Rocket-Archive.digest.vol-ai

July 06, 2002 - November 22, 2002



      
      
      
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Date: Jul 06, 2002
From: Mlfred(at)aol.com
Subject: Re: 3 blade prop
In a message dated Sat, 6 Jul 2002 6:05:30 AM Eastern Standard Time, jrstone(at)insightbb.com writes: > Has anyone tried the new three blade Hartzel prop (HC-13YR-RF /F7693DF)? > This is the prop Team Rocket is selling. > John Harmon tried the HC-13YR-RF /F7693F model and reports a decrease in > performance in all areas (take off roll distance, rate of > climb, cruise > speed). Hey Jim: The "D" twist I requested from Hartzell brings the 7693D 3 blade to within 1 lb of thrust compared to the 8475D two blade. Close enough for me! And the ride is much smoother. But, run the numbers for your ship -- the extra 12 lb might be too much weight for the gear setup on the HR2. The MT is another option, but I can say that they don't have the right blade...YET. Stay tuned -- I'm working with them to get one of their 3 blades to run equal to the 8475J 2 blade I'm currently using. Talks about smooth -- that MT makes the ship feel like there is an electric motor on the nose. Unbelievable... Cheers Mark Team Rocket LP ________________________________________________________________________________
From: "Loren Harmon" <landsharmon(at)attbi.com>
Subject: tailwheel weight & TW bearings
Date: Jul 06, 2002
You probably won't, John... but how many HRII pilots have already? Loren -----Original Message----- From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Hr2pilot(at)aol.com Subject: Re: Rocket-List: tailwheel weight & TW bearings The prototype 42HR is less than 20# on the tail and the Rocket III is 12# does this mean I well damage my prop? I also got 1500 hr. on my first tailwheel. John = = = = ________________________________________________________________________________
From: JOHNTMEY(at)aol.com
Date: Jul 07, 2002
Subject: VideoCam'sInCockpit
Has anyone done this ? I want the real-time video to be available to both pilot and passenger in Harmon Rocket (tandem) with selectable views. Probably a LCD in front and back. Would involve mounting some lipstick cameras here and there on the airframe, inside and out. Views I'm interested in are 1) taxi 2) wide angle shot forward from tail 3) passenger monitor 4) instrument panel view If a cam had joystick and wiggle room like an automobile mirror, the back-seater could entertain onself with views every which way. Where does one buy this stuff ? Little 12v cameras ? Must be a catalog. I've seen it on display in Singapore...in fact bought a little 12v 4x4 LCD there and ran it off my JVC video cam. Etc. John Meyers Rocket 1/2 done, Golden, CO ________________________________________________________________________________
From: LesDrag(at)aol.com
Date: Jul 07, 2002
Subject: Re: tailwheel weight & TW bearings
In a message dated 07/06/2002 7:08:04 PM Pacific Daylight Time, landsharmon(at)attbi.com writes: > You probably won't, John... but how many HRII pilots have already? > > Loren > Accidentally, or deliberately? There is a rumor that at least one HRII received a new engine and new prop from a "engine run-up prop strike" on a runout engine and junk prop. At the insurance companies expense? Or at the expense of all of the Rocket owners? Jim Ayers HRII Lyc. O-540-A1D5 core rebuilt as an IO-540-C4B5 ________________________________________________________________________________
From: JOHNTMEY(at)aol.com
Date: Jul 07, 2002
Subject: FiringOrder
Listers... anyone know from memory the firing order of O-540 ? Guess I ought to snag a service manual too ! (Arnold ((Arn-Air)) in Iowa is building one mag and leads for me... needs firing order, layout, and lengths... I am laying out the lengths but have questions below:) I am planning Lightspeed Electronic on one side. Anyone with that Ignition??.. Do you fire all the lower plugs with Electronic ? Uppers with mag.? Is there a favorite mag (right or left) to replace with the Electronic ? Thanks in advance, John John Meyers Golden, CO ________________________________________________________________________________
From: TColeE(at)aol.com
Date: Jul 07, 2002
Subject: Re: FiringOrder
John : Lycomings Direct Drive engine overhaul manual , Section 4 -Ignition system 4-5. Engine firing order.4 cylinder engines (except LIO series) 1-3-2-4 . LIO series 1-4-2-3. 6 cylinder engines 1-4-5-2-3-6. LIO series 1-6-3-2-5-4. 8 cylinder engines 1-5-8-3-2-6-7-4 . problably more information then you wanted but quoted it direct. Terry E. Cole ________________________________________________________________________________
From: MeangreenRV4(at)aol.com
Date: Jul 07, 2002
Subject: Re: 3 blade prop
In a message dated 7/6/2002 4:07:48 AM Pacific Daylight Time, jrstone(at)insightbb.com writes: > > Has anyone tried the new three blade Hartzel prop (HC-13YR-RF /F7693DF)? > This is the prop Team Rocket is selling. > John Harmon tried the HC-13YR-RF /F7693F model and reports a decrease in > performance in all areas (take off roll distance, rate of climb, cruise > speed). I called Hartzel a couple of times to ask them if we should > expect an increase in performance, but they haven't called back. > Bruce Bohannon is using the DF model on his Tiger, has anyone had any > feedback on how it is doing? > Thanks, > Jim > Louisville > Bruce Bohannon and his Flying Tiger will be at Bakersfield on Monday June 8 for a Exxon sponsered BBQ I will ask him and repost Tim Barnes Meangreen RV-4 ________________________________________________________________________________
From: LesDrag(at)aol.com
Date: Jul 07, 2002
Subject: Re: 3 blade prop
In a message dated 07/07/2002 12:34:42 PM Pacific Daylight Time, MeangreenRV4(at)aol.com writes: > Bruce Bohannon and his Flying Tiger will be at Bakersfield on Monday June 8 > > for a Exxon sponsered BBQ I will ask him and repost > > Tim Barnes > Meangreen RV-4 > What time? And what part of town?? :-) Jim Ayers ________________________________________________________________________________
From: MeangreenRV4(at)aol.com
Date: Jul 08, 2002
Subject: Re: 3 blade prop
In a message dated 7/7/2002 3:34:50 PM Pacific Daylight Time, LesDrag(at)aol.com writes: > > Bruce Bohannon and his Flying Tiger will be at Bakersfield on Monday June > 8 > > > > for a Exxon sponsered BBQ I will ask him and repost > > > > Tim Barnes > > Meangreen RV-4 > > > > What time? And what part of town?? :-) > > Jim Ayers > > 7:00pm at L45, this is a Chapter 71 meeting / BBQ ________________________________________________________________________________
From: "John Starn" <jhstarn(at)earthlink.net>
Subject: Re: 3 blade prop
Date: Jul 08, 2002
is that June 8th, 2003 ? ? ----- Original Message ----- From: <MeangreenRV4(at)aol.com> Subject: Re: Rocket-List: 3 blade prop ________________________________________________________________________________
From: "Bob & Toodie Marshall" <rtmarshall(at)osbtown.com>
Subject: Cooling
Date: Jul 10, 2002
Hello Rocketeers! How many of you folks out there with flying rockets are having minor oil cooling problems? I have been having problems when I slow down to enter a pattern, this apparently is normal, angle/ vs. / airflow, some discussion can be useful to attempt to drop temps 20 degrees, this would allow some latitude and a little bit of slow flying. My temps reach 225 Deg. after landing and run around 195 to 205 at cruise, still using mineral @ 50 hrs, Has anybody seen a temp drop after switching to multigrade. My cooler is mounted at rear cyl, left aft baffle, this is the Stewart Warner that's recommended. any discussion , ideas would be helpful to all. thanks for your time. Bob, Truckee,Ca ________________________________________________________________________________
From: "Tom Martin" <fairlea(at)execulink.com>
Subject: Cooling
Date: Jul 10, 2002
Bob Temps of 195 to 200 are just about perfect for cruise temps. Red line is 245 and Lycoming reccomends for long life to keep cruise temps below 220. I would say that having your oil heat up when taxiing in are no big deal. I notice no difference in oil temps with different oils. Tom Martin -----Original Message----- From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com]On Behalf Of Bob & Toodie Marshall Subject: Rocket-List: Cooling Hello Rocketeers! How many of you folks out there with flying rockets are having minor oil cooling problems? I have been having problems when I slow down to enter a pattern, this apparently is normal, angle/ vs. / airflow, some discussion can be useful to attempt to drop temps 20 degrees, this would allow some latitude and a little bit of slow flying. My temps reach 225 Deg. after landing and run around 195 to 205 at cruise, still using mineral @ 50 hrs, Has anybody seen a temp drop after switching to multigrade. My cooler is mounted at rear cyl, left aft baffle, this is the Stewart Warner that's recommended. any discussion , ideas would be helpful to all. thanks for your time. Bob, Truckee,Ca ________________________________________________________________________________
From: Mlfred(at)aol.com
Date: Jul 10, 2002
Subject: Re: Cooling
In a message dated 7/10/2002 11:52:31 AM Central Daylight Time, fairlea(at)execulink.com writes: > > Temps of 195 to 200 are just about perfect for cruise temps. Red > line is > 245 and Lycoming reccomends for long life to keep cruise temps below 220. > I > would say that having your oil heat up when taxiing in are no big deal. I > notice no difference in oil temps with different oils. > Bob: I concur with what Tom Martin says above. I did some manipulation of my cooling system to reduce theleakage and burbles inside the pressure chamber -- this made a substantial difference. Heck, and I'm running one of those small Setrab coolers! Have a look at the duct leading to the cooler -- I'll wager it has a substantial bump at the upper area of the inlet, maybe causing some turbulence inside the cooler duct. I replaced all the rubber around the perimeter of the cooling chamber with short pcs of formed angle, and then laid a sheet of 032 6061 over the top, more or less making a plenum chamber. It works good, but I need to smooth the flow over the rt rear cyl a bit by adding a curved pc of aluminum at that upper square corner. The outlet area is generally enough, as long as you have a support to keep it open in flight! Cheers! Mark Team Rocket LP ________________________________________________________________________________
From: "Frazier, Vincent A" <VFrazier(at)usi.edu>
Subject: rope light
Date: Jul 10, 2002
Maybe this idea has been put forth before. I don't recall it though. I was at Walmart last night and found a 12' rope light for $8. It's the stuff that can be used for decorative lighting around fireplaces, etc. Sorta like Christmas lights except that the lights are protected inside plastic tubing. So what? Well, this is just the ticket for extra light inside a wing panel during riveting since it's not too bright and doesn't get hot. I plan to use my rope light in about a month when I close the rear fuselage of the Rocket. I'll have a cool, flexible light that won't break, blind, or burn me while I'm squirming around inside! Our Walmart was also clearing out mini die grinders, cordless drills, and Black and Decker's version of a Dremel tool. The B&D unit is FAR, FAR superior to the Dremel, BTW. Vince Frazier 1946 Stinson, NC97535, flying F-1H Rocket, "Six Shooter", N540VF reserved, canopy installation stage
http://www.usi.edu/science/chemistry/vfrazier/page1.html ________________________________________________________________________________
From: Mlfred(at)aol.com
Date: Jul 11, 2002
Subject: engines for sale
Hi Fellas: An HR2 builder in Daytona called this AM -- seems a local fella has 2 ea IO-540s to sell -- might even have time left one 'em, as the price ($8500 ea?) is a bit higher than a core price would be... Call Pat Elliot at Blue Max A/C Engines: 386.485.0088 Good luck! Mark ________________________________________________________________________________
From: "Jim Stone" <jrstone(at)insightbb.com>
Subject: Re: Cooling
Date: Jul 12, 2002
Hey Mark, Sound like a good idea. Next time you pull your cowl, take a picture of your cooler for us all copy. Thanks, Jim Stone ----- Original Message ----- From: <Mlfred(at)aol.com> Subject: Re: Rocket-List: Cooling > > In a message dated 7/10/2002 11:52:31 AM Central Daylight Time, > fairlea(at)execulink.com writes: > > > > > > Temps of 195 to 200 are just about perfect for cruise temps. Red > > line is > > 245 and Lycoming reccomends for long life to keep cruise temps below 220. > > I > > would say that having your oil heat up when taxiing in are no big deal. I > > notice no difference in oil temps with different oils. > > > > Bob: > > I concur with what Tom Martin says above. > > I did some manipulation of my cooling system to reduce theleakage and burbles > inside the pressure chamber -- this made a substantial difference. Heck, and > I'm running one of those small Setrab coolers! Have a look at the duct > leading to the cooler -- I'll wager it has a substantial bump at the upper > area of the inlet, maybe causing some turbulence inside the cooler duct. > I replaced all the rubber around the perimeter of the cooling chamber with > short pcs of formed angle, and then laid a sheet of 032 6061 over the top, > more or less making a plenum chamber. It works good, but I need to smooth the > flow over the rt rear cyl a bit by adding a curved pc of aluminum at that > upper square corner. > The outlet area is generally enough, as long as you have a support to keep it > open in flight! > > Cheers! > Mark > Team Rocket LP > > ________________________________________________________________________________
From: Jones15183(at)aol.com
Date: Jul 14, 2002
Subject: Fwd: F-1 Rocket For Sale
NOTICE:...PRICE OF THE F-1 ROCKET KIT HAS BEEN REDUCED TO $ 64000.00 FOR IMMEDIATE SALE.. From: Jones15183(at)aol.com Date: Fri, 28 Jun 2002 10:42:24 EDT Subject: F-1 Rocket For Sale F-1 ROCKET QUICK BUILD KIT FOR SALE. iNCLUDED WITH THE KIT, IO540-D4A5, 285 H.P. First run wide deck Eng. Professionally built by Bart LeLonde of Aero Sport Power. Enging has New Millenium Cylinders with 9:2/1 pistons, New Con Rods w/ high strength Con rod bolts, Jeff Rose Electronic Ign, New starter, alternator, New Overhauled Bendix fuel injection with the 95' ell, Flywheel with ring gear, Vac. pump w/adapter, Oil filter adapter w/ filter and vernatherm valve. Fuselage is on gear, Wings are completly built, with landing lights in each wing, wing tips complete with strobes/nav lights in each wingtip, The tail is the F-1 tail and is completed, Brake pedals are primed, painted and mounted, along w/ master cyl., Torque tube finished, Electric flaps installed, Batt. box and Elt tray primed, painted and installed, along w/ master solonoid, Windshield bow promed painted and installed, front seatback support finished primed and painted, All interior including baggage area, primed and painted. (A med. grey. ), All interior upholstry panels cut to size, With finish kit, all components to finish the kit. Approximately 400 hours labor in kit. Reasonably priced at $ 66,500.00. Contact me off line ONLY at 254 853-2426, or email jones15183(at)aol.com. ...............................SERIOUS Inquiries only. thanks, Billy Waters ________________________________________________________________________________
From: Morocketman(at)aol.com
Date: Jul 17, 2002
Subject: Re: Rocket-List Digest: 1 Msgs - 07/09/02
I think that we Rocketeer's should announce that there are "X" number of RV's flying and add the number of HRII's and publish the total. We could upstage Van everytime he comes up on a significant number, and emphasize that we are proud of our crafts heritage, even if RVG is ashamed of our little "bastards" with the big engines. ________________________________________________________________________________
From: Hr2pilot(at)aol.com
Date: Jul 17, 2002
Subject: Re: Rocket-List Digest: 1 Msgs - 07/09/02
83 HR II,s is the last count I got. John ________________________________________________________________________________
From: "John Starn" <jhstarn(at)earthlink.net>
Subject: Re: Rocket-List Digest: 1 Msgs - 07/09/02
Date: Jul 17, 2002
Van's looking down on HRII's ?, (IMNSHO) I don't think so. You can't buy a -4 kit but you can still get that which is required to complete an HRII. Lawsuits could be the reason Van's is MUM on talking or giving any type of approval for any modifications. Why would anyone take on any respocibilty for F-2, HRIII etc without control. No one (including HR hisself) has bad mouthed Van for his stand in my presence. HRII #78 N561FS. KABONG Subject: Rocket-List: Re: Rocket-List Digest: 1 Msgs - 07/09/02 ________________________________________________________________________________
From: Hr2pilot(at)aol.com
Date: Jul 17, 2002
Subject: Re: Rocket-List Digest: 1 Msgs - 07/09/02
Think you Jonn, Well said. The Rocket Man. John ________________________________________________________________________________
From: "Tom Gummo" <t.gummo(at)verizon.net>
Subject: Re: Rocket-List Digest: 1 Msgs - 07/09/02
Date: Jul 17, 2002
Jack, I just looked at Van's web site and the RV-4 kit is still there. The RV-6 and RV-6A don't have kit prices. There may be other changes but those were the ones I saw. Tom Gummo ----- Original Message ----- From: "John Starn" <jhstarn(at)earthlink.net> Subject: Re: Rocket-List: Re: Rocket-List Digest: 1 Msgs - 07/09/02 > > Van's looking down on HRII's ?, (IMNSHO) I don't think so. You can't buy > a -4 kit but you can still get that which is required to complete an HRII. > Lawsuits could be the reason Van's is MUM on talking or giving any type of > approval for any modifications. Why would anyone take on any respocibilty > for F-2, HRIII etc without control. No one (including HR hisself) has bad > mouthed Van for his stand > in my presence. HRII #78 N561FS. KABONG > > To: > Subject: Rocket-List: Re: Rocket-List Digest: 1 Msgs - 07/09/02 > > ________________________________________________________________________________
From: "Tom Gummo" <t.gummo(at)verizon.net>
Subject: RV-4 kit
Date: Jul 17, 2002
BTW, didn't someone on the list reort that Van's said when asked about the RV-$ kit. "What would the rocket boys do if I stop making the RV-4 kits?" Tom Gummo Apple Valley, CA rocket #78 ________________________________________________________________________________
From: "John Starn" <jhstarn(at)earthlink.net>
Subject: Re: Rocket-List Digest: 1 Msgs - 07/09/02
Date: Jul 17, 2002
OK, OK. Damn, Ole Gummibear won't let me git 'way wit nothin. Question ? ? What would happen iff'en Van's started to pre-punch the -4 kits like he's been a do'n with the rest of the pack. I would ask: How many -4 complete kits has Van's sold since the -8 and how many "parts" to new builders ? I guess I could ask Vans or JH hisself, BUT I really don't want to know. As my ole pappy usta say, let sleeping dogs lie less they awake & bite ya'll where it hurts. KABONG ----- Original Message ----- From: "Tom Gummo" <t.gummo(at)verizon.net> Subject: Re: Rocket-List: Re: Rocket-List Digest: 1 Msgs - 07/09/02 > Jack, I just looked at Van's web site and the RV-4 kit is still there. The > RV-6 and RV-6A don't have kit prices. There may be other changes but those > were the ones I saw. ________________________________________________________________________________
From: TColeE(at)aol.com
Date: Jul 18, 2002
Subject: Re: RV-4 kit
Yes. Van did say at Sun'n fun that he would not have any orphens, and what would the rocket builders do if we did not have the 4 kits. Terry E. Cole ________________________________________________________________________________
Date: Jul 19, 2002
From: Rob Mokry <robmokry(at)pacbell.net>
Subject: Rockets At SNA
I was departing SNA - John Wayne/Orange County/Santa Ana airport and a VERY pleasant female controller asked me if I knew a Rocket driver named Rick who was flying from SNA to Payson AZ. I said "Screw Rick. My Rocket is faster and climbs higher and Baby, I'm Rob. I'll make room in the back seat. I'll return and slip it on in!" Unfortunately, I said I would put out her personal ad on the net server...... Hot SWF seeks Rocket driver named Rick. Share romantic fantasy at disneyworld - afterward we'll indulge ourselves on my radar screen. You bust the minimums and I'll discipline you. Looks/age unimportant - send photo of Rocket, c/o Control Tower SNA. Hey Rick, I'm heading back down today and brought my Mickey Ears! Damn Right Archive ________________________________________________________________________________
From: "David Deffner" <deffner(at)glade.net>
Subject: Hot SWF`
Date: Jul 19, 2002
Thanks for the entertainment Rob! ________________________________________________________________________________
From: "John Starn" <jhstarn(at)earthlink.net>
" \"Dotty Ray\""
Subject: N-11 for sale
Date: Jul 24, 2002
This for the followers of the list that recall my search of information on behalf of one of my EAA Chapter members. Byron Cannon, the N-11 builder, is fading fast. As you know the chapter members put the finishing touchs on his plane and attempted to fly it at least once while he could still get to the airport to see it. He had used a VW engine for power and during taxi tests one of the spoke wheels folded under due to side stress. The second attempt was to fly with repaired gear only to have the tail wheel prove to be ineffected in control and some damage was done to its attaching points. The plane was taken back to the hanger without flying with yet another folded wheel.. That was several weeks ago and now it appears to be too late to get in a flight for him. His family would like to sell and/or donate the plane for display. We have new wheels (light motorcycle) for the plane. If you have or know of who would be interested in obtaining a beautiful N-11 please advise on-line. We at the chapter are planning a service and missing man flight for his family. Byron was one of the C-46 pilots that flew CAF's China Doll in Southeast Asia when they were both in the service of their country. KABONG ________________________________________________________________________________
From: "John Starn" <jhstarn(at)earthlink.net>
Subject: Phunny phax
Date: Jul 24, 2002
You may be a Redneck pilot if: 1. Your stall warning plays DIXIE. 2. Your cross-country flight plan uses flea markets as checkpoints. 3. You think sectionals should show trailer parks. 4. You've ever used moonshine as AV-Gas. 5. Your 172's wheel pants have mud flaps with a chrome silhouette of a reclining nude. 6. Your toothpick keeps poking your mike. 7. You've ever taxied around the airport just drinking beer. 8. You wouldn't be caught dead in a Grumman Yankee. 9. You use an old sweet mix sack as a windsock. 10. You constantly confuse "Beechcraft" with "Beechnut." 11. You've never flown a nose-wheel airplane. 12. You refer to formation flying as "We got us a convoy." 13. Your matched set of lightweight flying luggage is 3 grocery bags from Piggly Wiggly. 14. You have a gun rack in the rear window. 15. You have more than one roll of duct tape holding your cowling on. 16. You figure mud and manure in your weight and balance calculations. 17. You siphon gas from your tractor to go flying. 18. You've never landed at an actual airport even though you've been flying for over 20-years. 19. You've ever ground looped to avoid hitting a cow. 20. You consider anything over 500-ft AGL as High Altitude Flying. 21. There are parts on your aircraft labeled "John Deere." 22. You don't own a current sectional, but have all the Texaco road maps for your area. 23. There's a brown streak down each side of your airplane; exhaust on the right side and tobacco on the left. 24. You have to buzz the strip to chase off the livestock before landing. 25. You use an old parachute for a portable hanger. 26. You've ever landed on Main Street for a cup of coffee. 27. The tread pattern, if any, on all three of your tires is different. 28. You have a pair of fuzzy dice and some small copper shoes hanging from the Magnetic Compass. 29. You put straw in the baggage compartment so your dogs don't get cold. 30. You've got matching bumper stickers on each side of the vertical stabilizer. 31. There are grass stains on the tips of your propeller. 32. Somewhere on your plane, there's a bumper sticker that reads "I'd rather be fishing." 33. You navigate with your ADF tuned to only AM country stations. 34. You think an ultra light is a new sissy beer from Budweiser. 35. Just before the crash, everybody on the UNICOM heard you say, "Hey Y'all-Watch This!" ________________________________________________________________________________
Date: Jul 26, 2002
From: "Boyd C. Braem" <bcbraem(at)comcast.net>
Subject: Re: RV-List: UPSAT GX60 -- 4G maximum?!
