: May 22, 2006
My frame of reference is that in 700 hours and 2000+ landings on asphalt and high altitude mountain strips I have yet to experience any difficulty landing the Kitfox. The rest of my education is still to come. I found the 9 easier to land than the RV7 that I was in for transition training. I typically cross the fence at 60-65 mph IAS compared to 85 mph IAS in the RV7. Don't be disheartened. The Gear on the RV9 is much more reliable than the bungy gear of the 'Fox. John Kerr -------------- Original message -------------- From: "John Disher" <jdisher(at)intergate.com> > > Now you've dampened my enthusiasm. After 1200 hours in a V-tail Bonanza, > I > built a Kitfox IV Speedster about 10 years ago. Sweetest flying plane in > the > world, at least until I tried to put it on the ground on an asphalt runwa > y. > I'm sure a lot of it was me, but I found it to be the squirrelliest thing > in > the world with variable winds on the ground. Only plane I ever ground-loo > ped > and now here I am about 95% finished with a 9A. Tell me your Kitfox > comparison was for a 9. > > -------Original Message------- > > From: kerrjohna(at)comcast.net > Date: 05/22/06 10:58:17 > To: rv9-list(at)matronics.com > Subject: Re: RV9-List: Aft CG > > > You won't know until you know...... > > My w/b with x320 and metal prop, and the elt and power supply behind the > baggage bulkhead; would allow for over 100# of baggage so intuitively it > suggests that a lighter prop would be accommodate that location for the e > lt > and power supply. > > I went through all of the various loadings on the computer, and could not > get close to the edge of the envelope. > > The 9 is a fine flying machine, lands just like a kitfox. > > John Kerr > n927BJ, 56 hours > > -------------- Original message -------------- > From: "Chenoweth" > > > > > Bill, > > Great info and thank you very much. > > The fellow I asked at Van's was singularly un-helpful with this. His > > response was to not worry about the CG and if it came out too far aft u > se > a > > metal propeller. Sort of missed my point about wanting to use a wooden > one > > and provided absolutely no ideas about where/how to locate things like > ELT > > > strobe power supply, etc, farther forward. Was pretty adamant about not > > > making the baggage area floor removable, though. > > I conclude from what you said that I should have no problem if I go ahe > ad > > and mount the ELT and all just behind the 706 bulkhead and, absent anyo > ne > > commenting to the contrary, I think that's what I'll do. > > Bill C. > > > > ----- Original Message ----- > > From: "Bill Repucci" > > To: > > Sent: Sunday, May 21, 2006 3:09 PM > > Subject: RE: RV9-List: Aft CG > > > > > > > > > > Bill, > > > > > > Check with Van's to verify what I'm about to say. > > > > > > >From what I have read the RV-9 does not seem to have the same aft CG > > > > issues as the -7A. I have played around with sample loadings while > > > moving the CG for and aft as much as 2" on the -9 and found everythin > g > > > is good. > > > > > > I suspect this is because of the RV-9's wing. Meaning that it is long > er > > > and thus more of it is forward of the CG. > > > > > > Also, on TW RV's there is less weight aft of the CG than on the A > > > models. A's have the main gear and steps aft of the CG where we only > > > have the TW, granted it is WAY back there but it still doesn't seem t > o > > > be an issue as it is offset by the heaver engine mount (two gear legs > > > > mounts) and the gear legs and wheels them self way in front of the CG > =2E > > > > > > Van's also compensates a bit with a slightly longer engine mount for > the > > > -9's. I know the one I have and the cowling are sized (extended) for > > > the O-235. This will help out with the Catto wooden prop I have sitti > ng > > > on my shelf. > > > > > > That is what I am hoping for as I'm putting a lighter engine in my -9 > > > > (O-290-D2). As a side note, I exchanged some emails with a gentleman > > > out West who has the same set up and he simply said not to worry abou > t > > > the CG as it isn't a problem. > > > > > > To verify this, check Dan C's site (www.rvproject.com) and play aroun > d > > > with his CG calculator. Granted, there are no -9's on the list, only > > > -9A's but you will get an idea of how the CG comes out. > > > > > > Hope that helps. > > > Bill R. > > > www.repucci.com/bill/baf.html > > > > > > -----Original Message----- > > > From: owner-rv9-list-server(at)matronics.com > > > [mailto:owner-rv9-list-server(at)matronics.com] On Behalf Of Michael T. > Ice > > > Sent: Sunday, May 21, 2006 10:50 AM > > > To: rv9-list(at)matronics.com > > > Subject: Re: RV9-List: Aft CG > > > > > > > > > > > > Bill, > > > > > > I have the same concerns. I do plan on installing a larger tailwheel > > > assembly. Although I am not planning on using a wooden prop I do plan > on > > > > > > installing the elt and the strobe power packs farther forward. > > > > > > It would be interesting to see what others think or have done? > > > > > > An answer to your concerns would be to insulate both the firewall and > > > > front > > > floor heavily. > > > > > > Mike Ice > > > Anchorage, Alaska > > > RV-9 Fuselage, installing wings for the first time > > > ----- Original Message ----- > > > From: "Chenoweth" > > > To: > > > Sent: Saturday, May 20, 2006 2:24 PM > > > Subject: RV9-List: Aft CG > > > > > > > > > > > > > > This is a question for any of you with a completed tailwheel 9. I'm > > > > > in the tail cone and mid section construction part of one and wonde > r > > > > about CG problems. I'm hoping to use a wooden prop and worry that > > > > I'll end up with a very aft CG if I do. That is leading me to wonde > r > > > > if ELT and