"rocket-list(at)matronics.com" Dan-- Obviously, you've never operated a high-energy particle accelerator! Ah, the memories of Brookehaven and Switzerland at CERN. Electrons have mass (let's say about 10 GeV (giga electron-volts) and mass is affected by gravity. We also know that a GPS receiver is nothing more than a VERY sensitive clock. Now, then, when you exceed 4 g, the electons get bogged down in the GPS receiver and get out just a tad slower--but slow enough to be detected by the GPS clock. If you're tracking more than four GPS satellites, some of them will be to the West and some of them to the East of you. The slow electrons will make the GPS clock think that you are farther away from the westerly satellites and perversely conversely farther away from the easterly satellites so that the triangulation calculations in the software will not reconcile. GPS receivers that are rated for aerobatics have thicker wires and a series of small op-amps that will "accelerate" the electrons depending on the internal g-meter reading (manufacturers call this "g-force electron drift"). This is why airplanes such as the Extra 300 cost so much more. You also made a major mistake in actually reading one of the manuals for electronic equipment, since they have to be back-translated from Chinese character figures--what's the Chinese character for electron-volts? Just trying to help. Boyd. Dan Checkoway wrote: > --> RV-List message posted by: "Dan Checkoway" > > In the specs for the UPSAT GX60 IFR GPS/Comm, it says: > > "Acceleration 4G maximum" > > Anybody know what the deal is with this? Is this horizontal acceleration? > > )_( Dan > ________________________________________________________________________________
Date: Jul 26, 2002
From: Scot Stambaugh <stambaug(at)qualcomm.com>
Subject: Re: RV-List: UPSAT GX60 -- 4G maximum?!
Ooooohhhh man is it getting thick out here;~} More than likely the G-limit has to do with the packaging and mechanical strength of the unit. Often circuit boards are held in the chassis with plastic clips and other similar medium duty hardware. Internal wiring is connected to the circuit boards through connectors. The connectors are soldered to the circuit board and the mass of the wire harness would pull at the solder joints under high G loads. We used test out boxes at 6 G continuous and 10 G spike but our units were fixed in a large rack of equipment and only had to withstand earth quake type activity. scot At 11:52 AM 7/26/2002, you wrote: > >Dan-- > >Obviously, you've never operated a high-energy particle accelerator! Ah, the >memories of Brookehaven and Switzerland at CERN. Electrons have mass (let's >say about 10 GeV (giga electron-volts) and mass is affected by gravity. We >also know that a GPS receiver is nothing more than a VERY sensitive clock. >Now, then, when you exceed 4 g, the electons get bogged down in the GPS >receiver and get out just a tad slower--but slow enough to be detected by the >GPS clock. If you're tracking more than four GPS satellites, some of them >will be to the West and some of them to the East of you. The slow electrons >will make the GPS clock think that you are farther away from the westerly >satellites and perversely conversely farther away from the easterly >satellites so that the triangulation calculations in the software will not >reconcile. GPS receivers that are rated for aerobatics have thicker wires >and a series of small op-amps that will "accelerate" the electrons depending >on the internal g-meter reading (manufacturers call this "g-force electron >drift"). This is why airplanes such as the Extra 300 cost so much more. You >also made a major mistake in actually reading one of the manuals for >electronic equipment, since they have to be back-translated from Chinese >character figures--what's the Chinese character for electron-volts? > >Just trying to help. > >Boyd. > > >Dan Checkoway wrote: > > > --> RV-List message posted by: "Dan Checkoway" > > > > In the specs for the UPSAT GX60 IFR GPS/Comm, it says: > > > > "Acceleration 4G maximum" > > > > Anybody know what the deal is with this? Is this horizontal acceleration? > > > > )_( Dan > > > > ________________________________________________________________________________
From: "Mike Duiven" <emduiven(at)chaffee.net>
Subject: Re: RV-List: UPSAT GX60 -- 4G maximum?!
Date: Jul 26, 2002
For what it is worth a GPS receiver tracks the GPS satellite's signals with what is called a phased lock loop. This phased lock loop uses an estimate of where the vehicle is to assure that the loop locks onto the correct cycle in the transmitted signal. This works fine in slow moving vehicles, such as cars, or fixed location survey instruments. For highly maneuverable vehicles, such as aircraft, the loop will loose lock unless it is aided with a prediction capability that provides an estimate of acceleration between update times. The UPSAT GX60 IFR GPS/Comm receiver probably does not have an acceleration aiding device, such as an accelerometer, to aid in the trajectory prediction process. Military aircraft use their inertial navigation systems to provide a "precise" estimate of the vehicles location to aid the phase lock loops in their GPS receivers when undergoing highly dynamic maneuvers. As you well know, the cost of military systems are beyond the range of many weekend aviators. ----- Original Message ----- From: "Boyd C. Braem" <bcbraem(at)comcast.net> Subject: Rocket-List: Re: RV-List: UPSAT GX60 -- 4G maximum?! > > Dan-- > > Obviously, you've never operated a high-energy particle accelerator! Ah, the > memories of Brookehaven and Switzerland at CERN. Electrons have mass (let's > say about 10 GeV (giga electron-volts) and mass is affected by gravity. We > also know that a GPS receiver is nothing more than a VERY sensitive clock. > Now, then, when you exceed 4 g, the electons get bogged down in the GPS > receiver and get out just a tad slower--but slow enough to be detected by the > GPS clock. If you're tracking more than four GPS satellites, some of them > will be to the West and some of them to the East of you. The slow electrons > will make the GPS clock think that you are farther away from the westerly > satellites and perversely conversely farther away from the easterly > satellites so that the triangulation calculations in the software will not > reconcile. GPS receivers that are rated for aerobatics have thicker wires > and a series of small op-amps that will "accelerate" the electrons depending > on the internal g-meter reading (manufacturers call this "g-force electron > drift"). This is why airplanes such as the Extra 300 cost so much more. You > also made a major mistake in actually reading one of the manuals for > electronic equipment, since they have to be back-translated from Chinese > character figures--what's the Chinese character for electron-volts? > > Just trying to help. > > Boyd. > > > Dan Checkoway wrote: > > > --> RV-List message posted by: "Dan Checkoway" > > > > In the specs for the UPSAT GX60 IFR GPS/Comm, it says: > > > > "Acceleration 4G maximum" > > > > Anybody know what the deal is with this? Is this horizontal acceleration? > > > > )_( Dan > > > > ________________________________________________________________________________
From: BrownScottA(at)aol.com
Date: Jul 28, 2002
Subject: Engine and prop for sale
Folks, I have an IO540 C4B5, 285hp engine for sale. Engine has been completely overhauled by Don George in Orlando and comes with started, alternator, airflow performance injection kit, and Rose electronic igntion. Asking $26k. Also, I have a new Hartzell 3 bladed prop for sale. Asking $6900. Please email me or call 561-373-3797. Scott ________________________________________________________________________________
From: JOHNTMEY(at)aol.com
Date: Jul 29, 2002
Subject: Re: Engine and prop for sale
Scott... I would be interested in that prop. Regards, John John Meyers Golden, CO HR2 ________________________________________________________________________________
From: Hr2pilot(at)aol.com
Date: Jul 29, 2002
Subject: (no subject)
Rocket II's rule at Oshkosh 02 John ________________________________________________________________________________
From: "ghrhodes" <ghrhodes(at)midsouth.rr.com>
Subject: Re: (no subject)
Date: Jul 29, 2002
What happened? Did someone win Grand Champion? Did a bunch show well? Some of us sat at home, TELL ALL! Congrats to John for the best home built design out there, lazy man copies included(mine). Howard Rocket II's rule at Oshkosh 02 John ________________________________________________________________________________
From: Hr2pilot(at)aol.com
Date: Jul 30, 2002
Subject: (no subject)
Congratulations To Alan Webb , Medford Or. Grand Champion Oshkosh 2002 HR II Congratulations David Howe Lemoore Ca. Reserve Grand Champion 2002 HR II John ________________________________________________________________________________
From: LKDAUDT2(at)aol.com
Date: Jul 30, 2002
Subject: Re: (no subject)
Congratulations as well... Those projects were absolutely #1 and deserved.. Larry F-1 #001 ________________________________________________________________________________
Subject: RE: Rocket-List Digest: 3 Msgs - 07/29/02
Date: Jul 30, 2002
From: "Frazier, Vincent A" <VFrazier(at)usi.edu>
FWIW, I was at Oshkosh from Sunday thru Saturday a.m. I'll try to get the pics posted tomorrow if they're aren't any fires here at work to put out. I counted at least 8 Rockets(or variants)attending. I tried to get pics of each. I took a bunch of pics of David Howe's engine installation. Very nice stuff. David was gracious enough to remove his cowling while Jim Stone and I were there. Suddenly there were about 50 people around it. I had to wonder how many of them were HR builders or just tire kickers? Anyway, you should have seen the procedure that David used to get the cowl off without scratching any paint. A real Mr. Gadget with all sorts of devices that did this and that. I particularly liked the telescoping jack that he used to support the carb air inlet during the lower cowl removal. I don't know if he'll win any awards, but it's possible. At least he should get a "Wow, that's a bitchin' Rocket award." I'm always patting myself on the back because I'm doing such a fine job on the Rocket.... then I get a kick in the groin when I see the stupendous quality of the stuff at Osh. Oh well, mine is for GO not for SHOW. :-) Mark Frederick was there with the usual F-1 stuff. He also was showing a cockpit mock up of the proposed F-2 Rocket. It's similar to an RV-6 layout but with the option of tricycle retract.... COOL! I want one. I finally got to meet John Harmon. Even got a way cool HR t-shirt from him to strut around in at the EAA meetings. I'll have to update a few items on my website based on info he shared with me. It was great to meet him and his new HRIII was very cool to see also. WOW! looks like fun! I should have my canopy bubble from Todd Silver delivered today or tomorrow. I'll let everyone know how it looks. If it looks as good as the prototype he made for me, it will be perfect. BTW, I saw lots of the stock RV-8 bubbles that were at Oshkosh that were very wavy.... what's up with that? Yuck. BTW, I looked everywhere for Luc and Fred. Wonder where they were? Vince Frazier 1946 Stinson, NC97535, flying F-1H Rocket, "Six Shooter", N540VF reserved, canopy installation stage
http://www.usi.edu/science/chemistry/vfrazier/page1.html ________________________________________________________________________________
From: "David Deffner" <deffner(at)glade.net>
Subject: Re: (no subject)
Date: Jul 30, 2002
CONGRATULATIONS!! Wow! I guess HRIIs did rule at Osh '02. Great job guys. Looking forward to the write up and pics in SA. Maybe someone has some pics that we could all view a little early? David ----- Original Message ----- From: <Hr2pilot(at)aol.com> Subject: Rocket-List: (no subject) > > Congratulations To Alan Webb , Medford Or. Grand Champion Oshkosh 2002 HR II > Congratulations David Howe Lemoore Ca. Reserve Grand Champion 2002 HR II > John > > ________________________________________________________________________________
From: "Tom Gummo" <t.gummo(at)verizon.net>
Subject: Re: (no subject)
Date: Jul 30, 2002
We have a builder here at Apple Valley Airport who has won two awards at OSH for an RV-4 and RV-6A. He just laughs when he leaves my hangar {at least, he doesn't do it to my face :-) }. I am just glad my bird flies. Please pass on my best wishes to the two award winners. Tom Apple Valley, CA ----- Original Message ----- From: <Hr2pilot(at)aol.com> Subject: Rocket-List: (no subject) > > Congratulations To Alan Webb , Medford Or. Grand Champion Oshkosh 2002 HR II > Congratulations David Howe Lemoore Ca. Reserve Grand Champion 2002 HR II > John > > ________________________________________________________________________________
Date: Jul 31, 2002
From: Harry Paine <hpaine(at)earthlink.net>
Subject: ALASKA TRIP
WE WILL BE CROSSING THE BORDER IN WASHINGTON INTO CANADA ON AUGUST 24 FLYING THE ALASKAN HWY TO WHEREVER THE WEATHER IS BEST! RETURNING TO THE US BORDER SEPT 1ST. NO CAMPING MOTELS ONLY. IF YOU CAN (NOT WANT) TO GO AND HAVE A FLYING AIRPLANE CONTACT ME. HARRY PAINE hpaine(at)earthlink.net ________________________________________________________________________________
Subject: rocket pics
Date: Aug 01, 2002
From: "Frazier, Vincent A" <VFrazier(at)usi.edu>
Guys, It occurs to me that if you switched a few vowels around then Mark Frederick's airplane would be "Chick Sex." Hmmmmmm, I like the sound of that. I wonder what Cheryl would think? Yes, yes, I have dain bramage from updating my website with Oshkosh pics. If you're interested, click the url below and then browse around to the Airshow pics link. Heck, I put pics everywhere.... pictures of various cockpits are in the fuselage page and pics of David Howe's engine installation are on the engine page. There are other pics scattered elsewhere..... even I can't remember what I did with them all. I'm gonna need a S-L-O-W airplane to commute to the airport. I can't get excited about ultralights, but a Storch could be flown outta my backyard. Anyone know where I can get a set of Slepcev Storch plans? Nestor won't sell 'em anymore 'cause he wants to sell the whole (grossly overpriced) kit. Vince Frazier 1946 Stinson, NC97535, flying F-1H Rocket, "Six Shooter", N540VF reserved, canopy installation stage <http://www.usi.edu/science/chemistry/vfrazier/page1.html> ________________________________________________________________________________
From: MeangreenRV4(at)aol.com
Date: Aug 01, 2002
Subject: Re: canopy options
In a message dated 8/1/2002 7:39:47 AM Pacific Daylight Time, bipetype(at)hotmail.com writes: > Hi Folks, > > Has anyone out there looked into building an F1 - either quick build or > slow > build - with a tip over canopy instead of the slider? Is it "do-able?" I > like formation flying and it would be nice to not have to look around a > windshield frame. > > Thanks. > > Tim - Pittsburgh > Why yes they have......its called a Harmon Rocket II ________________________________________________________________________________
From: FlyinJon(at)aol.com
Date: Aug 01, 2002
Subject: Re: canopy options
If you want that type of canopy on a "slow build" you need to get in touch with John Harmon because I don't think Team Rocket offers it, and besides John is the guy. John Lauer ________________________________________________________________________________
Subject: rocket pics
Date: Aug 02, 2002
From: "Frazier, Vincent A" <VFrazier(at)usi.edu>
Guys, Lui was gracious enough to send me some more Rocket pics taken at Tom Martin's recently. They're posted under the miscellaneous photos section about 1/3 of the way down this page. There are 47 new ones. http://www.usi.edu/science/chemistry/vfrazier/fuselage_construction.htm Lui's pics are vastly superior in quality to the ones I took. I had a cheap digital camera that wasn't worth the price of the batteries it used. If you can't access my site, try again later. Our servers are having spasms today and it's NOT your computer. Have fun, Vince Frazier 1946 Stinson, NC97535, flying F-1H Rocket, "Six Shooter", N540VF reserved, canopy installation stage <http://www.usi.edu/science/chemistry/vfrazier/page1.html> ________________________________________________________________________________
From: "Rick Bowen" <rollnloop(at)hotmail.com>
Subject: Vince Frazier
Date: Aug 02, 2002
Hey Vince, just wanted to tell you that I really appreciate your posts, and your great website! I have drooled over the Rocket ever since the II came out--even got a chance to sit in John's original II at Sun-n-Fun a few years back.(Yes, us "Bubba's", as Van calls large pilots, fit very well indeed in the Rocket!) Anyway, I plan on building a Rocket in the future(have a rag n tube taildragger I built and have been flying for a bit), and your GREAT info really keeps me enthused about my Rocket project that WILL take place!! This also goes for the rest of you builders/flyers of Rockets--keep it going please! Rick http://www.hotmail.com ________________________________________________________________________________
From: Morocketman(at)aol.com
Date: Aug 08, 2002
Subject: Re: (no subject)
Does anyone know Alan Webb and David Howe's e-mail addresses? I would like to congratulate them personally on doing the Rocket's so proud at the Big "O" Les Featherston, morocketman@AOL ________________________________________________________________________________
From: BrownScottA(at)aol.com
Date: Aug 11, 2002
Subject: Rocket for sale
F-1 ROCKET KIT, ENGINE, PROP,INSTRUMENTS FOR SALE I have for sale an F-1 Rocket kit, a completely overhauled IO-540 C4B5 engine (overhauled by Don George), and a new Hartzell 3-bladed prop. Instrumentation includes but not limited to: new Garmin 250XL radio, fuel guages, fuel pressure, EI volt/ammeter, manifold pressure guage, and more. Also included is a NavAid autopilot unit. Unit servo is installed and attached to the torgue tube. Wings are closed up and I have position and strobe lights as well as a tail white light. Also included is a F-1 Rocket tailgroup. Skeleton is built, ready to be skinned. This F-1 Rocket kit is extremely far along in its build. Electrical sub-panel complete including all circuit breakers installed. Interior Fuselage is complete. Fuel system complete with the exception of the installation of the electric fuel pump (included). Engine has the airflow performance kit, starter, alternator, Rose electronic ignition with the ring gear for high powered engines. Master solenoid, starter solenoid are included. Almost everything needed to complete rocket is included. Rocket could be flying in approx 5 months with some effort. Will sell this plane at an absolute steal at $70K!!!! I have much more than $70k in just parts for this plane. This is your chance to get into a Rocket economically. Call 561-848-3418 or cell 561-373-3797. ________________________________________________________________________________
From: "Wilson, James Mike" <james.mike.wilson(at)intel.com>
Subject: W&B
Date: Aug 12, 2002
All, I have an RV-4, AIO 360-200+hp angle valve, 125 hours. I won't go into about the plane but it is very custom. It weights 1078 empty with wood prop. I have a wood prop because I can afford a wood prop. In any case, the plane is configured such that I can move the battery to behind the passenger (from the firewall) to shift W&B to rear for either heavier CS prop or just to make it more fun to fly. The problem with more fun to fly is less utility W&B. My config right now is limited to 210lb passenger or 175 passenger + 25lb baggage. With battery in rear, keeping wood prop, I am limited to 175lb passenger. Bottom line, I have learned that to keep the RV4 fun to fly, one has to sacrifice utility. I am expecting this to be true with the Rocket also. I know there is no free lunch. My questions: My empty CG % of MAC is 16.22%. What is typical % of MAC for a Rocket? How do you manage W&B in a Rocket? What are typical passenger / baggage capacities? Is there a design description written up somewhere I could read? Does anyone out there do real acro in a Rocket (i.e. competition)? Thanks, Mike ________________________________________________________________________________
From: JOHNTMEY(at)aol.com
Date: Aug 20, 2002
Subject: SearchingForParts
Listers, Looking for: 1) Wheel pant mounting plates for HR-2 I see archive reference to Rob Attaway's. Any good ? Will they fit Van's 2-piece pants ? 2) Plastic laminate or sheet. What are trade names and where available ? This would be laminate or sheet that could be cut to panel or sub-panel shapes and engraved with placards etc. Thanks, John Meyers Golden, CO ________________________________________________________________________________
From: Fouga434(at)aol.com
Date: Aug 23, 2002
Subject: Re: Fw: Chub's Thoughts About Aviation
hey your cool wanna be jet jockey you plagerised it from the classic jet journal what a low life give the credit where its due ________________________________________________________________________________
Date: Aug 23, 2002
From: steve moore <smoorejr(at)pacbell.net>
Subject: Re: Fw: Chub's Thoughts About Aviation
Forwarded to me by my father, a retired jet jockey, who received it as a forward from a long list of retired jet jockeys. I have no idea of the original source, and have no pretensions about my own qualifications. Just thought it was good reading. ----- Original Message ----- From: <Fouga434(at)aol.com> Subject: Re: Rocket-List: Fw: Chub's Thoughts About Aviation > > hey your cool wanna be jet jockey you plagerised it from the classic jet > journal > what a low life give the credit where its due > > ________________________________________________________________________________
From: Hr2pilot(at)aol.com
Date: Aug 23, 2002
Subject: (no subject)
Congradulations Keith Peterson # 84 Harmon Rocket II To fly ________________________________________________________________________________
From: "Fred Weaver" <Mytyweav(at)flash.net>
Subject: Re: Fw: Chub's Thoughts About Aviation
Date: Aug 23, 2002
Right on Steve. It was good reading. Some guys just don't know how to kick back..... Weav ----- Original Message ----- From: steve moore <smoorejr(at)pacbell.net> Subject: Re: Rocket-List: Fw: Chub's Thoughts About Aviation > > Forwarded to me by my father, a retired jet jockey, who received it as a > forward from a long list of retired jet jockeys. I have no idea of the > original source, and have no pretensions about my own qualifications. Just > thought it was good reading. > ----- Original Message ----- > From: <Fouga434(at)aol.com> > To: > Subject: Re: Rocket-List: Fw: Chub's Thoughts About Aviation > > > > > > hey your cool wanna be jet jockey you plagerised it from the classic jet > > journal > > what a low life give the credit where its due > > > > > > ________________________________________________________________________________
From: Morocketman(at)aol.com
Date: Aug 23, 2002
Subject: Re: (no subject)
Congratulations to Keith Peterson upon flying his HRII. Does anyone have his e-mail address or phone number? Does anybody have a complete list of Rocketeers, builders/flyers of Harmon Rockets? Does anybody have the equivilent of a P.O.H. for the Rocket? Checklists? That they would not mind sharing without any liability assumed or expected. Use at your own risk. If not, does anybody have an interest in assembling P.O.H. or checklists in a forum on the internet? I have some ideas, but would certainly appreciate any feedback. Thanks, Les Featherston morocketman(at)AOL.com 417-466-4663 Mt. Vernon,MO HRII #127, N206KT, hope to fly soooooooooooon! ________________________________________________________________________________
From: "Jim Stone" <jrstone(at)insightbb.com>
Subject: Re: (no subject)
Date: Aug 23, 2002
Sounds like a great idea. I nominate you Les! Jim ----- Original Message ----- From: <Morocketman(at)aol.com> Subject: Re: Rocket-List: (no subject) > > Congratulations to Keith Peterson upon flying his HRII. Does anyone have > his e-mail address or phone number? > Does anybody have a complete list of Rocketeers, > builders/flyers of Harmon Rockets? > Does > anybody have the equivilent of a P.O.H. for the Rocket? Checklists? That > they would not mind sharing without any liability assumed or expected. Use > at your own risk. > If not, does > anybody have an interest in assembling P.O.H. or checklists in a forum on the > internet? I have some ideas, but would certainly appreciate any feedback. > Thanks, Les Featherston morocketman(at)AOL.com 417-466-4663 Mt. > Vernon,MO HRII #127, N206KT, hope to fly > soooooooooooon! > > ________________________________________________________________________________
From: Fouga434(at)aol.com
Date: Aug 23, 2002
Subject: Re: Fw: Chub's Thoughts About Aviation
plagerism is the issue.... real men don't take credit for stuff of others..... fellows you all support wanna beeee attitude the list was copied verbatim from classic jet journal that arrived in my mail box the night before...... go to cja website or get youir own issue its great reading but lets be honest ________________________________________________________________________________
From: "Fred Weaver" <Mytyweav(at)flash.net>
Subject: Re: Fw: Chub's Thoughts About Aviation
Date: Aug 23, 2002
Get a life......... ----- Original Message ----- From: <Fouga434(at)aol.com> Subject: Re: Rocket-List: Fw: Chub's Thoughts About Aviation > > plagerism is the issue.... real men don't take credit for stuff of > others..... fellows you all support wanna beeee attitude the list was copied > verbatim from classic jet journal that arrived in my mail box the night > before...... > go to cja website or get youir own issue its great reading but lets be honest > > ________________________________________________________________________________
From: Fouga434(at)aol.com
Date: Aug 23, 2002
Subject: Re: Fw: Chub's Thoughts About Aviation
I got one... seems like the walter mitties are flying steroided RVs with a fourth lever marked afterburner ________________________________________________________________________________
From: "Lee" <leetay(at)idcomm.com>
Subject: Fw: Chub's Thoughts About Aviation
Date: Aug 23, 2002
-----Original Message----- From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com]On Behalf Of Fouga434(at)aol.com Subject: Re: Rocket-List: Fw: Chub's Thoughts About Aviation * Rocket-List message posted by: Fouga434(at)aol.com plagerism is the issue.... real men don't take credit for stuff of others..... fellows you all support wanna beeee attitude the list was copied verbatim from classic jet journal that arrived in my mail box the night before * Plagerism-smagerism. You think CJA originated that article? Versions have been around since fighter pilots were first thought up. Like one of the other guys said, "Lighten up!" * Lee Taylor ________________________________________________________________________________
From: Hr2pilot(at)aol.com
Date: Aug 23, 2002
Subject: Re: Fw: Chub's Thoughts About Aviation
May be an F1 builder? ________________________________________________________________________________
Date: Aug 23, 2002
From: Bryant Butler <bryant_b(at)pacbell.net>
Get a life and a spell/grammar checker! ________________________________________________________________________________
From: "Paul Besing" <azpilot(at)extremezone.com>
Subject: Re: Fw: Chub's Thoughts About Aviation
Date: Aug 23, 2002
He never took credit for the post in the first place!! If he printed it in a magazine or newsletter or something, I could understand giving credit. But an email to a list for entertainment? Take some Xanex and relax my friend. Paul Besing RV-6A Sold (Waiting on the RV-10) http://www.lacodeworks.com/besing Kitlog Pro Builder's Log Software http://www.kitlog.com ----- Original Message ----- From: <Fouga434(at)aol.com> Subject: Re: Rocket-List: Fw: Chub's Thoughts About Aviation > > plagerism is the issue.... real men don't take credit for stuff of > others..... fellows you all support wanna beeee attitude the list was copied > verbatim from classic jet journal that arrived in my mail box the night > before...... > go to cja website or get youir own issue its great reading but lets be honest > > ________________________________________________________________________________
Date: Aug 23, 2002
From: steve moore <smoorejr(at)pacbell.net>
Subject: Re: Fw: Chub's Thoughts About Aviation
My father flew the T-6, F-80, F-84, F-86, F-100, F-102, F-106, F-104, and some others that I forget, but he still remembers. My brother flys F-18s and MD80s. I fly a Volkswagen Jetta, no afterburner. I don't "wanna be" anything. ----- Original Message ----- From: <Fouga434(at)aol.com> Subject: Re: Rocket-List: Fw: Chub's Thoughts About Aviation > > I got one... seems like the walter mitties are flying steroided RVs with a > fourth lever marked afterburner > > ________________________________________________________________________________
Date: Aug 25, 2002
From: Randy Pflanzer <f1rocket(at)comcast.net>
Subject: Website Update
Just a quick note to let folks know that in my weekly website update this week, I posted a building tip regarding a way to secure the elevator trim hinge pin. It's not particularly innovative and I didn't think of it first, but it is a tip none the less just in case you've never seen it before. The empennage is just about done and my QB should arrive in the next week or two. Then the real fun will begin. Have a great week! Randy #95 http://mywebpages.comcast.net/f1rocket/ ________________________________________________________________________________
Subject: RE: Rocket-List Digest: 17 Msgs - 08/23/02
Date: Aug 26, 2002
From: "Frazier, Vincent A" <VFrazier(at)usi.edu>
SNIP plagerism is the issue.... real men don't take credit for stuff of others..... SNIP Holy $#% ! Please don't ever look at my website then. I think all of it is copied from somewhere. Studies show that 99.9999% of us never, ever have an original thought in our entire lives, just replays of stuff that's been thought of before. The 0.0001% who do are called geniuses. Ouch, the truth hurts. Studies also show that ANYTHING found on the internet belongs in the 99.9999% pile! Have fun and try not to take this digital age stuff too seriously! All in fun, Vince ________________________________________________________________________________
From: "Lui" <signco(at)ev1.net>
Subject: Re: good relations
Date: Aug 26, 2002
A good reminder for you too John. You've changed. ---------------- ROCKET-LIST POLICY STATEMENT: The purpose of the Rocket-List is to provide a forum of discussion for things related to the construction and flying the Rocket-series aircraft. This Rocket-List is intended for use by Rocket pilots, builders and enthusiasts. The List's goals are to serve as an information resource to its members; to deliver high-quality content; to provide moral support; to foster comaraderie among builders and pilots; to promote the construction of safe, well-built aircraft; and to support the safe operation thereof. Reaching these goals requires the participation and cooperation of each and every member of the Rocket-List. > From: Hr2pilot(at)aol.com > Subject: Re: Rocket-List: Fw: Chub's Thoughts About Aviation > > > May be an F1 builder? ________________________________________________________________________________
From: "Fred Weaver" <Mytyweav(at)flash.net>
Subject: Re: good relations
Date: Aug 26, 2002
Ok all.... Can't we let this crap go? Let's get back to airplanes, building and flying. I finally got the white slip for registration of my Rocket. Now, the FAA or a DAR can finally inspect it and sign it off. Hope to get it through the process by October. Weav ----- Original Message ----- From: Lui <signco(at)ev1.net> Subject: Rocket-List: Re: good relations > > A good reminder for you too John. You've changed. > > ---------------- > ROCKET-LIST POLICY STATEMENT: The purpose of the Rocket-List is to > provide a forum of discussion for things related to the construction > and flying the Rocket-series aircraft. This Rocket-List is intended > for use by Rocket pilots, builders and enthusiasts. The List's goals > are to serve as an information resource to its members; to deliver > high-quality content; to provide moral support; to foster comaraderie > among builders and pilots; to promote the construction of safe, well-built > aircraft; and to support the safe operation thereof. Reaching these goals > requires the participation and cooperation of each and every member of the > Rocket-List. > > > From: Hr2pilot(at)aol.com > > Subject: Re: Rocket-List: Fw: Chub's Thoughts About Aviation > > > > > > May be an F1 builder? > > ________________________________________________________________________________
From: JOHNTMEY(at)aol.com
Date: Aug 26, 2002
Subject: Fuel Syst Question
Guys... some data on this exists in Archives but I want some current opinions. FUEL SYSTEM. I have an overhauled RSA and most of the fuel feed system from Airflow Performance. I am puzzling over that neato fuel filter, ... like where to install it, if at all. Some of my RV friends here in DEN are saying to install the fuel filter any which way, high or low, ahead of the firewall... no gascolator ! Seems pretty experimental to me... I'm an old-enough geezer to have flown many years exclusively behind firewalls with those little metal or glass bottles sitting low, just above the hot exhaust pipes. So far, so good. As I think about it though, what the heck is a gascolator accomplishing anyway if I put the AFP filter in-line. It will do a better job of particle filtration than a gascolator screen, and ... I think it will be easier to plumb ahead of the firewall. I am loath to place the filter under the cabin floor... though I've seen it done. Looking for water ? Still have the wing tank drains at the low points. Opinions and or experiences please. Thanks John Meyers Golden, CO HR2 1/2 done ________________________________________________________________________________
From: "Fred Weaver" <Mytyweav(at)flash.net>
Subject: Re: Fuel Syst Question
Date: Aug 26, 2002
I used a fuel filter that is also a water catch. I mounted it just forward of the fuel valve in the access area behind the firewall and between your legs. My fuel flow transducer is also located in the same general area. This keeps the area ahead of the firewall less crammed....... Weav ----- Original Message ----- From: <JOHNTMEY(at)aol.com> Subject: Rocket-List: Fuel Syst Question > > Guys... some data on this exists in Archives but I want some current > opinions. > FUEL SYSTEM. I have an overhauled RSA and most of the fuel feed system > from Airflow Performance. I am puzzling over that neato fuel filter, ... > like where to install it, if at all. Some of my RV friends here in DEN are > saying to install the fuel filter any which way, high or low, ahead of the > firewall... no gascolator ! Seems pretty experimental to me... I'm an > old-enough geezer to have flown many years exclusively behind firewalls with > those little metal or glass bottles sitting low, just above the hot exhaust > pipes. So far, so good. > > As I think about it though, what the heck is a gascolator accomplishing > anyway if I put the AFP filter in-line. It will do a better job of particle > filtration than a gascolator screen, and ... I think it will be easier to > plumb ahead of the firewall. I am loath to place the filter under the cabin > floor... though I've seen it done. > > Looking for water ? Still have the wing tank drains at the low points. > > Opinions and or experiences please. > > Thanks John Meyers Golden, CO HR2 1/2 done > > ________________________________________________________________________________
From: "Ron C" <ronc(at)metropolisdesign.com>
Subject: Fuel System Question
Date: Aug 26, 2002
Hey John- I don't have a gas collator on my rocket and here in Utah with an average humidity around 20% I never see water in my fuel tank drain samples. In 265 hours of flying I have had one engine cough. It lasted about one second. I think it may have been water in the fuel after a night in the Idaho back country. Can't be sure... but it may have been moisture. My fuel filters are race car type about 1.5 in. in dia x 4" long and are located between the tanks and the fuel selector valve in the forward stick bay. They are easy to access for annual inspections and are horizontally oriented. If you Velcro the stick surround panel to the longerons/floor beams you won't need tools to access them and you won't have as many ugly screws to look at. The filters rarely have any dirt or debris in them - mostly just a tiny bit of lint. Ron Carter N230RC ----Original Message----- From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of JOHNTMEY(at)aol.com Subject: Rocket-List: Fuel Syst Question Guys... some data on this exists in Archives but I want some current opinions. FUEL SYSTEM. I have an overhauled RSA and most of the fuel feed system from Airflow Performance. I am puzzling over that neato fuel filter, ... like where to install it, if at all. Some of my RV friends here in DEN are saying to install the fuel filter any which way, high or low, ahead of the firewall... no gascolator ! Seems pretty experimental to me... I'm an old-enough geezer to have flown many years exclusively behind firewalls with those little metal or glass bottles sitting low, just above the hot exhaust pipes. So far, so good. As I think about it though, what the heck is a gascolator accomplishing anyway if I put the AFP filter in-line. It will do a better job of particle filtration than a gascolator screen, and ... I think it will be easier to plumb ahead of the firewall. I am loath to place the filter under the cabin floor... though I've seen it done. Looking for water ? Still have the wing tank drains at the low points. Opinions and or experiences please. Thanks John Meyers Golden, CO HR2 1/2 done = = = = ________________________________________________________________________________
From: "Bob & Toodie Marshall" <rtmarshall(at)osbtown.com>
Subject: Re: Fuel Syst Question
Date: Aug 26, 2002
John Meyers, forget the gascolator if its higher than your fuel drains in level flight. if not it could catch that bit of water ? I use on one mine but never get any H2O anyway ? most gas suppliers do a pretty good job of water filtertration, as always we are the manufacturers. keep on trucking you will be flying before you know it ! Bob, Truckee,CA ----- Original Message ----- From: <JOHNTMEY(at)aol.com> Subject: Rocket-List: Fuel Syst Question > > Guys... some data on this exists in Archives but I want some current > opinions. > FUEL SYSTEM. I have an overhauled RSA and most of the fuel feed system > from Airflow Performance. I am puzzling over that neato fuel filter, ... > like where to install it, if at all. Some of my RV friends here in DEN are > saying to install the fuel filter any which way, high or low, ahead of the > firewall... no gascolator ! Seems pretty experimental to me... I'm an > old-enough geezer to have flown many years exclusively behind firewalls with > those little metal or glass bottles sitting low, just above the hot exhaust > pipes. So far, so good. > > As I think about it though, what the heck is a gascolator accomplishing > anyway if I put the AFP filter in-line. It will do a better job of particle > filtration than a gascolator screen, and ... I think it will be easier to > plumb ahead of the firewall. I am loath to place the filter under the cabin > floor... though I've seen it done. > > Looking for water ? Still have the wing tank drains at the low points. > > Opinions and or experiences please. > > Thanks John Meyers Golden, CO HR2 1/2 done > > ________________________________________________________________________________
Date: Aug 27, 2002
From: Rob Mokry <robmokry(at)pacbell.net>
Subject: Misc. Digest Comments
Good Info on the #2 cylinder TT! I'm running hot #5 with runner up of #2, Oil cooler behind #5 (would like some more info on the cooler scoop/baffle Bob). The Desert Storm camo paint scheme is a thing of the past as N540RM is in the paint shop. What next? a pillow for my butt? Boyd, How are those girly, Patty Wagstaff muffins (Lord J-7764-31) working out? Any apparent sag in the engine? I've got about 1/8" droop after 180hrs. Let's keep it lively! ________________________________________________________________________________
From: HR69GT(at)aol.com
Date: Aug 27, 2002
Subject: Re: Fuel Syst Question
John; I punch the sumps on my tanks very religiously and upon cleaning the gascolator this annual I found some corrosion and in the bowl that had to come from water. The aircraft was in the hanger while I was in Florida four months. I power flush this with the boost pump on. I have the complete Airflow system to which you are referring and they include drawings to install. If you don't have them call Airflow. They are very accommodating. TT in Indy ________________________________________________________________________________
Date: Sep 01, 2002
From: Matt Dralle <dralle(at)matronics.com>
Subject: Getting Bounced From Matronics Lists...
Dear Listers, I have two programs I run regularly to purge the various Matronics email lists of bad email addresses. I referred to these as my Email Weasels and there is a daily version that is run automatically every night at midnight and there is a and a monthly version that I run by hand at roughly 30-day intervals. The Daily Weasel grinds through the 8 to 10mb of bounced email that is generated each day looking for obvious things like "user unknown", "host unknown", and other things that usually mean the user's email address doesn't exist any longer. The Daily Weasel has been purging 5 to 10 email addresses each night. The Monthly Weasel gets more serious about the task and sends a single message to each list member with specially generated headers and content information. Any bounces or replies to these messages are considered errors and the email address is eligible for purging. This program is particularly useful for "weaseling out" email addresses that are actually being forwarded to by another email address that is subscribed to a List and otherwise would not be identifiable. The Monthly Weasel purges roughly 100 nonexistent email addresses each month when it is run. To check to see if your address has been removed by either of the Email Weasel programs, you can check the Weasel Status Web Page at the following URL: http://www.matronics.com/unsubscribed If you find your email address on the Weasel List, but are certain that everything is working fine now, simply go the Matronics Subscription page and resubscribe your address. No harm, no foul. The subscription URL is: http://www.matronics.com/subscribe That all having been said, I've noticed that the Daily Weasel may have been getting a little too aggressive in purging addresses recently and a number of people have written asking if and why they'd been dropped from the List. A couple of months ago I rewrote the Daily Weasel program to include a wider variety of errors and more aggressively purge. One of the new purge criteria that I added seems to occur a fair amount of the time (Connection Deferred) even though the address is really okay. As of today, I've removed the Connection Deferred criteria from the Daily Weasel Rule set and this should decrease the number of "false positives" and unnecessary unsubscribed. Again, if you get unsubscribed by either of the Email Weasel utilities, simply go to the subscription page and resubscribe: http://www.matronics.com/subscribe Best regards, Matt Dralle Matronics Email List Admin. 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 They that can give up essential liberty to obtain a little temporary safety deserve neither liberty nor safety. Benjamin Franklin Historical Review of Pennsylvania, 1759 ________________________________________________________________________________
From: "Russ Werner" <russ(at)maui.net>
Subject: Flap travel
Date: Sep 02, 2002
Can anyone tell me how much travel is required to get the flaps to 40 degrees? I'm building up the electric flap stuff and need to know the amount of up and down motion needed at the aft end of the flap weldment. Thanks, Russ HRII, Maui ________________________________________________________________________________
From: "Jim Stone" <jrstone(at)insightbb.com>
Subject: Re: Flap travel
Date: Sep 03, 2002
Hi Russ, I've got 5 3/4 inches of travel from flaps up to full down (42 deg). My push tubes are 6 1/8" long. Hope this helps. Jim Stone Louisville ----- Original Message ----- From: "Russ Werner" <russ(at)maui.net> Subject: Rocket-List: Flap travel > > Can anyone tell me how much travel is required to get the flaps to 40 > degrees? I'm building up the electric flap stuff and need to know the > amount of up and down motion needed at the aft end of the flap weldment. > > Thanks, > > Russ > HRII, Maui > > ________________________________________________________________________________
From: LarryWCarr(at)aol.com
Date: Sep 04, 2002
Subject: Re: Official Usage Guideline [Please Read] [Monthly Posting]
Please remove me from the rocket list and the RV list. My plans to build will be on hold for some time. Thank you. Larry W. Carr (LarryWCarr(at)aol.com) ________________________________________________________________________________
From: "Tom Gummo" <t.gummo(at)verizon.net>
"RV List"
Subject: Golden West Air Race
Date: Sep 06, 2002
The Aircraft Spruce Golden West Race was run today from Apple Valley Airport. Where were the RV series aircraft???? It turns out that only 19 planes entered. The was only one Harmon Rocket and one RV-8. There were 8 or 9 plastic planes. :-( Anyway, I wasn't able to find any results. Tom Gummo Bouncing Three Pointers and Smooth as Glass Two Pointers :-) ________________________________________________________________________________
From: "John Starn" <jhstarn(at)earthlink.net>
Subject: Re: Golden West Air Race
Date: Sep 06, 2002
Thats OK Tom everyone will get another chance on the Oct.11th Copperstate Race. IF Jim (A/S Pres.) follows thru with plans for a high HP class at Copperstate maybe we'll get the RV and Rocket racers at APV on the 10th and ready to race on the 11th. For more info get a hold of Aircraft Spruce and express your interest in same. KABONG --- Original Message ----- From: "Tom Gummo" <t.gummo(at)verizon.net> Subject: Rocket-List: Golden West Air Race > > The Aircraft Spruce Golden West Race was run today from Apple Valley > Airport. > Where were the RV series aircraft???? > It turns out that only 19 planes entered. > The was only one Harmon Rocket and one RV-8. > There were 8 or 9 plastic planes. :-( > Anyway, I wasn't able to find any results. > > Tom Gummo > Bouncing Three Pointers and Smooth as Glass Two Pointers :-) > > ________________________________________________________________________________
From: "Tom Gummo" <t.gummo(at)verizon.net>
"RV List"
Subject: New Class for Copperstate Race in Oct.