strobe power supply placement should be other than behin > d > > > > bulkhead 706 (which is where Van's strongly recommends I put them). > > > > > Any comments and suggestions on this will be gratefully received. B > ill > > > > Albion, Maine > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > You won't know until you know...... > > My w/b with x320 and metal prop, and the elt and power supply behind > the baggage bulkhead; would allow for over 100# of baggage so intuitively > it > suggests that a lighter prop would be accommodate that location for the e > lt > and power supply. > > I went through all of the various loadings on the computer, and coul > d > not get close to the edge of the envelope. > > The 9 is a fine flying machine, lands just like a kitfox. > > John Kerr > n927BJ, 56 hours > > -------------- Original message -------------- From: > Chenoweth" <chenoweth(at)gwi.net> > --> RV9-List > message posted by: "Chenoweth" > > Bill, > > Great info and thank you very much. > The fellow I asked > at > Van's was singularly un-helpful with this. His > response was to n > ot > worry about the CG and if it came out too far aft use a > metal > propeller. Sort of missed my point about wanting to use a wooden one > > > and provided absolutely no ideas about where/how to locate things like E > LT. > > strobe power supply, etc, farther forward. Was pretty adamant ab > out > not > making the baggage area floor removable, though. > I > conclude from what you said that I should have no problem if I go ahead > > and mount the ELT and all just behind the 706 bulkhead and, abse > nt > anyone > commenting to > the c > ontrary, I think that's what I'll do. > Bill C. > > > ----- Original Message ----- > From: "Bill Repucci" > COM> > To: > Sent: Sunday, May 21, 2 > 006 > 3:09 PM > Subject: RE: RV9-List: Aft CG > > > > > > > Bill, > > > > Check w > ith > Van's to verify what I'm about to say. > > > > >Fr > om > what I have read the RV-9 does not seem to have the same aft CG > > > > issues as the -7A. I have played around with sample loadings while & > gt; > > moving the CG for and aft as much as 2" on the -9 and found everythi > ng > > > is good. > > > > I suspect this is beca > use > of the RV-9's wing. Meaning that it is longer > > and thus more > of > it is forward of the CG. > > > > Also, on TW RV's the > re > is less wei > ght af > t of the CG than on the A > > models. A's have the main gear an > d > steps aft of the CG where we only > > have the TW, granted it i > s > WAY back there but it still doesn't seem to > > be an issue as > it > is offset by the heaver engine mount (two gear legs > > mounts) > and the gear legs and wheels them self way in front of the CG. > & > gt; > > > Van's also compensates a bit with a slightly longer engine > mount for the > > -9's. I know the one I have and the cowling a > re > sized (extended) for > > the O-235. This will help out with the > Catto wooden prop I have sitting > > on my shelf. > > > > > That is what I am hoping for as I'm putting a lighter engin > e > in my -9 > > (O-290-D2). As a side note, I exchanged some email > s > with a gentleman > > out West who has the same set up and he > simply said not to worry about > > the CG as it isn't a problem > =2E > > > &g > t; > > ; To verify this, check Dan C's site (www.rvproject.com) and play around > > > with his CG calculator. Granted, there are no -9's on the l > ist > only > > -9A's but you will get an idea of how the CG comes ou > t. > > > > > Hope that helps. > > Bill R. &g > t; > > www.repucci.com/bill/baf.html > > > > -----Origi > nal > Message----- > > From: owner-rv9-list-server(at)matronics.com > > > > [mailto:owner-rv9-list-server(at)matronics.com] On Behalf Of Michael T > =2E > Ice > > Sent: Sunday, May 21, 2006 10:50 AM > > To: > rv9-list(at)matronics.com > > Subject: Re: RV9-List: Aft CG &g > t; > > > > > ael > T. Ice" > > > > Bill, > > > > > I have the same concerns. I do plan on installing a larger > tailwheel > > assembly. Although I am not planning on using a > wooden prop I do pl > an on > > > > > installing the elt and the strobe power packs > farther forward. > > > > It would be interesting to s > ee > what others think or have done? > > > > An answer to > your concerns would be to insulate both the firewall and > > fr > ont > > > floor heavily. > > > > Mike Ice > > ; > > Anchorage, Alaska > > RV-9 Fuselage, installing wings for > the > first time > > ----- Original Message ----- > > From: > > Chenoweth" > > To: > COM> > > Sent: Saturday, May 20, 2006 2:24 PM > > > Subject: RV9-List: Aft CG > > > > > > > > > ; > > > > > > This is a question for any of you with a > completed tailwheel 9. I'm > > > in the tail cone and mid > section construction part of one and > wonder > > > > about CG problems. I'm hoping to use a wooden prop a > nd > worry that > > > I'll end up with a very aft CG if I do. Tha > t > is leading me to wonder > > > if ELT and strobe power supply > placement should be other than behind > > > bulkhead 706 (wh > ich > is where Van's strongly recommends I put them). > > > Any > comments and suggestions on this will be gratefully received. Bill &g > t; > > > Albion, Maine > > > > > > > &g > t; > > > > > > > > > > > > &g > t; > > > > > > > > > > > > &g > t; > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > & > gt; &g > Thank > > > > > > ========================= > ========== > ========================= > ========== > ========================= > ========== > ========================= > ========== > > > > > > > > > > > > > > > > > > > > > >
My frame of reference is that in 700 hours and 2000+ landings on asphalt and high altitude mountain strips I have yet to experience any difficulty landing the Kitfox.  The rest of my education is still to come.
 