Date: Sep 09, 2002
Below is an email I just recieved from Jim Irwin of Aircraft Spruce. Below that is the news release for the race. Anyway, if enough people will enter, he will start a new 180+ HP or unlimited class for the race. Time to show off those bigger engines. John Harmon, you were going to Copperstate anyway, why don't you set the pace? As long as there are no more than two other unlimited racers, I might be able to get a third place plaque. :-) Tom Gummo Apple Valley, CA EAA Chapter 768 Pres Owner of the Slowest and Ugliest Harmon Rocket - N561FS but It is mine, It is paid for, and It flys great. (Thanks Van and John) ----- Original Message ----- From: "Jim Irwin" <jji(at)aircraftspruce.com> Subject: Re: Velocity Crash > Tom, > > Thanks for the nice email on Friday regarding the Golden West Air Race and > the update on the Velocity Crash. I'm glad that the guys got out of the > aircraft OK! We appreciate all of the help you gave us once again at Apple > Valley; we enjoy sponsoring these races and working with the good people at > EAA Chapter 768. We certainly can have an unlimited class for the > Copperstate and if we get enough entrants above 180 hp we will add the class > for the race in October; put the word out! > > Thanks again for all your help, and we'll see you next month. > > Best Regards, > > Jim Irwin > President, Aircraft Spruce > AIRCRAFT SPRUCE SCHEDULES SEVENTH ANNUAL COPPERSTATE DASH AIR RACE Corona, CA - Aircraft Spruce & Specialty will host the sixth annual Copperstate Dash Air Race this October on Friday the 11th. Co-sponsored by the EAA, the 286-nautical mile race is run between Apple Valley Airport (APV) in Victorville, CA and Coolidge Airport (P08), south of Phoenix. Most participants fly in the race and then visit the Copperstate Fly-In at the new Phoenix Regional Grand Valley (A39) Airport which runs October 10 - 13. The race is open to homebuilt and certificated aircraft, which race in separate categories. The four categories consist of Millennium, for aircraft with engines up to 180 horsepower; Phoenix for up to 160 horsepower; Flash Gordon for up to 120 horsepower and the Road Runners for those with 90 horsepower or less. Each category will have separate divisions for Experimentals and factory built aircraft. Pilots race against the clock and the three fastest times in each group are the winners. Plaques and gift certificates totaling $4,000 are presented to the winners each year during the Copperstate Fly-In Awards Banquet. Any pilot with current ratings and an appropriate airworthy aircraft can enter. There is a $30 non-refundable entry fee, payable to Aircraft Spruce, due with each entry form. All pilots must carry a $1 million liability policy that covers their flying to, during, and after the race. Temporary fuselage fuel tanks are not allowed and all pilots are required to obey the FARs. The race requires VFR conditions enroute, which has never been a problem in the past. "The Copperstate Dash is an exciting air race," said Aircraft Spruce President Jim Irwin. "People participate to have fun, and judging from the quips we hear on the radio, they do have a good time. Some people take the race very seriously, of course, but a lot of people simply run the course to be able to say they spent a day as an air race pilot. Many of the competitors come back year after year. It's a great way to get to a fly-in." Entry forms can be obtained by calling Jerry Aguilar at Aircraft Spruce & Specialty: (800) 824-1930; fax (909) 372-0555; or write to Jerry at 225 Airport Circle, Corona, CA 91720. Forms must be submitted by October 7. ________________________________________________________________________________
From: Ski2001a(at)aol.com
Date: Sep 10, 2002
Subject: pANEL LABELS
List, I am about to label up my RV-8 panel and cockpit and was looking for some recommendations on the best approach. My panel is "Van's gray" and am looking to use black lettering. I would like to do this right the first time and make it look professional. Give me some help here, Tom C. RV-8 Fastback ________________________________________________________________________________
From: "Lee" <leetay(at)idcomm.com>
Subject: pANEL LABELS
Date: Sep 11, 2002
List, I am about to label up my RV-8 panel and cockpit and was looking for some recommendations on the best approach. My panel is "Van's gray" and am looking to use black lettering. I would like to do this right the first time and make it look professional. Give me some help here, Tom C. RV-8 Fastback Hi, Tom. One of the most effective ways, and the least expensive, is Letraset transfer lettering. This is a transfer type lettering, which you apply to your panel any way you want, one letter at a time. It basically involves getting the transfer sheets, which are available in well-stocked office supply stores, then positioning the sheet where you want them, rubbing the sheet over the letter being transferred with a pencil, which transfers the letter off the sheet onto your panel. When the complete lettering job is done, then a clear protective coat is sprayed over the top, and it looks professionally silkscreened. Properly done, the lettering applied this way is as durable as any professionally done silkscreening job, and looks as good. The letter sheets are available in multitudes of colors, sizes, font styles, just about any way that you could possibly want. Check into the tutorial info that is available, follow the instructions faithfully, and you will have a beautiful job. It is somewhat demanding in that each and every letter must be hand-transferred, and your job is only as good as the care you take to get everything aligned and spaced properly, but it is an easy and cheap way of attaining a professional, durable job. And isn't that what we all want? I would caution that you not neglect the final clear-coat protective finish. The lettering looks great as applied, and is pretty tough, but without the clear-coat protective finish, it will get rubbed off eventually. The whole idea is to do it right the first time, so that it doesn't require redoing next year. Follow the instructions faithfully, and you will have the least problems. I've been using these systems for what seems like a hundred years, and every time I try to shortcut the system, I get to do it over again, right. Lee Taylor ________________________________________________________________________________
From: Hurd Maj Danny A <HurdDA(at)3DIV.USMC.MIL>
Subject: pANEL LABELS
Date: Sep 11, 2002
TOM, ANOTHER OPTION IS THE HANDHELD, SELF CONTAINED "BROTHER P-TOUCH" LABEL MAKER. AVAILABLE AT OFFICE DEPOT/STAPLES FOR $39/49/59, DEPENDING ON THE OPTIONS YOU WANT. TAPES ARE VARYING WIDTH FROM 3/8 TO 1", ABOUT $10 PER TAPE BUT IT LASTS ALONG TIME. DIFFERENT COLORS OF TAPE AVAILABLE...BLACK ON CLEAR, BLACK ON WHITE, RED ON CLEAR ETC. NEAT THING ABOUT THE P-TOUCH IS YOU COMPOSE THE LABEL ON THE LCD SCREEN, AND CAN CHANGE TEXT ATTRIBUTES LIKE FONT SIZE, BOLD, ITALIC, UNDERLINE, TWO-ROW ETC. THEN HIT PRINT, PRESS THE CUT-OFF BUTTON, PEEL THE BACK OFF AND YOU HAVE A PRE-SPACED, SELF ADHISIVE, DURABLE LABEL...IF ITS NOT THE WAY YOU LIKE, CHANGE THE ATTRIBUTES AND PRINT AGAIN. MOST USEFUL FOR ME WAS THE BLACK ON CLEAR. JUST LIKE 3M SCOTH MAGIC TAPE, THE CLEAR PART IS NEARLY INVISIBLE. DAN HURD HRII 666XX -----Original Message----- From: Lee [mailto:leetay(at)idcomm.com] Subject: RE: Rocket-List: pANEL LABELS List, I am about to label up my RV-8 panel and cockpit and was looking for some recommendations on the best approach. My panel is "Van's gray" and am looking to use black lettering. I would like to do this right the first time and make it look professional. Give me some help here, Tom C. RV-8 Fastback Hi, Tom. One of the most effective ways, and the least expensive, is Letraset transfer lettering. This is a transfer type lettering, which you apply to your panel any way you want, one letter at a time. It basically involves getting the transfer sheets, which are available in well-stocked office supply stores, then positioning the sheet where you want them, rubbing the sheet over the letter being transferred with a pencil, which transfers the letter off the sheet onto your panel. When the complete lettering job is done, then a clear protective coat is sprayed over the top, and it looks professionally silkscreened. Properly done, the lettering applied this way is as durable as any professionally done silkscreening job, and looks as good. The letter sheets are available in multitudes of colors, sizes, font styles, just about any way that you could possibly want. Check into the tutorial info that is available, follow the instructions faithfully, and you will have a beautiful job. It is somewhat demanding in that each and every letter must be hand-transferred, and your job is only as good as the care you take to get everything aligned and spaced properly, but it is an easy and cheap way of attaining a professional, durable job. And isn't that what we all want? I would caution that you not neglect the final clear-coat protective finish. The lettering looks great as applied, and is pretty tough, but without the clear-coat protective finish, it will get rubbed off eventually. The whole idea is to do it right the first time, so that it doesn't require redoing next year. Follow the instructions faithfully, and you will have the least problems. I've been using these systems for what seems like a hundred years, and every time I try to shortcut the system, I get to do it over again, right. Lee Taylor ________________________________________________________________________________
From: "Dave" <dmagaw(at)att.net>
Subject: Re: pANEL LABELS
Date: Sep 11, 2002
Buy a sheet of rub on transfers from Aircraft Spruce. Those sheets have have every control you can think of and then some. You can transfer the whole word or control name at one time--not letter at a time. Much easier to align. Clear coat afterwards of course. White on grey makes a very readable combination. Black would work better however on a real light grey. Works good, looks great. Dave Hey Fred Weaver--when is your rocket going to fly?? Missed you at Golden West. Dave ----- Original Message ----- From: "Lee" <leetay(at)idcomm.com> Subject: RE: Rocket-List: pANEL LABELS > > > List, > I am about to label up my RV-8 panel and cockpit and was looking for some > recommendations on the best approach. My panel is "Van's gray" and am > looking > to use black lettering. I would like to do this right the first time and > make > it look professional. > Give me some help here, > Tom C. > RV-8 Fastback > > Hi, Tom. > One of the most effective ways, and the least expensive, is Letraset > transfer lettering. This is a transfer type lettering, which you apply to > your panel any way you want, one letter at a time. It basically involves > getting the transfer sheets, which are available in well-stocked office > supply stores, then positioning the sheet where you want them, rubbing the > sheet over the letter being transferred with a pencil, which transfers the > letter off the sheet onto your panel. When the complete lettering job is > done, then a clear protective coat is sprayed over the top, and it looks > professionally silkscreened. > Properly done, the lettering applied this way is as durable as any > professionally done silkscreening job, and looks as good. The letter sheets > are available in multitudes of colors, sizes, font styles, just about any > way that you could possibly want. Check into the tutorial info that is > available, follow the instructions faithfully, and you will have a beautiful > job. It is somewhat demanding in that each and every letter must be > hand-transferred, and your job is only as good as the care you take to get > everything aligned and spaced properly, but it is an easy and cheap way of > attaining a professional, durable job. And isn't that what we all want? > I would caution that you not neglect the final clear-coat protective > finish. The lettering looks great as applied, and is pretty tough, but > without the clear-coat protective finish, it will get rubbed off eventually. > The whole idea is to do it right the first time, so that it doesn't require > redoing next year. Follow the instructions faithfully, and you will have > the least problems. I've been using these systems for what seems like a > hundred years, and every time I try to shortcut the system, I get to do it > over again, right. > > Lee Taylor > > ________________________________________________________________________________
Date: Sep 11, 2002
From: Randy Pflanzer <F1Rocket(at)comcast.net>
Subject: Re: pANEL LABELS
I'll offer yet another option. I have a printer attached to my PC that is capable of printing using a white ribbon. It is an ALPS-1600 printer. It is used to print color photographs. If you want black lettering, then any printer will do. Go to your local hobby shop and buy blank decal paper in 8.5 X 11 size. Compose all your labels using WORD or whatever and print them out. Apply them with decal set and clearcoat after you're all done. The decals are a little more tricky to apply than the clear label stock, but easier to hide with the clearcoat. This is the closest thing you can get to actual silk screening. I do have a picture of my RV-6 panel on my website under "F1 Rocket Project" and "Instrument Panel". Randy F1 Rocket #95 http://mywebpages.comcast.net/f1rocket/ ----- Original Message ----- From: Ski2001a(at)aol.com Date: Tuesday, September 10, 2002 10:45 pm Subject: Rocket-List: pANEL LABELS > > List, > I am about to label up my RV-8 panel and cockpit and was looking > for some > recommendations on the best approach. My panel is "Van's gray" and > am looking > to use black lettering. I would like to do this right the first > time and make > it look professional. > Give me some help here, > Tom C. > RV-8 Fastback > > > _- > =======================================================================_ -= - The Rocket-List Email Forum - > _- > =======================================================================_ -= !! NEW !! > _- > =======================================================================_ -= List Related Information > _- > ======================================================================= > > > > ________________________________________________________________________________
From: "Fred Weaver" <Mytyweav(at)flash.net>
Subject: Re: When am I going to fly?
Date: Sep 11, 2002
Would love to fly tomorrow BUT....... I'm in the middle of moving my residence up to Sutter Creek. It's sucking up all my time right now. I hope to get down to Phoenix and get the airplane final inspected and it's ready for gas. Won't be long... Couldn't go to Golden West because of the move AND I have the Tailwind down to swap out the oil cooler and associated oil lines. Also adding a Vernitherm. The crankcase also seems to have developed a crack near the boss that tensions the belt for the alternator. After we get a thorough examination of that area I will either get it TIG welded OR will buy another case. I'm sending the exhaust pipes down to Custom Thermal Coatings for Ceramic coating. Bottom line? Tailwind ought to be flying again in about a month. Hope you enjoyed Golden West... Weav ----- Original Message ----- From: Dave <dmagaw(at)att.net> Subject: Re: Rocket-List: pANEL LABELS > Hey Fred Weaver--when is your rocket going to fly?? Missed you at Golden > West. > > Dave > > ----- Original Message ----- > From: "Lee" <leetay(at)idcomm.com> > To: > Subject: RE: Rocket-List: pANEL LABELS > > > > > > > > List, > > I am about to label up my RV-8 panel and cockpit and was looking for some > > recommendations on the best approach. My panel is "Van's gray" and am > > looking > > to use black lettering. I would like to do this right the first time and > > make > > it look professional. > > Give me some help here, > > Tom C. > > RV-8 Fastback > > > > Hi, Tom. > > One of the most effective ways, and the least expensive, > is Letraset > > transfer lettering. This is a transfer type lettering, which you apply to > > your panel any way you want, one letter at a time. It basically involves > > getting the transfer sheets, which are available in well-stocked office > > supply stores, then positioning the sheet where you want them, rubbing the > > sheet over the letter being transferred with a pencil, which transfers the > > letter off the sheet onto your panel. When the complete lettering job is > > done, then a clear protective coat is sprayed over the top, and it looks > > professionally silkscreened. > > Properly done, the lettering applied this way is as durable as any > > professionally done silkscreening job, and looks as good. The letter > sheets > > are available in multitudes of colors, sizes, font styles, just about any > > way that you could possibly want. Check into the tutorial info that is > > available, follow the instructions faithfully, and you will have a > beautiful > > job. It is somewhat demanding in that each and every letter must be > > hand-transferred, and your job is only as good as the care you take to get > > everything aligned and spaced properly, but it is an easy and cheap way of > > attaining a professional, durable job. And isn't that what we all want? > > I would caution that you not neglect the final clear-coat > protective > > finish. The lettering looks great as applied, and is pretty tough, but > > without the clear-coat protective finish, it will get rubbed off > eventually. > > The whole idea is to do it right the first time, so that it doesn't > require > > redoing next year. Follow the instructions faithfully, and you will have > > the least problems. I've been using these systems for what seems like a > > hundred years, and every time I try to shortcut the system, I get to do it > > over again, right. > > > > Lee Taylor > > > > > > ________________________________________________________________________________
Date: Sep 11, 2002
From: Scot Stambaugh <sstambaugh(at)qualcomm.com>
Subject: looking for rocket guy
I met a Guy at the Bakersfield Rocket Fly-in who arrived in his purple and gray Rocket with a Sierra Flight systems EFIS 2000 in the panel. If you are out there on the list could you please respond as I have some questions about where you mounted the AHRS unit in your airplane. thanks, Scot Stambaugh ________________________________________________________________________________
From: "Russ Werner" <russ(at)maui.net>
Subject: Re: Panel
Date: Sep 11, 2002
Randy, Better start putting a bug up Dynon's butt, as they claim a top speed of 220KT on the Dynon EFIS system. That should only eliminate about half of their potential buyers! Or, maybe that is enough for an F1. ;-) Russ Werner HRII ----- Original Message ----- From: "Randy Pflanzer" <F1Rocket(at)comcast.net> Subject: Re: Rocket-List: pANEL LABELS > > I'll offer yet another option. > > I have a printer attached to my PC that is capable of printing using a > white ribbon. It is an ALPS-1600 printer. It is used to print color > photographs. If you want black lettering, then any printer will do. > > Go to your local hobby shop and buy blank decal paper in 8.5 X 11 > size. Compose all your labels using WORD or whatever and print them > out. Apply them with decal set and clearcoat after you're all done. > > The decals are a little more tricky to apply than the clear label > stock, but easier to hide with the clearcoat. This is the closest > thing you can get to actual silk screening. > > I do have a picture of my RV-6 panel on my website under "F1 Rocket > Project" and "Instrument Panel". > > Randy > F1 Rocket #95 > http://mywebpages.comcast.net/f1rocket/ > > > ----- Original Message ----- > From: Ski2001a(at)aol.com > Date: Tuesday, September 10, 2002 10:45 pm > Subject: Rocket-List: pANEL LABELS > > > > > List, > > I am about to label up my RV-8 panel and cockpit and was looking > > for some > > recommendations on the best approach. My panel is "Van's gray" and > > am looking > > to use black lettering. I would like to do this right the first > > time and make > > it look professional. > > Give me some help here, > > Tom C. > > RV-8 Fastback > > > > > > _- > > > =======================================================================_ > -= - The Rocket-List Email Forum - > > _- > > > =======================================================================_ > -= !! NEW !! > > _- > > > =======================================================================_ > -= List Related Information > > _- > > > ======================================================================= > > > > > > > > > > ________________________________________________________________________________
Date: Sep 11, 2002
From: Randy Pflanzer <F1Rocket(at)comcast.net>
Subject: Re: Panel
Very funny. Won't be enough for mine. That's one of the reasons for the backup airspeed indicator. The other reason is so that I can tell my HR flying friends exactly how much slower than me they are flying! Blue skies. Randy ----- Original Message ----- From: Russ Werner <russ(at)maui.net> Date: Wednesday, September 11, 2002 12:34 pm Subject: Re: Rocket-List: Panel > > Randy, > > Better start putting a bug up Dynon's butt, as they claim a top > speed of > 220KT on the Dynon EFIS system. That should only eliminate about > half of > their potential buyers! Or, maybe that is enough for an F1. ;-) > > Russ Werner > HRII > > > ----- Original Message ----- > From: "Randy Pflanzer" <F1Rocket(at)comcast.net> > To: > Subject: Re: Rocket-List: pANEL LABELS > > > > > > I'll offer yet another option. > > > > I have a printer attached to my PC that is capable of printing > using a > > white ribbon. It is an ALPS-1600 printer. It is used to print > color> photographs. If you want black lettering, then any printer > will do. > > > > Go to your local hobby shop and buy blank decal paper in 8.5 X 11 > > size. Compose all your labels using WORD or whatever and print them > > out. Apply them with decal set and clearcoat after you're all done. > > > > The decals are a little more tricky to apply than the clear label > > stock, but easier to hide with the clearcoat. This is the closest > > thing you can get to actual silk screening. > > > > I do have a picture of my RV-6 panel on my website under "F1 Rocket > > Project" and "Instrument Panel". > > > > Randy > > F1 Rocket #95 > > http://mywebpages.comcast.net/f1rocket/ > > > > > > ----- Original Message ----- > > From: Ski2001a(at)aol.com > > Date: Tuesday, September 10, 2002 10:45 pm > > Subject: Rocket-List: pANEL LABELS > > > > > > > > List, > > > I am about to label up my RV-8 panel and cockpit and was looking > > > for some > > > recommendations on the best approach. My panel is "Van's gray" and > > > am looking > > > to use black lettering. I would like to do this right the first > > > time and make > > > it look professional. > > > Give me some help here, > > > Tom C. > > > RV-8 Fastback > > > > > > > > > _- > > > > > > =======================================================================_ > -= - The Rocket-List Email Forum - > > > _- > > > > > > =======================================================================_ > -= !! NEW !! > > > _- > > > > > > =======================================================================_ > -= List Related Information > > > _- > > > > > > =======================================================================> > > > > > > > > > > > > > > > > > _- > =======================================================================_ -= - The Rocket-List Email Forum - > _- > =======================================================================_ -= !! NEW !! > _- > =======================================================================_ -= List Related Information > _- > ======================================================================= > > > > ________________________________________________________________________________
From: Morocketman(at)aol.com
Date: Sep 11, 2002
Subject: Re: Auto Pilots
Without any further thought, I would call Jim Younkin at Trutrak. It is supposed to be "trutrakflightsystems.com" , but I cannot get them on the web. I use my search engine and type in "trutrak autopilots", and they come up everytime. I purchased their DFC-250, and although I am still a couple of months till flying, I am convincenced you cannot do better. I checked all the features of everybody, and no one comes close for the $$$$. The best part is that the TruTrak A/P has it's own inertial platform. It is not dependent upon a turn coordinator or other instrument. I consider this a fantastic redundancy feature, since it would avoid the problems that besat (according to the latest accident reports) John F. Kennedy, JR. and Govenor Mel Carnahan's accidents. Its like having multi-instrument redundancy without having another instrument. i.e. I am installing a vacuum gyro horizon, and the electric TruTrak A/P. If perchance Dynon comes thru, the vacuum horizon goes in the hole where I planned an electric turn coordinator. Tell Jim I sent you and you"ll probably not get a discount, but it will help to introduce you to one of the finest gentlemen in aviation, not to mention the autopilot guru of the Century. (There's a pretty good joke hidden in there!) Les Featherston 417-466-4663 HRII N206KT 97% finished only 61% left to finish! ________________________________________________________________________________
Date: Sep 12, 2002
From: JOHNTMEY(at)aol.com
Subject: Panel Letters & Electrical
Thanks guys... I got the idea on clear coat for placards now. Electrical comment: Several months ago, someone asked if the RV8 (rear battery) electrical kit from Vans would work in HR. I tried that and it has worked pretty good. Nice to have Van's plan and all the parts. That long, expensive #2 cable from battery to starter-solenoid fits OK with the starter solenoid being clamped conveniently to the engine mount in such a way as to make use of the cable length without cuts. Still need to customize a #2 from the solenoid to the starter. This process brings up a couple questions: I got advice that my new Sky-Tec starter has a built-in solenoid and doesnt' need another ship's solenoid. Yikes ! Is that true ? (in which case the big ole' #2 is too short) and ... (2) the ship's starter solenoid should be mounted horizontal so that g-loads won't close it (engage the starter)... almost sounds like urban legend ... anyone have advice on that ? John Meyers Golden, CO HR ________________________________________________________________________________
From: "Dallas Benham" <dlbenham(at)smithville.net>
Subject: Re: Panel Letters & Electrical
Date: Sep 12, 2002
John: the following is from Sky- tech advertising skytecair.com I believe the solenoid you are referring to is the actuator. See next to last line in the ad below. (I installed a sky tec on 398DB and used the original firewall mounted starter solenoid. Works great!!!!!) Highly recommended by me since my original Delco-Remy puked! Dallas Specifications: Type: 6-Pole Permanent Magnet, 4.3:1 planetary gear-reduction. Weight: 7.8 pounds. Power Output: Typical 2.03BHp @ 90% of rated battery voltage. Torque: Typical 230 ft/lb @112 RPM @ 90% of rated battery voltage. Current: Typical, cranking new IO-540 @ 160RPM: 185A @42ft/lb (12 Volt Starter) 95A @ 42ft/lb (24 Volt Starter) Actuator: Electromechanical Solenoid (no Bendix Drive!) Mount: Precision-machined cast aluminum ________________________________________________________________________________
From: Morocketman(at)aol.com
Date: Sep 12, 2002
Subject: Re: Panel Letters & Electrical
Hi John, Likewise on my Sky-Tec starter. Used the ships existing solinoid with good results. I love the starter as my RV-4 powered with Lycoming IO-360 will almost taxi to the end of the runway with starter power alone. Of course I don't do this because with that much torque the engine (usually) starts on the second blade. By the way, how much "g" loading did you calculate would be required to close the horizontal starter solinoid??? As I recall, you are too old for 7 or 10 "g"s! My old fighter pilot "roids" cannot stand over two "g"s anymore. Sorry, I forgot the list was not for personal info. You guy's who are flying (Rocketeers), please keep telling us who are building (Rocketears) how great the Rocket's are. Les Featherston HRII #127 N206KT 97% finished only 61% left. ________________________________________________________________________________
From: "Pender" <pender(at)airmail.net>
Subject: Tail feathers
Date: Sep 12, 2002
Rocket men, If one were to take on a Harmon project, would an RV-8 tail be desirable over the stock -4 tail? If so, how adaptable is a -8 tail to the -4 fus? Bryan ________________________________________________________________________________
Date: Sep 12, 2002
From: Harry Paine <hpaine(at)earthlink.net>
Subject: Alaska trip
The trip to alaska in 266HP was great. She flew like a swiss watch. 6100 miles 32.5 hours 320 gals, flew real low power setting of 2200 rpm and 20" at 8-10 K averaging 11.5 -12 gph 170 -180 kts true. To bad so sad to those who bailed out on me! you guys missed a terrific time. 266hhp flew so well when I got her trimed out and had flown an hour or so & getting butt freeze I would have my 25 yr old son matt take over for a while so I could stretch then I would notice we were slightly off course but still straight & level and I would ask "You got it? Hed say I thot you did!! This must have happened at least five times on the trip. For those that are interested in the full blow trip report & pictures email me off the list ! & when I get done with everything I can email you. Harry Paine 266HP HR11a ________________________________________________________________________________
From: "Tom Martin" <fairlea(at)execulink.com>
Subject: Tail feathers
Date: Sep 13, 2002
Bryan I have used an RV8 tail on both of my HRIIs. It is a lot easier to build than a 4 tail and I believe the added vertical tail surfaces are a benefit. Some argue that the elevators are a little small but I can only say that I have not experienced any problems. Tom Martin -----Original Message----- From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com]On Behalf Of Pender Subject: Rocket-List: Tail feathers Rocket men, If one were to take on a Harmon project, would an RV-8 tail be desirable over the stock -4 tail? If so, how adaptable is a -8 tail to the -4 fus? Bryan ________________________________________________________________________________
From: "Tom Martin" <fairlea(at)execulink.com>
Subject: Alaska trip
Date: Sep 13, 2002
Harry I think a full blown report of your trip, on this list, is in order. My longest flight to date is from southern ontario, canada, to Prescott Arizona. These planes are amazing cross country machines. Tell us about your adventure to Alaska. Tom Martin -----Original Message----- From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com]On Behalf Of Harry Paine Subject: Rocket-List: Alaska trip The trip to alaska in 266HP was great. She flew like a swiss watch. 6100 miles 32.5 hours 320 gals, flew real low power setting of 2200 rpm and 20" at 8-10 K averaging 11.5 -12 gph 170 -180 kts true. To bad so sad to those who bailed out on me! you guys missed a terrific time. 266hhp flew so well when I got her trimed out and had flown an hour or so & getting butt freeze I would have my 25 yr old son matt take over for a while so I could stretch then I would notice we were slightly off course but still straight & level and I would ask "You got it? Hed say I thot you did!! This must have happened at least five times on the trip. For those that are interested in the full blow trip report & pictures email me off the list ! & when I get done with everything I can email you. Harry Paine 266HP HR11a ________________________________________________________________________________
From: "Loren Harmon" <landsharmon(at)attbi.com>
Subject: Tail feathers
Date: Sep 13, 2002
Bryan, An F-1 tail would be even better for more tail surface, and are available through Team Rocket. They are more like an RV-4 tail to build. Loren Harmon ________________________________________________________________________________
Date: Sep 13, 2002
From: Harry Paine <hpaine(at)earthlink.net>
Subject: picture
> >Harry > I think a full blown report of your trip, on this list, is in > order. My >longest flight to date is from southern ontario, canada, to Prescott >Arizona. These planes are amazing cross country machines. Tell us about >your adventure to Alaska. Hm I might but Don't want to bore everyone with details that don't concern aviation but I think for my own benefit are needed. here is just one pic. The two guy in front of the damn good airplane DGA-15 howard are my son (tall blond guy) and Lynn Ellis onwer of ellis air service who gave us a flight seeing ride in the howard over wrangell national park. It was spectacular! Harry >Tom Martin > >-----Original Message----- >From: owner-rocket-list-server(at)matronics.com >[mailto:owner-rocket-list-server(at)matronics.com]On Behalf Of Harry Paine >To: Boyd C. Braem >Subject: Rocket-List: Alaska trip > > >The trip to alaska in 266HP was great. She flew like a swiss watch. 6100 >miles 32.5 hours 320 gals, flew real low power setting of 2200 rpm and 20" >at 8-10 K averaging 11.5 -12 gph 170 -180 kts true. To bad so sad to those >who bailed out on me! you guys missed a terrific time. 266hhp flew so well >when I got her trimed out and had flown an hour or so & getting butt freeze >I would have my 25 yr old son matt take over for a while so I could stretch >then I would notice we were slightly off course but still straight & level >and I would ask "You got it? Hed say I thot you did!! This must have >happened at least five times on the trip. For those that are interested in >the full blow trip report & pictures email me off the list ! & when I get >done with everything I can email you. > >Harry Paine >266HP HR11a > > ________________________________________________________________________________
From: Mlfred(at)aol.com
Date: Sep 13, 2002
Subject: Re: Tail feathers
In a message dated 9/12/2002 10:55:18 PM Central Daylight Time, pender(at)airmail.net writes: > If one were to take on a Harmon project, would an RV-8 tail be desirable > over the stock -4 tail? If so, how adaptable is a -8 tail to the -4 fus? > > Bryan > Hey Bryan: The 4 emp allows some wiggle in turbulence (smallish V sfcs), but has the correct elev sizing. The -8 emp reduces the wiggle, but the elevs are right at min size. The F1 emp has the best of both, plus the better TE design and attach points. All will fit the same attach points on the fuse. Cheers Mark ________________________________________________________________________________
From: "Pender" <pender(at)airmail.net>
Subject: More on tail feathers
Date: Sep 13, 2002
Who can tell me, of all the rv series which has the elevator with the greatest surface area? (aside from the F1 which I assume is the largest). Bryan ________________________________________________________________________________
From: "Tom Gummo" <t.gummo(at)verizon.net>
Subject: Re: Panel Letters & Electrical
Date: Sep 13, 2002
Guys, A Rocket won his class in the last Golden West Air Race: Unlimited Place Pilot - Aircraft - Time - Avg. Speed Kts 1st Jim Webber - Harmon Rocket 260HP- 1:41:11 - 199.24 2nd Doug Shell - Velocity 300HP- 1:49:14 - 184.56 They fly GREAT. Thanks John and Van. Tom Gummo Apple Valley, CA N561FS - Flying Rocket #78 - ----- Original Message ----- From: <Morocketman(at)aol.com> Subject: Re: Rocket-List: Panel Letters & Electrical > > Hi John, Likewise on my Sky-Tec starter. Used the ships existing solinoid > with good results. I love the starter as my RV-4 powered with Lycoming > IO-360 will almost taxi to the end of the runway with starter power alone. > Of course I don't do this because with that much torque the engine (usually) > starts on the second blade. By the way, how much "g" loading did you > calculate would be required to close the horizontal starter solinoid??? As I > recall, you are too old for 7 or 10 "g"s! My old fighter pilot "roids" > cannot stand over two "g"s anymore. Sorry, I forgot the list was not for > personal info. > You guy's who are flying (Rocketeers), please > keep telling us who are building (Rocketears) how great the Rocket's are. > Les > Featherston HRII #127 N206KT 97% finished only 61% left. > > ________________________________________________________________________________
From: "Pender" <pender(at)airmail.net>
Subject: Re: Tail feathers
Date: Sep 13, 2002
There you have it! Thanks Mark! BP ----- Original Message ----- From: <Mlfred(at)aol.com> Subject: Re: Rocket-List: Tail feathers > > In a message dated 9/12/2002 10:55:18 PM Central Daylight Time, > pender(at)airmail.net writes: > > > > If one were to take on a Harmon project, would an RV-8 tail be desirable > > over the stock -4 tail? If so, how adaptable is a -8 tail to the -4 fus? > > > > Bryan > > > > Hey Bryan: > > The 4 emp allows some wiggle in turbulence (smallish V sfcs), but has the > correct elev sizing. The -8 emp reduces the wiggle, but the elevs are right > at min size. The F1 emp has the best of both, plus the better TE design and > attach points. > All will fit the same attach points on the fuse. > > Cheers > Mark > > ________________________________________________________________________________
Date: Sep 13, 2002
From: "Boyd C. Braem" <bcbraem(at)comcast.net>
Subject: Re: Panel Letters & Electrical
John-- 1. Advice from Robert Nuckolls (host of the AeroElectric List) is to use a separate contactor with an IN5400 diode (Radio Shack) across the coil (your contactor may have the diode built-in) with the Sky-Tech starter. From the contactor to the starter, you can use #2 welding cable which is much more flexible and doesn't have to be "clocked". 2. The g-forces that we see in our planes will not close the starter contactor points. Boyd RV-Super 6 Venice, FL JOHNTMEY(at)aol.com wrote: > > Thanks guys... I got the idea on clear coat for placards now. > > Electrical comment: Several months ago, someone asked if the RV8 (rear battery) electrical kit from Vans would work in HR. I tried that and it has worked pretty good. Nice to have Van's plan and all the parts. That long, expensive #2 cable from battery to starter-solenoid fits OK with the starter solenoid being clamped conveniently to the engine mount in such a way as to make use of the cable length without cuts. Still need to customize a #2 from the solenoid to the starter. This process brings up a couple questions: I got advice that my new Sky-Tec starter has a built-in solenoid and doesnt' need another ship's solenoid. Yikes ! Is that true ? (in which case the big ole' #2 is too short) and ... > > (2) the ship's starter solenoid should be mounted horizontal so that g-loads won't close it (engage the starter)... almost sounds like urban legend ... anyone have advice on that ? > > John Meyers Golden, CO HR > ________________________________________________________________________________
Date: Sep 13, 2002
From: "Boyd C. Braem" <bcbraem(at)comcast.net>
Subject: Re: Alaska trip
Harry-- That's almost exactly what I get with 325 hp and 50% power. 9,500 - 10,500 msl, 19 - 20" map, 2200 rpm, 11.5 gph and 195 mph. Hartzell M2YR 80" prop and RSA fuel injection. LightSpeed EI and Bendix mag. Let's hear about the trip! Boyd RV-Super 6 Venice, FL (second oldest avg. population in the USA) Harry Paine wrote: > > The trip to alaska in 266HP was great. She flew like a swiss watch. 6100 > miles 32.5 hours 320 gals, flew real low power setting of 2200 rpm and 20" > at 8-10 K averaging 11.5 -12 gph 170 -180 kts true. To bad so sad to those > who bailed out on me! you guys missed a terrific time. 266hhp flew so well > when I got her trimed out and had flown an hour or so & getting butt freeze > I would have my 25 yr old son matt take over for a while so I could stretch > then I would notice we were slightly off course but still straight & level > and I would ask "You got it? Hed say I thot you did!! This must have > happened at least five times on the trip. For those that are interested in > the full blow trip report & pictures email me off the list ! & when I get > done with everything I can email you. > > Harry Paine > 266HP HR11a ________________________________________________________________________________
Date: Sep 15, 2002
From: Harry Paine <hpaine(at)earthlink.net>
Subject: I once considered this airplane
MY Opinion only Questair Venture unsafe at any speed!! A former fighter pilot was killed at the Reno National Championship Air Races when his sport class racer disintegrated at about 300 mph and plunged 100 feet into sagebrush. Tommy Rose of Hickory, Miss., a member of the Mississippi Air National Guard, died Friday in the crash directly opposite the grandstands at the Reno Stead airport 10 miles north of Reno. Reno Air Racing Association President Mike Houghton said in a statement that the plane apparently got caught in wake turbulence or rough air from another plane, which caused the plane's nose to bob and the tail to fall off. Rose had been competing in the sport class since its inception in 1998. He was making his fourth appearance at the annual air races. It was the 15th fatality in the 39-year history of the races and the first since 1999. The race was red-flagged. As other pilots began to land, another Questair Venture flown by Michael Dacey of Pismo Beach, Calif., groundlooped off the runway and crashed after two attempts to land, witnesses said. Dacey emerged from the plane unharmed. "He touched down and kind of went off the runway, then powered up and went around,"said fellow pilot Darryl Greenmayer."This time, the gear collapsed, causing the plane to go left and groundloop, or spin around on the ground." After investigators had a chance to check the scene, the afternoon's final race was held with the unlimiteds taking to the air. Race officials said the championships would continue through Sunday. A moment of silence was observed before Saturday's sport class race. Sport class planes are kit-built aircraft powered by a 650 cubic inch engine in the 300 horsepower range. Questair produces one of the kits used for the planes. Information from: Reno Gazette-Journal At the rate they are being crashed there won't be any left to fly Harry Paine ________________________________________________________________________________
Date: Sep 15, 2002
From: Sam Knight <knightair(at)lv.rmci.net>
Subject: Knight Aircraft Upholstery for Rocket
Rocket Builders: I have been in the upholstery business for 28 years and have been making upholstery products for kitplanes for 16 years. I have interior kits available for the Harmon Rocket. I also have cabin covers and other items. I am the supplier of upholstery products for several kitplane manufacturers. A list of other kitplane interior products available upon request. For more information, call Knight Aircraft Interiors, Inc., at (702) 207-6681 or e-mail me at knightair(at)lv.rmci.net. If you e- mail for information, please mention either "Knight" or "Upholstery" in your reference line so I can give your request my immediate attention. Photos available upon request. Sincerely, KNIGHT AIRCRAFT INTERIORS, INC. "Fly by Knight" Upholstery Products Sam Knight ________________________________________________________________________________
From: "gretz aero" <warrengretz(at)gretzaero.com>
"Tailwind-List" , "RV-List" , "Rocket-List" , "Lancair-List" , "Glasair-List" , "EZ-List" , "AeroElectric-List" , "Avionics-List"
Subject: Gretz Aero at Copperstate
Date: Sep 15, 2002
Hello listers, This is inform you that Gretz Aero will have a booth at Copperstate EAA Regional Fly-In this year. The dates of the Fly-In are October 10, 11, 12, and 13th. The Gretz Aero booth will be in booth spaces 11,12 and 13. Stop by and say hello. We will have "show special" pricing on some popular items. Copperstate is at a new location this year and is located south of the Phoenix metro area at the Phoenix Regional Grand Valley Airport (A39). Copperstate has a webpage at http://www.copperstate.org for more information. You can visit the Gretz Aero webpage at http://www.gretzaero.com to get an idea of the Gretz Aero products before you arrive at Copperstate. See you there! Warren Gretz Gretz Aero 720-308-0010 cell days 303-770-3811 home office, evenings and weekends ________________________________________________________________________________
From: "Wilson, James Mike" <james.mike.wilson(at)intel.com>
Subject: Tail feathers
Date: Sep 16, 2002
So is the rocket emp. sold as a kit or is it some parts changes to the -4 emp? Also curious if or why not the titanium gear would fit on a -4. Mike RV4 -----Original Message----- From: Mlfred(at)aol.com [mailto:Mlfred(at)aol.com] Subject: Re: Rocket-List: Tail feathers In a message dated 9/12/2002 10:55:18 PM Central Daylight Time, pender(at)airmail.net writes: > If one were to take on a Harmon project, would an RV-8 tail be desirable > over the stock -4 tail? If so, how adaptable is a -8 tail to the -4 fus? > > Bryan > Hey Bryan: The 4 emp allows some wiggle in turbulence (smallish V sfcs), but has the correct elev sizing. The -8 emp reduces the wiggle, but the elevs are right at min size. The F1 emp has the best of both, plus the better TE design and attach points. All will fit the same attach points on the fuse. Cheers Mark ________________________________________________________________________________
From: "Tom Martin" <fairlea(at)execulink.com>
Subject: Tail feathers
Date: Sep 16, 2002
Mike The F1 rocket tail kit is a complete kit, There are no RV parts included. As for the titanium gear legs fitting a RV4, no, they will not. The motor mount gear sockets are different. Modifying your project is always your option, I like the feel of the titanium gear legs. Tom Martin -----Original Message----- From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com]On Behalf Of Wilson, James Mike Subject: RE: Rocket-List: Tail feathers So is the rocket emp. sold as a kit or is it some parts changes to the -4 emp? Also curious if or why not the titanium gear would fit on a -4. Mike RV4 -----Original Message----- From: Mlfred(at)aol.com [mailto:Mlfred(at)aol.com] Subject: Re: Rocket-List: Tail feathers In a message dated 9/12/2002 10:55:18 PM Central Daylight Time, pender(at)airmail.net writes: > If one were to take on a Harmon project, would an RV-8 tail be desirable > over the stock -4 tail? If so, how adaptable is a -8 tail to the -4 fus? > > Bryan > Hey Bryan: The 4 emp allows some wiggle in turbulence (smallish V sfcs), but has the correct elev sizing. The -8 emp reduces the wiggle, but the elevs are right at min size. The F1 emp has the best of both, plus the better TE design and attach points. All will fit the same attach points on the fuse. Cheers Mark ________________________________________________________________________________
From: "Kendall Garrison" <kgarrison(at)hot.rr.com>
Subject: Re: Knight Aircraft Upholstery for Rocket
Date: Sep 16, 2002
Please send some info my way. I am working on an F1 Rocket and will need some interior work down the road and want to check out all my options. My physical address is: Kendall Garrison 9513 Casa Grande Woodway, TX 76712 Thanks Kendall ----- Original Message ----- From: "Sam Knight" <knightair(at)lv.rmci.net> Subject: Rocket-List: Knight Aircraft Upholstery for Rocket > > > Rocket Builders: > > I have been in the upholstery business for 28 years and have been making > upholstery products for kitplanes for 16 years. I have interior kits > available for the Harmon Rocket. I also have cabin covers and other items. > I am the supplier of upholstery products for several kitplane manufacturers. > A list of other kitplane interior products available upon request. > > For more information, call Knight Aircraft Interiors, Inc., at (702) > 207-6681 or e-mail me at knightair(at)lv.rmci.net. If you e- mail for > information, please mention either "Knight" or "Upholstery" in your > reference line so I can give your request my immediate attention. Photos > available upon request. > > Sincerely, > KNIGHT AIRCRAFT INTERIORS, INC. > "Fly by Knight" Upholstery Products > > Sam Knight > > ________________________________________________________________________________
Date: Sep 17, 2002
From: Scot Stambaugh <sstambaugh(at)qualcomm.com>
Subject: V-speeds
I am creating a document and I need V-speeds for the rocket. Does anybody have a good estimate for the following: Vx Best angle of climb Vy Best Rate of climb Vso Stall dirty Vs1 stall clean Va Maneuvering speed White arc Green arc yellow arc Vne never exceed Thanks for your help, scot ________________________________________________________________________________
Date: Sep 17, 2002
From: "Boyd C. Braem" <bcbraem(at)comcast.net>
Subject: Re: V-speeds
For an HRII contact John Harmon: hr2pilot(at)aol.com For an F-1 contact Mark Fredericks: mlfred(at)aol.com Scot Stambaugh wrote: > > I am creating a document and I need V-speeds for the rocket. Does anybody > have a good estimate for the following: > > Vx Best angle of climb > Vy Best Rate of climb > Vso Stall dirty > Vs1 stall clean > Va Maneuvering speed > White arc > Green arc > yellow arc > Vne never exceed > > Thanks for your help, > > scot ________________________________________________________________________________
From: "Tom Martin" <fairlea(at)execulink.com>
Subject: rocket for sale
Date: Sep 17, 2002
As much as I hate to part with this plane I cannot own two rockets at the same time. My next project is nearing completion and I am selling my Harmon Rocket. This is the third airplane that I have build, and the second rocket. It is well equiped, 150 hours TT. If you are interested, or know of some one who is, please email me privately at fairlea(at)execulink.com or call 519-631-1369. Please forgive me for this commercial email, I will not abuse the list further. Thank you Tom Martin ________________________________________________________________________________
Date: Sep 18, 2002
From: P M Condon <pcondon(at)mitre.org>
Subject: Re: rocket for sale
Most rocket folks, being of kindrid spirit in some ways, need to know this.. what is this next project?? I mean you are giving up a flying rocket for it.... :) Subject: Rocket-List: rocket for sale As much as I hate to part with this plane I cannot own two rockets at the same time. My next project is nearing completion and I am selling my Harmon Rocket. This is the third airplane that I have build, and the second rocket. It is well equiped, 150 hours TT. If you are interested, or know of some one who is, please email me privately at fairlea(at)execulink.com or call 519-631-1369. Please forgive me for this commercial email, I will not abuse the list further. Thank you Tom Martin ________________________________________________________________________________
From: "Tom Martin" <fairlea(at)execulink.com>
Subject: rocket for sale
Date: Sep 18, 2002
I am working on a F1, all the pieces are in place, and I am looking forward to another first flight later this year or early next. Tom Most rocket folks, being of kindrid spirit in some ways, need to know this.. what is this next project?? I mean you are giving up a flying rocket for it.... :) Subject: Rocket-List: rocket for sale As much as I hate to part with this plane I cannot own two rockets at the same time. My next project is nearing completion and I am selling my Harmon Rocket. This is the third airplane that I have build, and the second rocket. It is well equiped, 150 hours TT. If you are interested, or know of some one who is, please email me privately at fairlea(at)execulink.com or call 519-631-1369. Please forgive me for this commercial email, I will not abuse the list further. Thank you Tom Martin ________________________________________________________________________________
Date: Sep 19, 2002
From: Harry Paine <hpaine(at)earthlink.net>
Subject: Fwd: Bakoland
>Hi! > >I have just searched the internet for the word "bakoland", and I got a hit >on this web-address: >http://www.ultraviolet.org/mail-archives/matronics.2000/22020.html > >Here you posted a message entitled "Rocket-List: Annual Bakoland BBQ" on >2000-06-05. You see, this word has a special meaning to a lot of people in >Norway. It is a kind of slang for a place where everything is messed up >and people have gone crazy, though almost always used in a positive sense. > >I would be very pleased if you could briefly explain what the word means >in the context you used it. It may sound like a geographical site. Could >this really be true? It would have been amazing if there in fact exists a >place called Bakoland. > >Regards, >Halvor Midtfjellse >Oslo, Norway > >email: halvormidtfjellse(at)hotmail.com > > >_________________________________________________________________ >MSN Photos is the easiest way to share and print your photos: >http://photos.msn.com/support/worldwide.aspx ________________________________________________________________________________