I found the 9 easier to land than the RV7 that I was in for transition training.  I typically cross the fence at 60-65 mph IAS compared to 85 mph IAS in the RV7.
 
Don't be disheartened.  The Gear on the RV9 is much more reliable than the bungy gear of the 'Fox.
 
John Kerr
 

> --> RV9-List message posted by: "John Disher"
>
> Now you've dampened my enthusiasm. After 1200 hours in a V-tail Bonanza,
> I
> built a Kitfox IV Speedster about 10 years ago. Sweetest flying plane in
> the
> world, at least until I tried to put it on the ground on an asphalt runwa
> y.
> I'm sure a lot of it was me, but I found it to be the squirrelliest thing
> in
> the world with variable winds on the ground. Only plane I ever ground-loo
> ped
> and now here I am about 95% finished with a 9A. Tell me your Kitfox
> comparison was for a 9.
>
> -------Original Message-------
>
> From: kerrjohna(at)comcast.net
> Date: 05/22/06 10:5 8:17 < BR>> To: rv9-list(at)matronics.com
> Subject: Re: RV9-List: Aft CG
>
> --> RV9-List message posted by: kerrjohna(at)comcast.net
>
> You won't know until you know......
>
> My w/b with x320 and metal prop, and the elt and power supply behind the
> baggage bulkhead; would allow for over 100# of baggage so intuitively it
> suggests that a lighter prop would be accommodate that location for the e
> lt
> and power supply.
>
> I went through all of the various loadings on the computer, and could not
> get close to the edge of the envelope.
>
> The 9 is a fine flying machine, lands just like a kitfox.
>
> John Kerr
> n927BJ, 56 hours
>
> -------------- Original message -------------- <BR>> From: "Chenoweth"
>
> > --> RV9-List message posted by: "Chenoweth"
> >
> > Bill,
> ; > Great info and thank you very much.
> > The fellow I asked at Van's was singularly un-helpful with this. His
> > response was to not worry about the CG and if it came out too far aft u
> se
> a
> > metal propeller. Sort of missed my point about wanting to use a wooden
> one
> > and provided absolutely no ideas about where/how to locate things like
> ELT
>
> > strobe power supply, etc, farther forward. Was pretty adamant about not
>
> > making the baggage area floor removable, though.
> > I conclude from what you said that I should have no problem if I go ahe
> ad
> >


October 23, 2005 - May 23, 2006

RV9-Archive.digest.vol-as