Date: Sep 19, 2002
From: Sam Knight <knightair(at)lv.rmci.net>
Subject: Re: Knight Aircraft Upholstery for Rocket
E:\EUDORA\OUTGOING\OUTGOING\ROCKET\PICTURES\ROCKET.JPG; E:\EUDORA\OUTGOING\OUTGOING\ROCKET\PICTURES\ROCKET2.JPG; Kendall, Thank you for your inquiry about Rocket upholstery products and request for photos. Samples of fabrics will be provided upon request. Please indicate what type fabric you are interested in and what color range. The photo of the canopy cover shown is for the RV-8 but is similar to the Rocket cover. As I mentioned before, I have several interior upholstery products for other models of kitplanes. Prices and photos are available. If you have any further questions or comments or if you were unable to read any attachment, please let me know. You may contact me at telephone number (702) 207-6681 or e-mail: knightair(at)lv.rmci.net. If you e-mail, please put "Upholstery" or "Knight" in your reference line so that I may give your request my immediate attention. As I have attached pricing and product information below, be sure to scroll down to find this information. Sincerely, Knight Aircraft Interiors, Inc. "Fly by Knight" Upholstery Products Sam Knight _____MORE INFORMATION FOLLOWS_____ Knight Aircraft Interiors, Inc. 1439 South Abadan Street Las Vegas, Nevada 89142-3713 Phone: (702) 207-6681 Fax: (702) 207-4780 HARMON ROCKET SEATS - STANDARD FOAM CUSHIONS UPHOLSTERED Cordura . . . . . . . . . . . . . . . . . . . . . . . $ 445.00 Velour . . . . . . . . . . . . . . . . . . . . . . . $ 480.00 Tweeds . . . . . . . . . . . . . . . . . . . . . . . $ 480.00 Leather . . . . . . . . . . . . . Call for Information/Pricing SEATS - TEMPERFOAM - ARE SUNMATE CUSHIONS UPHOLSTERED Velour . . . . . . . . . . . . . . . . Call for Information Cordura . . . . . . . . . . . . . . . Call for Information Tweeds . . . . . . . . . . . . . . . . Call for Information Leather . . . . . . . . . . . . . . . Call for Information Seats are pleated through 1/2 inch foam and velcro in place for easy installation and removal. Seats can be made with or without lumbar support. Front bottom cushion is cut out for crotch strap. If you do not need the crotch strap cut out, please let me know. The builder needs to make a platform for front seat bottom. Temper foam can be used for cushions. Please call for more information. I also have back pads and booster cushions. CARPET BY THE YARD . . . . . . . . . . . . . . . . . . . . . . . . . . $ 20.00 CORDURA BY THE YARD . . . . . . . . . . . . . . . . . . . . . . . . . . $ 17.50 VELOUR BY THE YARD . . . . . . . . . . . . . . . . . . . . . . . . . . $ 27.00 TWEEDS BY THE YARD . . . . . . . . . . . . . . . . . . . . . . . . . . $ 27.00 CANOPY COVER . . . . . . . . . . . Call for Information/Pricing The canopy cover is made of Evolution 4 fabric and is water repellent and will not rot or mildew. Nylon straps wrap around the aircraft to secure the canopy cover in place. A storage bag is included for the canopy cover. Colors include shadow gray as the standard color with optional colors of desert tan and harbor blue. UPHOLSTERY COLOR CHART CORDURA 1A - Beige 4A - Red 5A - Burgundy 6A - Green 6B - Forest Green 8A - Royal Blue 8B - Navy Blue 9A - Gray 10A - Black VELOUR V1 - Beige V2 - Red V3 - Maroon V4 - Black V5 - Gray V6 - Charcoal V7 - Royal Blue V9 - Forest Green V10 - Turquoise V11 - Mauve V12 - Brown TWEEDS Black Blue Gray Sand Turquoise Green Burgundy Brown Teal LEATHER - Call for Colors Available KNIGHT AIRCRAFT INTERIORS, INC. 1439 South Abadan Street Las Vegas, Nevada 89142-3713 Phone: (702) 207-6681 Fax: (702) 207-4780 O R D E R F O R M To place your order, please call KNIGHT AIRCRAFT INTERIORS, INC., at telephone number (702) 207-6681, between the hours of 9:00 A.M. and 5:00 P.M. (Pacific Standard Time), Monday through Friday. For your convenience, you may also copy this order form and mail or fax it to me. When your order is received, I will call you to review the options and confirm your total charges (including any applicable shipping and handling charges). For this purpose, please include your daytime and evening telephone numbers. Thank you! SOLD TO: Name: __________________________________________________________ Address: _______________________________________________________ City: ________________ State: ______________ Zip: __________ Telephone: (Day) ________________ (Eves) ____________________ SHIP TO: Name: __________________________________________________________ Address: _______________________________________________________ (No Post Office Boxes) City: ________________ State: ______________ Zip: ___________ Telephone: (Day) ________________ (Eves) ____________________ PAYMENT: Money Order _____ Cashier's Check _____ MAKE PAYABLE TO SAM KNIGHT. Model of Plane / Quantity / Description / Color / Price / Total NO REFUNDS Subtotal _______ FOR EXPERIMENTAL AIRCRAFT ONLY Sales Tax* _______ PRODUCTS DO NOT MEET FAA Shipping and Handling Costs _______ CERTIFICATION REQUIREMENTS Total _______ *Nevada residents add 7.25% sales tax. Shipping costs vary and will be included on all orders. To avoid delays, please do not send payment prior to receiving a confirmed total for your order. Upholstery products and prices for all items are subject to change. > >Please send some info my way. I am working on an F1 Rocket and will need >some interior work down the road and want to check out all my options. My >physical address is: > >Kendall Garrison >9513 Casa Grande >Woodway, TX 76712 > >Thanks > >Kendall >----- Original Message ----- >From: "Sam Knight" <knightair(at)lv.rmci.net> >To: >Subject: Rocket-List: Knight Aircraft Upholstery for Rocket > > >> >> >> Rocket Builders: >> >> I have been in the upholstery business for 28 years and have been making >> upholstery products for kitplanes for 16 years. I have interior kits >> available for the Harmon Rocket. I also have cabin covers and other >items. >> I am the supplier of upholstery products for several kitplane >manufacturers. >> A list of other kitplane interior products available upon request. >> >> For more information, call Knight Aircraft Interiors, Inc., at (702) >> 207-6681 or e-mail me at knightair(at)lv.rmci.net. If you e- mail for >> information, please mention either "Knight" or "Upholstery" in your >> reference line so I can give your request my immediate attention. Photos >> available upon request. >> >> Sincerely, >> KNIGHT AIRCRAFT INTERIORS, INC. >> "Fly by Knight" Upholstery Products >> >> Sam Knight >> >> > > ________________________________________________________________________________
From: FlyinJon(at)aol.com
Date: Sep 20, 2002
Subject: Re: Fwd: Bakoland
Well to tell the truth I have never heard of Bakoland, but if someone used it it is probably conjured from our city name which is Bakersfield. We are at the southern end of the San Jaquine Valley approlimately half way between Los Angeles and San Francisco. Closer to LA. We are EAA Chapter 71 (the Bakersfield Bunch and home of the Harmon Rocket) Prior to the Rocket we were known as a hotbed of RV aircraft. We have a fly in Barbecue the first Saturday of June every year that is well atttended by homebuilt and other aircraft. There you have it, hope that clears it up for you. John Lauer ________________________________________________________________________________
Subject: webpage info and pictures on CD
Date: Sep 23, 2002
From: "Frazier, Vincent A" <VFrazier(at)usi.edu>
A few guys have asked me if I could burn a CD for them with all the handy Rocket pictures and building info that's on my Rocket website. I finally bought a CD burner and a big stack of blank CDs so now the answer is YES! My home computer, which is out in the workshop next to the Rocket, connects to the internet through a painfully slow modem. Previously I couldn't conveniently look at my own webpage when I was at home. With the CD, I can look at photos of other Rockets to see how they did it without tying up my telephone line for hours. It allows my teenagers to tie up the phone instead! :-) I put everything on the disk, text, photos, stupid airplane noises, all the HTML, etc.... everything that's on my website. To use it, simply insert the CD in your computer, right click on the START button, click on EXPLORE, find the file you want to see and click on it. You don't have to download or install anything from the CD to your C: drive unless you want to. It should load right from the CD. Assuming that you have a web browser installed, you should be able to click on the HTML document (i.e. the name of each webpage) and view it normally in your browser. The page should pop up and everything should work normally just like it does online... except without the downloading wait. Of course, this assumes that your PC is running a reasonably recent version of WINDOWS. For MAC or other systems, well I'm not a computer expert so you be the judge whether this will work for you. If you'd like a copy, send me $10 to cover postage, supplies, time to go to the post office, etc. I'll make updates available for $5. I'm not trying to make any money, just trying to keep the wife from griping about unnecessary spending. (Lot's of luck!) Furthermore, if you get one and it's not what you thought, doesn't work, etc... just send it back and I'll give you a refund. And if you think it's the greatest thing ever.... oh man, get a life! :-) Please reply off list with questions. If you want a disk, just send the money to the address below. It shouldn't take more than 5 to 10 days, depending on the U.S. mail. Thanks, Vince Frazier 3965 Caborn Road Mount Vernon, IN 47620 812-464-1839 work 812-985-7309 home 1946 Stinson, NC97535, flying F-1H Rocket, "Six Shooter", N540VF reserved, canopy installation stage <http://www.usi.edu/science/chemistry/vfrazier/page1.html> ________________________________________________________________________________
Subject: cowl pressure
Date: Oct 02, 2002
From: "Frazier, Vincent A" <VFrazier(at)usi.edu>
Since nobody else is talking.... Last night the weather guy on local TV was talking about hurricane Lille. He mentioned that a 25mph wind puts 50 pounds of pressure on an average size window. 50mph produced 250 pounds and 125mph produced 1250 pounds. I didn't catch the exact pressure units or window size, but that's not important. It made me wonder how much pressure is placed on the inside of the cowling at 250mph? Yikes! Or on the front of that plexiglas bubble protecting your face. Double yikes! Vince ________________________________________________________________________________
From: LesDrag(at)aol.com
Date: Oct 02, 2002
Subject: Re: cowl pressure
I never have understood why everyone used the top of the cowl for part of the baffling. It causes all of the cowl surfaces to be providing upward pressure. (Bernoulli's on the outside top surface, "pressure" on forward 3/4 of the inside top surface, impact pressure exceeding bernoulli's on the outside bottom surface, and "vacuum" on the inside bottom surface.) It is also very inefficient. In the typical Van's cowl (which is cleaner than most manufacturers), there is a 70% net flow loss in the air just going from the air inlet to the engine cylinders. JMHO Jim Ayers Less Drag Products, Inc. ________________________________________________________________________________
From: "C. Rabaut" <crabaut(at)coalinga.com>
Subject: cowl pressure
Date: Oct 02, 2002
Okay, having said that give us the solution that utilizes that lost 70% flow (or a large portion thereof). ----- Original Message ----- From: <LesDrag(at)aol.com> Subject: Re: Rocket-List: cowl pressure > > I never have understood why everyone used the top of the cowl for part of the > baffling. It causes all of the cowl surfaces to be providing upward > pressure. (Bernoulli's on the outside top surface, "pressure" on forward 3/4 > of the inside top surface, impact pressure exceeding bernoulli's on the > outside bottom surface, and "vacuum" on the inside bottom surface.) > > It is also very inefficient. In the typical Van's cowl (which is cleaner > than most manufacturers), there is a 70% net flow loss in the air just going > from the air inlet to the engine cylinders. > > JMHO > > Jim Ayers > Less Drag Products, Inc. > > ________________________________________________________________________________
From: "Jim Stone" <jrstone(at)insightbb.com>
Subject: Re: cowl pressure
Date: Oct 02, 2002
Don't worry Vince, I doubt that Lille will have much blow left to her by the time she comes this far north. I don't like that pressure progression you speak of, I'm removing two cylinders and lowering my Vne. No seriously, this exponential increase in pressure with IAS is one reason guys use a plenum, it keeps the cowl from blimping out. Stoner ----- Original Message ----- From: "Frazier, Vincent A" <VFrazier(at)usi.edu> Subject: Rocket-List: cowl pressure > > Since nobody else is talking.... > > Last night the weather guy on local TV was talking about hurricane Lille. He mentioned that a 25mph wind puts 50 pounds of pressure on an average size window. > > 50mph produced 250 pounds and 125mph produced 1250 pounds. > > I didn't catch the exact pressure units or window size, but that's not important. > > It made me wonder how much pressure is placed on the inside of the cowling at 250mph? Yikes! Or on the front of that plexiglas bubble protecting your face. Double yikes! > > Vince > > ________________________________________________________________________________
From: "Ron C" <ronc(at)metropolisdesign.com>
Subject: cowl pressure
Date: Oct 02, 2002
Vince- I recently did some simple drag calculations for a project and a basic drag equation is: Drag in pounds of force = area in square feet x coefficient of drag for the body in question x velocity squared in mph / 400. So whats an appropriate Cd? Lets look at a few examples. A flat plate is 1.2, a naca 62-015 airfoil (close to a rocket airfoil) is .012 if I recall correctly. A low drag automobile is about .31-.36. (announcers voice, with enthusiasm) Now you too can calculate your own drag forces with simple math! Don't you feel lucky! Ron Carter -----Original Message----- From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Frazier, Vincent A Subject: Rocket-List: cowl pressure Since nobody else is talking.... Last night the weather guy on local TV was talking about hurricane Lille. He mentioned that a 25mph wind puts 50 pounds of pressure on an average size window. 50mph produced 250 pounds and 125mph produced 1250 pounds. I didn't catch the exact pressure units or window size, but that's not important. It made me wonder how much pressure is placed on the inside of the cowling at 250mph? Yikes! Or on the front of that plexiglas bubble protecting your face. Double yikes! Vince = = = = ________________________________________________________________________________
From: "Jim Stone" <jrstone(at)insightbb.com>
Subject: Re: cowl pressure
Date: Oct 02, 2002
Dam it Spock, just give me the answer! ----- Original Message ----- From: "Ron C" <ronc(at)metropolisdesign.com> Subject: RE: Rocket-List: cowl pressure > > Vince- > > I recently did some simple drag calculations for a project and a basic > drag equation is: Drag in pounds of force = area in square feet x > coefficient of drag for the body in question x velocity squared in mph / > 400. So whats an appropriate Cd? Lets look at a few examples. A flat > plate is 1.2, a naca 62-015 airfoil (close to a rocket airfoil) is .012 > if I recall correctly. A low drag automobile is about .31-.36. > > (announcers voice, with enthusiasm) > Now you too can calculate your own drag forces with simple math! Don't > you feel lucky! > > > Ron Carter > > > -----Original Message----- > From: owner-rocket-list-server(at)matronics.com > [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Frazier, > Vincent A > To: rocket-list(at)matronics.com > Subject: Rocket-List: cowl pressure > > > > Since nobody else is talking.... > > Last night the weather guy on local TV was talking about hurricane > Lille. He mentioned that a 25mph wind puts 50 pounds of pressure on an > average size window. > > 50mph produced 250 pounds and 125mph produced 1250 pounds. > > I didn't catch the exact pressure units or window size, but that's not > important. > > It made me wonder how much pressure is placed on the inside of the > cowling at 250mph? Yikes! Or on the front of that plexiglas bubble > protecting your face. Double yikes! > > Vince > > > > > > > > > > > > > ________________________________________________________________________________
From: LesDrag(at)aol.com
Date: Oct 03, 2002
Subject: Re: cowl pressure
The solution is easy. Don't let the air expand and contract. It is the implementation that is difficult. (I've been working on that.) 1.) On any engine baffling, don't let ANY air get through except through the cylinders. (Learn to love the appearance of RTV. :-) ) 2.) If it won't hold water, it won't hold air. (Air is slipperier.) Jim Ayers ________________________________________________________________________________
From: "Tom Martin" <fairlea(at)execulink.com>
Subject: cowl pressure
Date: Oct 03, 2002
Jim Do you have any ideas on how we can improve the flow of exit air from the engine cowling? Tom Martin - The solution is easy. Don't let the air expand and contract. It is the implementation that is difficult. (I've been working on that.) 1.) On any engine baffling, don't let ANY air get through except through the cylinders. (Learn to love the appearance of RTV. :-) ) 2.) If it won't hold water, it won't hold air. (Air is slipperier.) Jim Ayers ________________________________________________________________________________
From: "Archie" <archie97(at)earthlink.net>
Subject: Re: cowl pressure
Date: Oct 03, 2002
> > Jim > Do you have any ideas on how we can improve the flow of exit air from the > engine cowling? > > Tom Martin The first thing would be to determine how much differential you have. A simple manometer with probes before the baffling, and behind, along with a few flights should help determine the delta. In numerous cases, it is the exit that is the culprit, and a row or two of louvers will help. (short of cowl flaps). Archie ________________________________________________________________________________
Date: Oct 03, 2002
From: "Richard V. Reynolds" <rvreynolds(at)macs.net>
czech-list(at)matronics.com, europa-list(at)matronics.com, ez-list(at)matronics.com, glasair-list(at)matronics.com, homebuilt-list(at)matronics.com, kolb-list(at)matronics.com, kr-list(at)matronics.com, lancair-list(at)matronics.com, pelican-list(at)matronics.com, pietenpol-list(at)matronics.com, piper-list(at)matronics.com, pitts-list(at)matronics.com, rocket-list(at)matronics.com, rv4-list(at)matronics.com, rv6-list(at)matronics.com, rv7-list(at)matronics.com, rv8-list(at)matronics.com, sonerai-list(at)matronics.com, tailwind-list(at)matronics.com, ultralight-list(at)matronics.com, warbird-list(at)matronics.com, yak-list(at)matronics.com, zenith-list(at)matronics.com
Subject: EAA Chapter 339 Fall Fly-In
EAA Chapter 339 Fall Fly-In Saturday, October 19, 2002, Hampton Roads Exec (PVG), Virginia, 9AM till 7PM Hampton Roads Exec (PVG) is 27nm SW of Norfolk, Virginia (253 radial ?ORF) AWOS 118.375 CTAF 123.0 The weather will be a perfect Virginia fall day! Aircraft parking is off taxiway between Rwy 23 and T-Hangars East of Airport Terminal Schedule of Events Fly-In Begins 9AM Food all Day 10AM ? 3PM Poker Run (Walk Around Field) Project Visits on Field Aircraft Judging 11AM ? 3PM, All Categories, Antiques, Classics, Homebuilts, Warbirds Social Hour 4PM Dinner 5PM ? 7PM, BBQ Sandwiches, Chicken, Drinks Local motels/hotels are available For More Information Frank Toy 757-460-3680 ftoy(at)att.net Richard Reynolds 757-627-8743 rvreynolds(at)macs.net EAA Chapter 339 http://home.earthlink.net/~avyator/ Hampton Roads Exec Airport http://www.hamptonroadsexecutiveairport.com/index.html ________________________________________________________________________________
Subject: RE: Rocket-List Digest: 7 Msgs - 10/02/02
Date: Oct 03, 2002
From: "Frazier, Vincent A" <VFrazier(at)usi.edu>
SNIP 1.) On any engine baffling, don't let ANY air get through except through the cylinders. (Learn to love the appearance of RTV. :-) ) 2.) If it won't hold water, it won't hold air. (Air is slipperier.) Jim Ayers SNIP ************************************************** Do I use a garden hose, or should I submerge the whole fuselage in a swimming pool, Titanic style? Seriously though... anyone got any pictures of their plenum to share. Particularly the intersection of the inlets and the plenum. I'm using the standard rectangular inlets, not the round ones. Thx, Vince ________________________________________________________________________________
Date: Oct 03, 2002
From: P M Condon <pcondon(at)mitre.org>
Subject: cowl pressure
Mooney aircraft did just that (pressure plenum box within the cowl) made out of aluminum 44 years ago !!. I purchased a Velocity hi-temp epoxy plenum box/chamber from Velocity aircraft as a starting point for my plenum. Very easy to adapt and install. Check out Velocitys web page, look under engine accessories. Other plastic aircraft companies (Berikute (spelling), West Virginia cousins of the Veri-ez lot, or others may have a simular offering too) ________________________________________________________________________________
From: "Lee" <leetay(at)idcomm.com>
Subject: cowl pressure
Date: Oct 03, 2002
> Jim > Do you have any ideas on how we can improve the flow of exit air from the > engine cowling? > > Tom Martin The first thing would be to determine how much differential you have. A simple manometer with probes before the baffling, and behind, along with a few flights should help determine the delta. In numerous cases, it is the exit that is the culprit, and a row or two of louvers will help. (short of cowl flaps). Archie Just comments. Recently I have installed two sets of louvers on the cowls of airplanes, one a Cessna 185, and a new Skybolt. Both were installed on the lower aft side of the cowling, which theoretically is a low-pressure area. The Cessna has flown quite a bit, and the difference is rather dramatic. He is experiencing approximately a 15-degree cooler CHT, and more even overall cylinder temps. The lesson is indicative of long-held knowledge-getting the cooling air OUT is usually the problem. If we can reduce the pressure in the lower part of the cowl, then the cooling velocity past the cylinders increases, and cooling efficiency is greater. Louvers do seem to be an easy way to accomplish this, if there is any kind of cooling problem. Much easier than cowl flaps, and more effective. In cold temps in the wintertime, it is very easy to just make a simple, attractive screw-on cover plate, to close up the louvers if they are too effective. The size of the plate can be adjusted to open or close the louver area, as experimentation will determine. the louver plates inside or outside the cowling. The effectiveness is unchanged, but they do look better when installed inside, and the cowling hole is carefully matched to their openings. I initially thought that they would be nice outside, but in the long run, they look tacked on that way. If the cowling cutout hole is carefully made, it is almost invisible that the louvers are added to the inside. There can be some discussion about forming the louvers directly into the cowl. (It isn't hard to do). Basically, my thinking is that IF this is done, there probably should be a reinforcing ring around the formed louvers anyway, as cutting them into the metal of the cowl introduces a large number of stress points in the cowl, which will probably eventually produce cracks. If you have to make a reinforcing ring around the louvers anyway, why not just do the easy thing, and use some of the commercially-available louver plates? Very debatable point, and one only you, in your individual application, can answer for you. Lee Taylor ________________________________________________________________________________
From: "Tom Martin" <fairlea(at)execulink.com>
Subject: cowl pressure
Date: Oct 03, 2002
Lee Louvers might very well do the job for cooling, but what I am looking for is information regarding smoothing the airflow out of the existing opening. How much exit opening is required vs. the inlet size and what kind of metal/baffling is required to clean up the outlet area. If we can increase the speed that the air exits the cowling it will not only cool more effectively it should also reduce cooling air drag. If anyone has any pictures of installations like this I would be most appreciative. Exhaust augmentation is another option to increase exit airflow and it would be interesting to get comments from some who have tried this method. Tom Martin > Jim > Do you have any ideas on how we can improve the flow of exit air from the > engine cowling? > > Tom Martin The first thing would be to determine how much differential you have. A simple manometer with probes before the baffling, and behind, along with a few flights should help determine the delta. In numerous cases, it is the exit that is the culprit, and a row or two of louvers will help. (short of cowl flaps). Archie Just comments. Recently I have installed two sets of louvers on the cowls of airplanes, one a Cessna 185, and a new Skybolt. Both were installed on the lower aft side of the cowling, which theoretically is a low-pressure area. The Cessna has flown quite a bit, and the difference is rather dramatic. He is experiencing approximately a 15-degree cooler CHT, and more even overall cylinder temps. The lesson is indicative of long-held knowledge-getting the cooling air OUT is usually the problem. If we can reduce the pressure in the lower part of the cowl, then the cooling velocity past the cylinders increases, and cooling efficiency is greater. Louvers do seem to be an easy way to accomplish this, if there is any kind of cooling problem. Much easier than cowl flaps, and more effective. In cold temps in the wintertime, it is very easy to just make a simple, attractive screw-on cover plate, to close up the louvers if they are too effective. The size of the plate can be adjusted to open or close the louver area, as experimentation will determine. the louver plates inside or outside the cowling. The effectiveness is unchanged, but they do look better when installed inside, and the cowling hole is carefully matched to their openings. I initially thought that they would be nice outside, but in the long run, they look tacked on that way. If the cowling cutout hole is carefully made, it is almost invisible that the louvers are added to the inside. There can be some discussion about forming the louvers directly into the cowl. (It isn't hard to do). Basically, my thinking is that IF this is done, there probably should be a reinforcing ring around the formed louvers anyway, as cutting them into the metal of the cowl introduces a large number of stress points in the cowl, which will probably eventually produce cracks. If you have to make a reinforcing ring around the louvers anyway, why not just do the easy thing, and use some of the commercially-available louver plates? Very debatable point, and one only you, in your individual application, can answer for you. Lee Taylor ________________________________________________________________________________
From: LesDrag(at)aol.com
Date: Oct 03, 2002
Subject: Re: cowl pressure
(stuff cut) what I am looking for is information regarding smoothing the airflow out of the existing opening. How much exit opening is required vs. the inlet size and what kind of metal/baffling is required to clean up the outlet area. If we can increase the speed that the air exits the cowling it will not only cool more effectively it should also reduce cooling air drag. If anyone has any pictures of installations like this I would be most appreciative. Exhaust augmentation is another option to increase exit airflow and it would be interesting to get comments from some who have tried this method. Tom Martin Tracy Saylor seems to have an answer to this. The last time I looked, Tracy had four individual pipes (ending horizontally under the engine sump) that were custom trimmed. He said he just kept cutting them shorter, and his performance kept getting better. However, I'm not sure who is willing to have their exhaust pipes end inside the cowl under the back of the oil sump. (I believe Tracy's system works because he has the LightSpeed dual electronic ignition. Just adding one and one, but sometimes it comes out three. go figure. :-) ) Jim Ayers ________________________________________________________________________________
From: Hr2pilot(at)aol.com
Date: Oct 03, 2002
Subject: (no subject)
IO-540 C4B5 1300 SMOH -0 STOH $ 14,600.00 call Dave (386)-255-0342 ________________________________________________________________________________
From: "Larry E. James" <larry(at)ncproto.com>
Subject: cowl pressure
Date: Oct 04, 2002
Interesting discussion. My rivet partner has a -8 and I noticed a rolled piece with about a 1" to 1 1/2" radius at the bottom of the firewall transitioning to the fuselage bottom; I supposed this was to help ease the sharp corner for the exit air. My question to the aero guys is how effective this might be and is it worth doing on our Rockets ???? Larry E. James New Concepts Prototyping HR2 fuselage phone 206 633 3111 fax 206 633 3114 larry(at)ncproto.com This electronic message is intended only for the individual(s) to whom it is addressed and may contain information that is privileged, confidential, or exempt from disclosure under applicable law. If you have received this electronic message in error, would you please notify me immediately by return email, or by telephone (collect). Thank you. ________________________________________________________________________________
From: "Russ Werner" <russ(at)maui.net>
Subject: Re: cowl pressure
Date: Oct 04, 2002
>I noticed a rolled > piece with about a 1" to 1 1/2" radius at the bottom of the firewall > transitioning to the fuselage bottom I believe this is recommended on the 4 also. I'm planning to see if I can make it happen in the Rocket also. As to the cooling drag, it seems, plenum or not, that you are going to have a fair bit of drag going through the fins and all and the variable is more a function of inlet size and outlet size. Russ HRII ________________________________________________________________________________
From: "Dave O'Donnell" <daveodonnell(at)direcway.com>
Subject: (Engines)
Date: Oct 05, 2002
Ok so we need an IO 540 engine for a rocket. I need an education. Help! 1. Special engine mounts such as dynafocal preferred? 2. Suffixes appear to be important. As & Bs appear to carry a 1400 hr TBO. Ks & S's look attractive with a 2,000 hr tbo and 300 hp rating. 3. Compression? Can you take a D suffix and go to 9.5:1 pistons and get 300hp, have a lighter motor & reasonably hope for 2000 tbo? I notice that the Ds appear to be taller than a K or S, is that significant? 4. I have a vague memory about Team Rocket or someone with an inverted oil system for the IO540s, but do not see it on the Web catalog. 5. Ideal aside what is generally available? It's pointless to talk about an S if they just are not available on the used market. The As & Bs appear common but what would it take (if you can) upgrade these in rpm (2700)& (300) hp? Regards, Dave O = = = = ________________________________________________________________________________
From: LesDrag(at)aol.com
Date: Oct 06, 2002
Subject: Re: (Engines)
Funny. I thought the Rocket was designed around the IO-540-C4B5. Stock - 260 hp at 2700 RPM. I think I heard that after Lycon had played with John's IO-540-C4B5 in his HRIII, it produced 380 hp. I would guess that the TBO could be less than 2000 hrs. :-) Jim Ayers ________________________________________________________________________________
Date: Oct 07, 2002
From: "Boyd C. Braem" <bcbraem(at)comcast.net>
Subject: Re: (Engines)
LyCon built up the IO-540 C4B5 for the Super 6 back in 1998. It puts out 325 hp at 2800 rpm with 10:1 pistons. Recommended TBO is 1,000 hrs. Boyd Venice, FL LesDrag(at)aol.com wrote: > > Funny. > > I thought the Rocket was designed around the IO-540-C4B5. > > Stock - 260 hp at 2700 RPM. > > I think I heard that after Lycon had played with John's IO-540-C4B5 in his > HRIII, it produced 380 hp. I would guess that the TBO could be less than > 2000 hrs. :-) > > Jim Ayers > ________________________________________________________________________________
From: "Fred Weaver" <Mytyweav(at)flash.net>
Subject: Re: (Engines)
Date: Oct 07, 2002
I'm pretty sure John's engine is an Angle Valve....not a hopped up C4B5... Weav ----- Original Message ----- From: Boyd C. Braem <bcbraem(at)comcast.net> Subject: Re: FW: Rocket-List: (Engines) > > LyCon built up the IO-540 C4B5 for the Super 6 back in 1998. It puts > out 325 > hp at 2800 rpm with 10:1 pistons. Recommended TBO is 1,000 hrs. > > Boyd > Venice, FL > > LesDrag(at)aol.com wrote: > > > > > Funny. > > > > I thought the Rocket was designed around the IO-540-C4B5. > > > > Stock - 260 hp at 2700 RPM. > > > > I think I heard that after Lycon had played with John's IO-540-C4B5 in his > > HRIII, it produced 380 hp. I would guess that the TBO could be less than > > 2000 hrs. :-) > > > > Jim Ayers > > > > ________________________________________________________________________________
From: Hr2pilot(at)aol.com
Date: Oct 07, 2002
Subject: Re: (Engines)
The engine in the Rocket III started life as a IO-540-C4B5 nerrow deck, at Reno we wher burning over 32 GPH @26.7 " and 2980RPM, Reno is 5,000 ' John ________________________________________________________________________________
Date: Oct 07, 2002
From: jamesbaldwin(at)attglobal.net
Subject: Re: (Engines)
Hey Boyd- How do you know it puts out "325 hp at 2800 rpm ...." ? Whose dyno did you use? JBB "Boyd C. Braem" wrote: > > LyCon built up the IO-540 C4B5 for the Super 6 back in 1998. It puts > out 325 > hp at 2800 rpm with 10:1 pistons. Recommended TBO is 1,000 hrs. > > Boyd > Venice, FL > > LesDrag(at)aol.com wrote: > > > > > Funny. > > > > I thought the Rocket was designed around the IO-540-C4B5. > > > > Stock - 260 hp at 2700 RPM. > > > > I think I heard that after Lycon had played with John's IO-540-C4B5 in his > > HRIII, it produced 380 hp. I would guess that the TBO could be less than > > 2000 hrs. :-) > > > > Jim Ayers > > > ________________________________________________________________________________
Date: Oct 08, 2002
From: "Boyd C. Braem" <bcbraem(at)comcast.net>
Subject: Re: (Engines)
The dyno at LyCon before they shipped the engine out. jamesbaldwin(at)attglobal.net wrote: > > Hey Boyd- > How do you know it puts out "325 hp at 2800 rpm ...." ? Whose dyno did you > use? JBB > > "Boyd C. Braem" wrote: > > > > > LyCon built up the IO-540 C4B5 for the Super 6 back in 1998. It puts > > out 325 > > hp at 2800 rpm with 10:1 pistons. Recommended TBO is 1,000 hrs. > > > > Boyd > > Venice, FL > > > > LesDrag(at)aol.com wrote: > > > > > > > > Funny. > > > > > > I thought the Rocket was designed around the IO-540-C4B5. > > > > > > Stock - 260 hp at 2700 RPM. > > > > > > I think I heard that after Lycon had played with John's IO-540-C4B5 in his > > > HRIII, it produced 380 hp. I would guess that the TBO could be less than > > > 2000 hrs. :-) > > > > > > Jim Ayers > > > > > > ________________________________________________________________________________
Date: Oct 08, 2002
From: "Boyd C. Braem" <bcbraem(at)comcast.net>
Subject: O/AEIO/IO-540 Emergency AD
Great News! FAA Emergency AD 2002-20-52/Lycoming Service Bulletin 554 (9/30/02) for O-540, IO-540, AEIO-540 and TIO-540 is out for replacement of the "zinc-plated crankshaft gear retaining bolts". Boyd ________________________________________________________________________________
From: "Archie" <archie97(at)earthlink.net>
Subject: Re: O/AEIO/IO-540 Emergency AD
Date: Oct 08, 2002
> > Great News! > > FAA Emergency AD 2002-20-52/Lycoming Service Bulletin 554 (9/30/02) for > O-540, IO-540, AEIO-540 and TIO-540 is out for replacement of the > "zinc-plated crankshaft gear retaining bolts". > > Boyd Superior sent a bulletin indicating use of their bolts is not included in the AD. Archie ________________________________________________________________________________
From: "bryan carr" <b.m.carr(at)telus.net>
Subject: I0 540
Date: Oct 08, 2002
I just received an Emergency Airworthiness Directive that appears will ground the Lycoming six cylinder fleet. Anyone else get one ? Apparently the bolt that holds the gear on the crankshaft is failing. I have 10 flying hours or seven days to fix it. Bryan Carr HR 11 ________________________________________________________________________________
From: "Archie" <archie97(at)earthlink.net>
Subject: Re: I0 540
Date: Oct 08, 2002
> > I just received an Emergency Airworthiness Directive that appears will ground the Lycoming six cylinder fleet. > Anyone else get one ? Apparently the bolt that holds the gear on the crankshaft is failing. > I have 10 flying hours or seven days to fix it. > Bryan Carr > HR 11 Read it carefully. Some people are jumping to conclusions prematurely. Also, if you purchased the bolt from Superior, they claim their bolts are not affected. Believe it or not, one engine ran for almost 50 hours without a bolt installed. (it eventually failed, when the gear fell off, of course). Archie ________________________________________________________________________________
From: "Kendall Garrison" <KGarrison(at)hot.rr.com>
Subject: Re: I0 540
Date: Oct 09, 2002
I have an IO 540 on a 77 Piper Lance. The engine was a factory rebuild in May of '98 which was the time in question. I talked to a service rep today and they told me that it was subject to the AD only if your engine serial number is listed in the AD or Service Bulletin 544. If your engine is not listed, you are in the clear or so they claim. Good Luck Kendall Garrison ----- Original Message ----- From: "Archie" <archie97(at)earthlink.net> Subject: Re: Rocket-List: I0 540 > > > > > > I just received an Emergency Airworthiness Directive that appears will > ground the Lycoming six cylinder fleet. > > Anyone else get one ? Apparently the bolt that holds the gear on the > crankshaft is failing. > > I have 10 flying hours or seven days to fix it. > > Bryan Carr > > HR 11 > > Read it carefully. Some people are jumping to conclusions prematurely. > Also, if you purchased the bolt from Superior, they claim their bolts > are not affected. > Believe it or not, one engine ran for almost 50 hours without a bolt > installed. > (it eventually failed, when the gear fell off, of course). > Archie > > ________________________________________________________________________________
From: "Tom Hall" <tomhall(at)starband.net>
Subject: Re: I0 540
Date: Oct 08, 2002
I spoke with Lycon this evening. They indicated that Lycoming MIGHT be rewriting AD to include ALL engines with overhaul or manufacture since 1996. The Zinc coated bolts are the "bad" ones and are gold in color. Due to the difficulties in matching part lots and specific engines and times of overhaul, combined with parts inventories which may be on shelves for extended periods, it may mean direct inspection is necessary to be sure. ----- Original Message ----- From: "Kendall Garrison" <KGarrison(at)hot.rr.com> Subject: Re: Rocket-List: I0 540 > > > I have an IO 540 on a 77 Piper Lance. The engine was a factory rebuild in > May of '98 which was the time in question. I talked to a service rep today > and they told me that it was subject to the AD only if your engine serial > number is listed in the AD or Service Bulletin 544. If your engine is not > listed, you are in the clear or so they claim. > > Good Luck > > Kendall Garrison > > > ----- Original Message ----- > From: "Archie" <archie97(at)earthlink.net> > To: > Subject: Re: Rocket-List: I0 540 > > > > > > > > > > > > I just received an Emergency Airworthiness Directive that appears will > > ground the Lycoming six cylinder fleet. > > > Anyone else get one ? Apparently the bolt that holds the gear on the > > crankshaft is failing. > > > I have 10 flying hours or seven days to fix it. > > > Bryan Carr > > > HR 11 > > > > Read it carefully. Some people are jumping to conclusions prematurely. > > Also, if you purchased the bolt from Superior, they claim their bolts > > are not affected. > > Believe it or not, one engine ran for almost 50 hours without a bolt > > installed. > > (it eventually failed, when the gear fell off, of course). > > Archie > > > > > > ________________________________________________________________________________
From: "Paul Besing" <azpilot(at)extremezone.com>
Subject: Re: I0 540
Date: Oct 08, 2002
I've been hearing about this AD alot lately. All over the aiport I keep hearing people complaining about doing it. It appears that there are ALOT of engines effected by this AD. Make absolutely sure you are clear on this AD. Apparently it's pretty serious. Lycoming is taking a major hit, because new airplanes are under warranty and they are taking back many, many engines. Plus they are having to pay the labor to remove and re install the engines. Paul Besing RV-6A Sold (Waiting on the RV-10) http://www.lacodeworks.com/besing Kitlog Pro Builder's Log Software http://www.kitlog.com ----- Original Message ----- From: "Tom Hall" <tomhall(at)starband.net> Subject: Re: Rocket-List: I0 540 > > I spoke with Lycon this evening. They indicated that Lycoming MIGHT be > rewriting AD to include ALL engines with overhaul or manufacture since 1996. > The Zinc coated bolts are the "bad" ones and are gold in color. Due to the > difficulties in matching part lots and specific engines and times of > overhaul, combined with parts inventories which may be on shelves for > extended periods, it may mean direct inspection is necessary to be sure. > ----- Original Message ----- > From: "Kendall Garrison" <KGarrison(at)hot.rr.com> > To: > Subject: Re: Rocket-List: I0 540 > > > > > > > > > I have an IO 540 on a 77 Piper Lance. The engine was a factory rebuild in > > May of '98 which was the time in question. I talked to a service rep > today > > and they told me that it was subject to the AD only if your engine serial > > number is listed in the AD or Service Bulletin 544. If your engine is not > > listed, you are in the clear or so they claim. > > > > Good Luck > > > > Kendall Garrison > > > > > > ----- Original Message ----- > > From: "Archie" <archie97(at)earthlink.net> > > To: > > Subject: Re: Rocket-List: I0 540 > > > > > > > > > > > > > > > > > > I just received an Emergency Airworthiness Directive that appears will > > > ground the Lycoming six cylinder fleet. > > > > Anyone else get one ? Apparently the bolt that holds the gear on the > > > crankshaft is failing. > > > > I have 10 flying hours or seven days to fix it. > > > > Bryan Carr > > > > HR 11 > > > > > > Read it carefully. Some people are jumping to conclusions prematurely. > > > Also, if you purchased the bolt from Superior, they claim their bolts > > > are not affected. > > > Believe it or not, one engine ran for almost 50 hours without a bolt > > > installed. > > > (it eventually failed, when the gear fell off, of course). > > > Archie > > > > > > > > > > > > ________________________________________________________________________________
Date: Oct 08, 2002
Subject: Re: (Engines)
From: Fred Weaver <Mytyweav(at)flash.net>
Prob'ly the one at Lycon..... hahahahaha.... They're always optimistic.. On Monday, October 7, 2002, at 10:01 PM, jamesbaldwin(at)attglobal.net wrote: > > Hey Boyd- > How do you know it puts out "325 hp at 2800 rpm ...." ? Whose dyno did > you > use? JBB > > "Boyd C. Braem" wrote: > >> >> >> LyCon built up the IO-540 C4B5 for the Super 6 back in 1998. It puts >> out 325 >> hp at 2800 rpm with 10:1 pistons. Recommended TBO is 1,000 hrs. >> >> Boyd >> Venice, FL >> >> LesDrag(at)aol.com wrote: >> >>> >>> Funny. >>> >>> I thought the Rocket was designed around the IO-540-C4B5. >>> >>> Stock - 260 hp at 2700 RPM. >>> >>> I think I heard that after Lycon had played with John's IO-540-C4B5 >>> in his >>> HRIII, it produced 380 hp. I would guess that the TBO could be less >>> than >>> 2000 hrs. :-) >>> >>> Jim Ayers >>> >> > > ________________________________________________________________________________
From: "Jim Stone" <jrstone(at)insightbb.com>
Subject: Re: I0 540
Date: Oct 09, 2002
Rocketeers, Lycoming has the info on their website under support, publications, service letters. The criteria for which engines are affected is spelled out on the below bulletin. Hope this doesn't affect your engine, Jim Stone 652 Oliver Street Williamsport, PA 17701 U.S.A. Tel. 570-323-6181 Fax. 570-327-7101 www.lycoming.textron.com September 30, 2002 Supplement No. 1 To Service Bulletin No. 554 In response to customer comments, Supplement No. 1 to Lycoming Service Bulletin No. 554 offers more specific information to assist in the identification of affected engines. Service Bulletin No. 554 affects: 1. All factory new, factory rebuilt, and factory overhauled engines listed in Table 1. NOTE The presence of any letter prefix or suffix added to any of the serial numbers does not exempt the engine from compliance. 2. All O, IO, TIO, LTIO and AEIO-540 engines that have had a crankshaft bolt replaced during field maintenance or field overhaul between November 27, 1996 and November 10, 1998. NOTE Service Bulletin No. 554 does not affect engines with single drive dual magnetos. =A9 2002 by Lycoming "All Rights Reserved" MANDATORY SERVICE BULLETIN ----- Original Message ----- From: "Paul Besing" <azpilot(at)extremezone.com> Subject: Re: Rocket-List: I0 540 > > I've been hearing about this AD alot lately. All over the aiport I keep > hearing people complaining about doing it. It appears that there are ALOT > of engines effected by this AD. Make absolutely sure you are clear on this > AD. Apparently it's pretty serious. Lycoming is taking a major hit, > because new airplanes are under warranty and they are taking back many, many > engines. Plus they are having to pay the labor to remove and re install the > engines. > > Paul Besing > RV-6A Sold (Waiting on the RV-10) > http://www.lacodeworks.com/besing > Kitlog Pro Builder's Log Software > http://www.kitlog.com > > ----- Original Message ----- > From: "Tom Hall" <tomhall(at)starband.net> > To: > Subject: Re: Rocket-List: I0 540 > > > > > > I spoke with Lycon this evening. They indicated that Lycoming MIGHT be > > rewriting AD to include ALL engines with overhaul or manufacture since > 1996. > > The Zinc coated bolts are the "bad" ones and are gold in color. Due to the > > difficulties in matching part lots and specific engines and times of > > overhaul, combined with parts inventories which may be on shelves for > > extended periods, it may mean direct inspection is necessary to be sure. > > ----- Original Message ----- > > From: "Kendall Garrison" <KGarrison(at)hot.rr.com> > > To: > > Subject: Re: Rocket-List: I0 540 > > > > > > > > > > > > > > > I have an IO 540 on a 77 Piper Lance. The engine was a factory rebuild > in > > > May of '98 which was the time in question. I talked to a service rep > > today > > > and they told me that it was subject to the AD only if your engine > serial > > > number is listed in the AD or Service Bulletin 544. If your engine is > not > > > listed, you are in the clear or so they claim. > > > > > > Good Luck > > > > > > Kendall Garrison > > > > > > > > > ----- Original Message ----- > > > From: "Archie" <archie97(at)earthlink.net> > > > To: > > > Subject: Re: Rocket-List: I0 540 > > > > > > > > > > > > > > > > > > > > > > > > I just received an Emergency Airworthiness Directive that appears > will > > > > ground the Lycoming six cylinder fleet. > > > > > Anyone else get one ? Apparently the bolt that holds the gear on the > > > > crankshaft is failing. > > > > > I have 10 flying hours or seven days to fix it. > > > > > Bryan Carr > > > > > HR 11 > > > > > > > > Read it carefully. Some people are jumping to conclusions prematurely. > > > > Also, if you purchased the bolt from Superior, they claim their bolts > > > > are not affected. > > > > Believe it or not, one engine ran for almost 50 hours without a bolt > > > > installed. > > > > (it eventually failed, when the gear fell off, of course). > > > > Archie > > > > > > > > > > > > > > > > > > > > > ________________________________________________________________________________
From: "Russ Werner" <russ(at)maui.net>
Subject: Re: I0 540
Date: Oct 09, 2002
I still have my engine sitting off the plane. I'll probably remove the accessory case and see what bolt I have. If it is okay, it will cost me the gasket and the time. Can any of you experienced mechanics tell me how much more is involved it I elect to remove the sump and replace the entire gasket rather than cut it at the sump as Lycoming recommends? What else is a consumable part? Russ Werner ----- Original Message ----- From: "Jim Stone" <jrstone(at)insightbb.com> Subject: Re: Rocket-List: I0 540 > > Rocketeers, > Lycoming has the info on their website under support, publications, service letters. The criteria for which engines are affected is spelled out on the below bulletin. > Hope this doesn't affect your engine, > Jim Stone > 652 Oliver Street > > Williamsport, PA 17701 U.S.A. > > Tel. 570-323-6181 > > Fax. 570-327-7101 > > www.lycoming.textron.com > > September 30, 2002 > > Supplement No. 1 > > To > > Service Bulletin No. 554 > > In response to customer comments, Supplement No. 1 to Lycoming Service Bulletin No. 554 offers more > > specific information to assist in the identification of affected engines. > > Service Bulletin No. 554 affects: > > 1. All factory new, factory rebuilt, and factory overhauled engines listed in Table 1. > > NOTE > > The presence of any letter prefix or suffix added to any of the serial numbers does not > > exempt the engine from compliance. > > 2. All O, IO, TIO, LTIO and AEIO-540 engines that have had a crankshaft bolt replaced during field > > maintenance or field overhaul between November 27, 1996 and November 10, 1998. > > NOTE > > Service Bulletin No. 554 does not affect engines with single drive dual magnetos. > > =A9 2002 by Lycoming "All Rights Reserved" > > MANDATORY > > SERVICE BULLETIN > > ----- Original Message ----- > From: "Paul Besing" <azpilot(at)extremezone.com> > To: > Subject: Re: Rocket-List: I0 540 > > > > > > I've been hearing about this AD alot lately. All over the aiport I keep > > hearing people complaining about doing it. It appears that there are ALOT > > of engines effected by this AD. Make absolutely sure you are clear on this > > AD. Apparently it's pretty serious. Lycoming is taking a major hit, > > because new airplanes are under warranty and they are taking back many, many > > engines. Plus they are having to pay the labor to remove and re install the > > engines. > > > > Paul Besing > > RV-6A Sold (Waiting on the RV-10) > > http://www.lacodeworks.com/besing > > Kitlog Pro Builder's Log Software > > http://www.kitlog.com > > > > ----- Original Message ----- > > From: "Tom Hall" <tomhall(at)starband.net> > > To: > > Subject: Re: Rocket-List: I0 540 > > > > > > > > > > I spoke with Lycon this evening. They indicated that Lycoming MIGHT be > > > rewriting AD to include ALL engines with overhaul or manufacture since > > 1996. > > > The Zinc coated bolts are the "bad" ones and are gold in color. Due to the > > > difficulties in matching part lots and specific engines and times of > > > overhaul, combined with parts inventories which may be on shelves for > > > extended periods, it may mean direct inspection is necessary to be sure. > > > ----- Original Message ----- > > > From: "Kendall Garrison" <KGarrison(at)hot.rr.com> > > > To: > > > Subject: Re: Rocket-List: I0 540 > > > > > > > > > > > > > > > > > > > > > I have an IO 540 on a 77 Piper Lance. The engine was a factory rebuild > > in > > > > May of '98 which was the time in question. I talked to a service rep > > > today > > > > and they told me that it was subject to the AD only if your engine > > serial > > > > number is listed in the AD or Service Bulletin 544. If your engine is > > not > > > > listed, you are in the clear or so they claim. > > > > > > > > Good Luck > > > > > > > > Kendall Garrison > > > > > > > > > > > > ----- Original Message ----- > > > > From: "Archie" <archie97(at)earthlink.net> > > > > To: > > > > Subject: Re: Rocket-List: I0 540 > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > I just received an Emergency Airworthiness Directive that appears > > will > > > > > ground the Lycoming six cylinder fleet. > > > > > > Anyone else get one ? Apparently the bolt that holds the gear on the > > > > > crankshaft is failing. > > > > > > I have 10 flying hours or seven days to fix it. > > > > > > Bryan Carr > > > > > > HR 11 > > > > > > > > > > Read it carefully. Some people are jumping to conclusions prematurely. > > > > > Also, if you purchased the bolt from Superior, they claim their bolts > > > > > are not affected. > > > > > Believe it or not, one engine ran for almost 50 hours without a bolt > > > > > installed. > > > > > (it eventually failed, when the gear fell off, of course). > > > > > Archie > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > ________________________________________________________________________________
Date: Oct 10, 2002
From: "Boyd C. Braem" <bcbraem(at)comcast.net>
Subject: Re: I0 540
Russ-- Lycoming SB 554 lists the serial numbers of the affected engines (Table I). Service instructions for dissambly, replacement and reassembly are found in Lycoming SB 475B. These are available in .pdf format from Lycomings web page under "publications". Boyd Russ Werner wrote: > > I still have my engine sitting off the plane. I'll probably remove the > accessory case and see what bolt I have. If it is okay, it will cost me the > gasket and the time. > > Can any of you experienced mechanics tell me how much more is involved it I > elect to remove the sump and replace the entire gasket rather than cut it at > the sump as Lycoming recommends? What else is a consumable part? > > Russ Werner > > ----- Original Message ----- > From: "Jim Stone" <jrstone(at)insightbb.com> > To: > Subject: Re: Rocket-List: I0 540 > > > > > Rocketeers, > > Lycoming has the info on their website under support, publications, > service letters. The criteria for which engines are affected is spelled out > on the below bulletin. > > Hope this doesn't affect your engine, > > Jim Stone > > 652 Oliver Street > > > > Williamsport, PA 17701 U.S.A. > > > > Tel. 570-323-6181 > > > > Fax. 570-327-7101 > > > > www.lycoming.textron.com > > > > September 30, 2002 > > > > Supplement No. 1 > > > > To > > > > Service Bulletin No. 554 > > > > In response to customer comments, Supplement No. 1 to Lycoming Service > Bulletin No. 554 offers more > > > > specific information to assist in the identification of affected engines. > > > > Service Bulletin No. 554 affects: > > > > 1. All factory new, factory rebuilt, and factory overhauled engines listed > in Table 1. > > > > NOTE > > > > The presence of any letter prefix or suffix added to any of the serial > numbers does not > > > > exempt the engine from compliance. > > > > 2. All O, IO, TIO, LTIO and AEIO-540 engines that have had a crankshaft > bolt replaced during field > > > > maintenance or field overhaul between November 27, 1996 and November 10, > 1998. > > > > NOTE > > > > Service Bulletin No. 554 does not affect engines with single drive dual > magnetos. > > > > =A9 2002 by Lycoming "All Rights Reserved" > > > > MANDATORY > > > > SERVICE BULLETIN > > > > ----- Original Message ----- > > From: "Paul Besing" <azpilot(at)extremezone.com> > > To: > > Subject: Re: Rocket-List: I0 540 > > > > > > > > > > > I've been hearing about this AD alot lately. All over the aiport I keep > > > hearing people complaining about doing it. It appears that there are > ALOT > > > of engines effected by this AD. Make absolutely sure you are clear on > this > > > AD. Apparently it's pretty serious. Lycoming is taking a major hit, > > > because new airplanes are under warranty and they are taking back many, > many > > > engines. Plus they are having to pay the labor to remove and re install > the > > > engines. > > > > > > Paul Besing > > > RV-6A Sold (Waiting on the RV-10) > > > http://www.lacodeworks.com/besing > > > Kitlog Pro Builder's Log Software > > > http://www.kitlog.com > > > > > > ----- Original Message ----- > > > From: "Tom Hall" <tomhall(at)starband.net> > > > To: > > > Subject: Re: Rocket-List: I0 540 > > > > > > > > > > > > > > I spoke with Lycon this evening. They indicated that Lycoming MIGHT be > > > > rewriting AD to include ALL engines with overhaul or manufacture since > > > 1996. > > > > The Zinc coated bolts are the "bad" ones and are gold in color. Due to > the > > > > difficulties in matching part lots and specific engines and times of > > > > overhaul, combined with parts inventories which may be on shelves for > > > > extended periods, it may mean direct inspection is necessary to be > sure. > > > > ----- Original Message ----- > > > > From: "Kendall Garrison" <KGarrison(at)hot.rr.com> > > > > To: > > > > Subject: Re: Rocket-List: I0 540 > > > > > > > > > > > > > > > > > > > > > > > > > > > I have an IO 540 on a 77 Piper Lance. The engine was a factory > rebuild > > > in > > > > > May of '98 which was the time in question. I talked to a service > rep > > > > today > > > > > and they told me that it was subject to the AD only if your engine > > > serial > > > > > number is listed in the AD or Service Bulletin 544. If your engine > is > > > not > > > > > listed, you are in the clear or so they claim. > > > > > > > > > > Good Luck > > > > > > > > > > Kendall Garrison > > > > > > > > > > > > > > > ----- Original Message ----- > > > > > From: "Archie" <archie97(at)earthlink.net> > > > > > To: > > > > > Subject: Re: Rocket-List: I0 540 > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > I just received an Emergency Airworthiness Directive that > appears > > > will > > > > > > ground the Lycoming six cylinder fleet. > > > > > > > Anyone else get one ? Apparently the bolt that holds the gear on > the > > > > > > crankshaft is failing. > > > > > > > I have 10 flying hours or seven days to fix it. > > > > > > > Bryan Carr > > > > > > > HR 11 > > > > > > > > > > > > Read it carefully. Some people are jumping to conclusions > prematurely. > > > > > > Also, if you purchased the bolt from Superior, they claim their > bolts > > > > > > are not affected. > > > > > > Believe it or not, one engine ran for almost 50 hours without a > bolt > > > > > > installed. > > > > > > (it eventually failed, when the gear fell off, of course). > > > > > > Archie > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > ________________________________________________________________________________
From: "Wiethe, Philip (P.J.)" <pwiethe(at)ford.com>
Subject: IO-540 for sale
Date: Oct 10, 2002
I know an engine builder in Florida who builds airboat engines and some experimental aircraft engines who is selling a rebuilt IO-540 for experimental use for $14000. The engine was built for a plane builder who passed away before taking delivery. The engine has some custom work - port work and cryogenic treating, not sure what else. Sounds like a good deal. The seller is: Steve Woosley (813)-659-4721 ________________________________________________________________________________
From: "Tom Gummo" <t.gummo(at)verizon.net>
"Rocket List"
Subject: Insurance AGAIN
Date: Oct 12, 2002
Guys and Gals, Well, Avemco when off the deep end. Last year was 4488.00 and this year they want 5719.00. Their quote is: Bodily Injury and Property Damage for 100,00 each person; 1,000,000 property damgage; 1,000,000 each accident = 732.00 Aircraft damage In Flight for 110,000 value; deductible: 500 NOT IN MOTION; 2,000 IN MOTION = 4954.00 Medical expenses for 1,000 each person = 33.00 Pilots: Thomas L. Gummo - Com - IFR yes - Age 54 - TT 3500 - ME 3200 - RG 3200 - MM 80 - TW 150 Joseph P. Fitzgerald - ATP, ASMEL - IFR yes - Age 47 - TT 6130 - MM 7 - RG 2200 - TW 1600 Aircraft data: N561FS Harmon Rocket II, Engine IO-540 J4A5 80 Hours, Day VFR + (No strobes; but nav, taxi, and landing lights; electric Attitude and DG), not painted. Stored at APV, hangared yes. Guess it is time to look for another company. Tom Gummo PS. if I had 5700 dollars laying around, it would be painted :-) ________________________________________________________________________________
From: "Bob & Toodie Marshall" <rtmarshall(at)osbtown.com>
Subject: Re: Insurance AGAIN
Date: Oct 13, 2002
Hey Tom, don't feel like the lone ranger, I even have a couple of instructor ratings, CFII, CFIG and a couple thousand tailwheel, instructing and towing gliders, your quote is very close to mine, so I opt out on the hull, The EAA is touting Falcon, ask for a quote and let us know. They are supposed to understand EAA problems? Good luck, Bob Marshall. ----- Original Message ----- From: "Tom Gummo" <t.gummo(at)verizon.net> Subject: Rocket-List: Insurance AGAIN > > Guys and Gals, > > Well, Avemco when off the deep end. > Last year was 4488.00 and this year > they want 5719.00. > > Their quote is: > > Bodily Injury and Property Damage for > 100,00 each person; > 1,000,000 property damgage; > 1,000,000 each accident = 732.00 > > Aircraft damage In Flight for > 110,000 value; > deductible: > 500 NOT IN MOTION; > 2,000 IN MOTION = 4954.00 > > Medical expenses for > 1,000 each person = 33.00 > > Pilots: > Thomas L. Gummo - Com - IFR yes - Age 54 - TT 3500 - ME 3200 - RG 3200 - MM > 80 - TW 150 > > Joseph P. Fitzgerald - ATP, ASMEL - IFR yes - Age 47 - TT 6130 - MM 7 - RG > 2200 - TW 1600 > > Aircraft data: > N561FS > Harmon Rocket II, Engine IO-540 J4A5 80 Hours, Day VFR + (No strobes; but > nav, taxi, and landing lights; electric Attitude and DG), not painted. > Stored at APV, hangared yes. > > Guess it is time to look for another company. > > Tom Gummo > > PS. if I had 5700 dollars laying around, it would be painted :-) > > ________________________________________________________________________________
From: Hr2pilot(at)aol.com
Date: Oct 15, 2002
Subject: Another first flight
Congradulations,Dean Berry.AZ # 85 ________________________________________________________________________________
Date: Oct 15, 2002
From: "Richard V. Reynolds" <rvreynolds(at)macs.net>
czech-list(at)matronics.com, europa-list(at)matronics.com, ez-list(at)matronics.com, glasair-list(at)matronics.com, homebuilt-list(at)matronics.com, kolb-list(at)matronics.com, kr-list(at)matronics.com, lancair-list(at)matronics.com, pelican-list(at)matronics.com, pietenpol-list(at)matronics.com, piper-list(at)matronics.com, pitts-list(at)matronics.com, rocket-list(at)matronics.com, rv4-list(at)matronics.com, rv6-list(at)matronics.com, rv7-list(at)matronics.com, rv8-list(at)matronics.com, sonerai-list(at)matronics.com, tailwind-list(at)matronics.com, ultralight-list(at)matronics.com, warbird-list(at)matronics.com, yak-list(at)matronics.com, zenith-list(at)matronics.com
Subject: EAA Chapter 339 Fall Fly-In
EAA Chapter 339 Fall Fly-In Saturday, October 19, 2002, Hampton Roads Exec (PVG), Virginia, 9AM till 7PM Hampton Roads Exec (PVG) is 13.5nm SW of Norfolk, Virginia (253 radial (ORF) AWOS 118.375 CTAF 123.0 The weather will really be a perfect Virginia fall day! Aircraft parking is off taxiway between Rwy 23 and T-Hangars East of Airport Terminal Schedule of Events Fly-In Begins 9AM Food all Day 10AM - 3PM Poker Run (Walk Around Field) Project Visits on Field Aircraft Judging 11AM - 3PM, All Categories, Antiques, Classics, Homebuilts, Warbirds Social Hour 4PM Dinner 5PM - 7PM, BBQ Sandwiches, Chicken, Drinks Local motels/hotels are available For More Information Frank Toy 757-460-3680 ftoy(at)att.net Richard Reynolds 757-627-8743 rvreynolds(at)macs.net EAA Chapter 339 http://home.earthlink.net/~avyator/ Hampton Roads Exec Airport http://www.hamptonroadsexecutiveairport.com/index.html ________________________________________________________________________________
From: "dave rossiter" <daverossiter717(at)hotmail.com>
Subject: Re: Insurance AGAIN
Date: Oct 15, 2002
Tom, check with Lad Gardner at Falcon(EAA Insurance) as far as I know the only game in town for my F1 Rocket. Dave >From: "Tom Gummo" <t.gummo(at)verizon.net> >Reply-To: rocket-list(at)matronics.com >To: "RV List" , "Rocket List" > >Subject: Rocket-List: Insurance AGAIN >Date: Sat, 12 Oct 2002 14:32:21 -0700 > > >Guys and Gals, > >Well, Avemco when off the deep end. >Last year was 4488.00 and this year >they want 5719.00. > >Their quote is: > >Bodily Injury and Property Damage for >100,00 each person; >1,000,000 property damgage; >1,000,000 each accident = 732.00 > >Aircraft damage In Flight for >110,000 value; >deductible: >500 NOT IN MOTION; >2,000 IN MOTION = 4954.00 > >Medical expenses for >1,000 each person = 33.00 > >Pilots: >Thomas L. Gummo - Com - IFR yes - Age 54 - TT 3500 - ME 3200 - RG 3200 - MM >80 - TW 150 > >Joseph P. Fitzgerald - ATP, ASMEL - IFR yes - Age 47 - TT 6130 - MM 7 - RG >2200 - TW 1600 > >Aircraft data: >N561FS >Harmon Rocket II, Engine IO-540 J4A5 80 Hours, Day VFR + (No strobes; but >nav, taxi, and landing lights; electric Attitude and DG), not painted. >Stored at APV, hangared yes. > >Guess it is time to look for another company. > >Tom Gummo > >PS. if I had 5700 dollars laying around, it would be painted :-) > > http://resourcecenter.msn.com/access/plans/2monthsfree.asp ________________________________________________________________________________
From: "Paul Besing" <azpilot(at)extremezone.com>
Subject: Re: Insurance AGAIN
Date: Oct 15, 2002
Has JT from Nationair tried to quote the rockets? He does so much better for the RV's than Avemco, I would think he could do something for the Rocket guys, too. I'd love to build an HR2 but I wouldn't be able to insure it! Paul Besing ----- Original Message ----- From: "dave rossiter" <daverossiter717(at)hotmail.com> Subject: Re: Rocket-List: Insurance AGAIN > > Tom, check with Lad Gardner at Falcon(EAA Insurance) as far as I know the > only game in town for my F1 Rocket. Dave > > > >From: "Tom Gummo" <t.gummo(at)verizon.net> > >Reply-To: rocket-list(at)matronics.com > >To: "RV List" , "Rocket List" > > > >Subject: Rocket-List: Insurance AGAIN > >Date: Sat, 12 Oct 2002 14:32:21 -0700 > > > > > >Guys and Gals, > > > >Well, Avemco when off the deep end. > >Last year was 4488.00 and this year > >they want 5719.00. > > > >Their quote is: > > > >Bodily Injury and Property Damage for > >100,00 each person; > >1,000,000 property damgage; > >1,000,000 each accident = 732.00 > > > >Aircraft damage In Flight for > >110,000 value; > >deductible: > >500 NOT IN MOTION; > >2,000 IN MOTION = 4954.00 > > > >Medical expenses for > >1,000 each person = 33.00 > > > >Pilots: > >Thomas L. Gummo - Com - IFR yes - Age 54 - TT 3500 - ME 3200 - RG 3200 - MM > >80 - TW 150 > > > >Joseph P. Fitzgerald - ATP, ASMEL - IFR yes - Age 47 - TT 6130 - MM 7 - RG > >2200 - TW 1600 > > > >Aircraft data: > >N561FS > >Harmon Rocket II, Engine IO-540 J4A5 80 Hours, Day VFR + (No strobes; but > >nav, taxi, and landing lights; electric Attitude and DG), not painted. > >Stored at APV, hangared yes. > > > >Guess it is time to look for another company. > > > >Tom Gummo > > > >PS. if I had 5700 dollars laying around, it would be painted :-) > > > > > > > http://resourcecenter.msn.com/access/plans/2monthsfree.asp > > ________________________________________________________________________________
From: "Tom Gummo" <t.gummo(at)verizon.net>
Subject: Re: Insurance AGAIN
Date: Oct 15, 2002
He is working up a quote for me. I will post the results. I think as an unemployed builder I will have to go with liability only. No matter what company has the lowest quote. Tom ----- Original Message ----- From: "Paul Besing" <azpilot(at)extremezone.com> Subject: Re: Rocket-List: Insurance AGAIN > > Has JT from Nationair tried to quote the rockets? He does so much better > for the RV's than Avemco, I would think he could do something for the Rocket > guys, too. I'd love to build an HR2 but I wouldn't be able to insure it! > > Paul Besing > > ----- Original Message ----- > From: "dave rossiter" <daverossiter717(at)hotmail.com> > To: > Subject: Re: Rocket-List: Insurance AGAIN > > > > > > > Tom, check with Lad Gardner at Falcon(EAA Insurance) as far as I know the > > only game in town for my F1 Rocket. Dave > > > > > > >From: "Tom Gummo" <t.gummo(at)verizon.net> > > >Reply-To: rocket-list(at)matronics.com > > >To: "RV List" , "Rocket List" > > > > > >Subject: Rocket-List: Insurance AGAIN > > >Date: Sat, 12 Oct 2002 14:32:21 -0700 > > > > > > > > >Guys and Gals, > > > > > >Well, Avemco when off the deep end. > > >Last year was 4488.00 and this year > > >they want 5719.00. > > > > > >Their quote is: > > > > > >Bodily Injury and Property Damage for > > >100,00 each person; > > >1,000,000 property damgage; > > >1,000,000 each accident = 732.00 > > > > > >Aircraft damage In Flight for > > >110,000 value; > > >deductible: > > >500 NOT IN MOTION; > > >2,000 IN MOTION = 4954.00 > > > > > >Medical expenses for > > >1,000 each person = 33.00 > > > > > >Pilots: > > >Thomas L. Gummo - Com - IFR yes - Age 54 - TT 3500 - ME 3200 - RG 3200 - > MM > > >80 - TW 150 > > > > > >Joseph P. Fitzgerald - ATP, ASMEL - IFR yes - Age 47 - TT 6130 - MM 7 - > RG > > >2200 - TW 1600 > > > > > >Aircraft data: > > >N561FS > > >Harmon Rocket II, Engine IO-540 J4A5 80 Hours, Day VFR + (No strobes; but > > >nav, taxi, and landing lights; electric Attitude and DG), not painted. > > >Stored at APV, hangared yes. > > > > > >Guess it is time to look for another company. > > > > > >Tom Gummo > > > > > >PS. if I had 5700 dollars laying around, it would be painted :-) > > > > > > > > > > > > http://resourcecenter.msn.com/access/plans/2monthsfree.asp > > > > > > ________________________________________________________________________________
From: "Paul Besing" <azpilot(at)extremezone.com>
Subject: Re: Insurance AGAIN
Date: Oct 15, 2002
Any chance on lowering the policy below $100K? I hear that they really don't like to overinsure. 100K sometimes is the cutoff between high and astronomical rates, from what I understand. Paul Besing ----- Original Message ----- From: "dave rossiter" <daverossiter717(at)hotmail.com> Subject: Re: Rocket-List: Insurance AGAIN > > Tom, check with Lad Gardner at Falcon(EAA Insurance) as far as I know the > only game in town for my F1 Rocket. Dave > > > >From: "Tom Gummo" <t.gummo(at)verizon.net> > >Reply-To: rocket-list(at)matronics.com > >To: "RV List" , "Rocket List" > > > >Subject: Rocket-List: Insurance AGAIN > >Date: Sat, 12 Oct 2002 14:32:21 -0700 > > > > > >Guys and Gals, > > > >Well, Avemco when off the deep end. > >Last year was 4488.00 and this year > >they want 5719.00. > > > >Their quote is: > > > >Bodily Injury and Property Damage for > >100,00 each person; > >1,000,000 property damgage; > >1,000,000 each accident = 732.00 > > > >Aircraft damage In Flight for > >110,000 value; > >deductible: > >500 NOT IN MOTION; > >2,000 IN MOTION = 4954.00 > > > >Medical expenses for > >1,000 each person = 33.00 > > > >Pilots: > >Thomas L. Gummo - Com - IFR yes - Age 54 - TT 3500 - ME 3200 - RG 3200 - MM > >80 - TW 150 > > > >Joseph P. Fitzgerald - ATP, ASMEL - IFR yes - Age 47 - TT 6130 - MM 7 - RG > >2200 - TW 1600 > > > >Aircraft data: > >N561FS > >Harmon Rocket II, Engine IO-540 J4A5 80 Hours, Day VFR + (No strobes; but > >nav, taxi, and landing lights; electric Attitude and DG), not painted. > >Stored at APV, hangared yes. > > > >Guess it is time to look for another company. > > > >Tom Gummo > > > >PS. if I had 5700 dollars laying around, it would be painted :-) > > > > > > > http://resourcecenter.msn.com/access/plans/2monthsfree.asp > > ________________________________________________________________________________
From: "Tom Gummo" <t.gummo(at)verizon.net>
Subject: Re: Insurance AGAIN
Date: Oct 15, 2002
I am waiting on the quote. Thanks. I will post my result. Tom ----- Original Message ----- From: "dave rossiter" <daverossiter717(at)hotmail.com> Subject: Re: Rocket-List: Insurance AGAIN > > Tom, check with Lad Gardner at Falcon(EAA Insurance) as far as I know the > only game in town for my F1 Rocket. Dave > > > >From: "Tom Gummo" <t.gummo(at)verizon.net> > >Reply-To: rocket-list(at)matronics.com > >To: "RV List" , "Rocket List" > > > >Subject: Rocket-List: Insurance AGAIN > >Date: Sat, 12 Oct 2002 14:32:21 -0700 > > > > > >Guys and Gals, > > > >Well, Avemco when off the deep end. > >Last year was 4488.00 and this year > >they want 5719.00. > > > >Their quote is: > > > >Bodily Injury and Property Damage for > >100,00 each person; > >1,000,000 property damgage; > >1,000,000 each accident = 732.00 > > > >Aircraft damage In Flight for > >110,000 value; > >deductible: > >500 NOT IN MOTION; > >2,000 IN MOTION = 4954.00 > > > >Medical expenses for > >1,000 each person = 33.00 > > > >Pilots: > >Thomas L. Gummo - Com - IFR yes - Age 54 - TT 3500 - ME 3200 - RG 3200 - MM > >80 - TW 150 > > > >Joseph P. Fitzgerald - ATP, ASMEL - IFR yes - Age 47 - TT 6130 - MM 7 - RG > >2200 - TW 1600 > > > >Aircraft data: > >N561FS > >Harmon Rocket II, Engine IO-540 J4A5 80 Hours, Day VFR + (No strobes; but > >nav, taxi, and landing lights; electric Attitude and DG), not painted. > >Stored at APV, hangared yes. > > > >Guess it is time to look for another company. > > > >Tom Gummo > > > >PS. if I had 5700 dollars laying around, it would be painted :-) > > > > > > > http://resourcecenter.msn.com/access/plans/2monthsfree.asp > > ________________________________________________________________________________
From: MeangreenRV4(at)aol.com
Date: Oct 16, 2002
Subject: Re: Insurance AGAIN
In a message dated 10/15/2002 9:05:12 PM Pacific Daylight Time, t.gummo(at)verizon.net writes: > > He is working up a quote for me. > > I will post the results. > > I think as an unemployed builder I will have to go with liability only. > No matter what company has the lowest quote. > > Tom > > ----- Original Message ----- > From: "Paul Besing" <azpilot(at)extremezone.com> > To: > Subject: Re: Rocket-List: Insurance AGAIN > > > > > > > Has JT from Nationair tried to quote the rockets? He does so much better > > for the RV's than Avemco, I would think he could do something for the > Rocket > > guys, too. I'd love to build an HR2 but I wouldn't be able to insure it! > > > > Paul Besing > Try Sky Smith Insurance, I was talking with Scott Smith, he said he has couple of companys that will write the HRII but they are still a bit pricey, any way its worth a call. Tim Barnes Meangreen RV-4 ________________________________________________________________________________
From: Hr2pilot(at)aol.com
Date: Oct 17, 2002
Subject: Re: Rocket Insurance
Tom, Call Dan Paves with Wilson Paves & Assoc. 661-327-3111 He has a line on Insurance for the Rockets. Christina ________________________________________________________________________________
From: Hr2pilot(at)aol.com
Date: Oct 18, 2002
Subject: (no subject)
Congratulations Allan Webb Grand champion Copperstate fly in. You cleaned house 02 ________________________________________________________________________________
From: "Jim Stone" <jrstone(at)insightbb.com>
Subject: Re: (no subject)
Date: Oct 21, 2002
Does anyone have pictures of the new Grand Champion? Jim ----- Original Message ----- From: <Hr2pilot(at)aol.com> Subject: Rocket-List: (no subject) > > Congratulations Allan Webb Grand champion Copperstate fly in. You cleaned > house 02 > > ________________________________________________________________________________
From: "Russ Werner" <russ(at)maui.net>
Subject: Electric Aileron Trim
Date: Oct 21, 2002
I'm working with the RV8 aileron trim kit and was wondering if anyone has experience with mounting it in a Rocket II/F1. It appears fairly straight forward. I'm planning on putting the servo just in front of the spar with the springs catching the front edge of the stick weldment. Vans supplied springs seem way too stiff, so I may substitute some lighter ones of the same length. For the ends of the sliding tube, I have ordered cool flanged spherical bearings from ACS (pn FNM5). This may go out the window if I decide to mount the autopilot servo in front of the spar. A wing rib mount for the autopilot will solve that. Any thoughts, rocketeers? Russ Werner Maui ________________________________________________________________________________
From: Mlfred(at)aol.com
Date: Oct 21, 2002
Subject: Re: Electric Aileron Trim
In a message dated 10/21/2002 1:20:36 PM Central Daylight Time, russ(at)maui.net writes: > I'm planning on putting the servo just in front of the spar with the springs > catching the front edge of the stick weldment. Vans supplied springs seem > way too stiff, so I may substitute some lighter ones of the same length. > Hey Russ: I've seen it mounted as called out in the -8 plans -- worked OK. The AP servo does fit nicely in the front bay.... You'll have to shorten the tube to allow for the closer spacing of the floor ribs. I'd keep those supplied springs handy -- weaker ones might not give the trim authority required. Cheers Mark ________________________________________________________________________________
From: "Gibbons" <gibbons@cox-internet.com>
Subject: Electric Aileron Trim
Date: Oct 22, 2002
Russ, If you decide to go with an autopilot: http://www.trutrakflightsystems.com/ttfsproducts.html#Digitrak $1,800 for a digital autopilot that also tracks the GPS. I attended an EAA meeting Sunday where the owner (Jim Younkin) spoke. This is a very impressive unit for the money! Chip Gibbons -----Original Message----- From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com]On Behalf Of Russ Werner Subject: Rocket-List: Electric Aileron Trim I'm working with the RV8 aileron trim kit and was wondering if anyone has experience with mounting it in a Rocket II/F1. It appears fairly straight forward. I'm planning on putting the servo just in front of the spar with the springs catching the front edge of the stick weldment. Vans supplied springs seem way too stiff, so I may substitute some lighter ones of the same length. For the ends of the sliding tube, I have ordered cool flanged spherical bearings from ACS (pn FNM5). This may go out the window if I decide to mount the autopilot servo in front of the spar. A wing rib mount for the autopilot will solve that. Any thoughts, rocketeers? Russ Werner Maui ________________________________________________________________________________
From: "Tom Hall" <tomhall(at)starband.net>
Subject: Re: Electric Aileron Trim
Date: Oct 22, 2002
Russ, I put in the RV-8 kit and put in the general area suggested for the -8. It will clear the flap actuator. If you use TruTrak AP , then clearances become alittle more critical, but it will all work and be rear of the spar and aileron tubes. Care must be used with AP servo to avoid heel wells. If you need photo, let me know. Tom #15 ----- Original Message ----- From: "Russ Werner" <russ(at)maui.net> Subject: Rocket-List: Electric Aileron Trim > > > I'm working with the RV8 aileron trim kit and was wondering if anyone has > experience with mounting it in a Rocket II/F1. It appears fairly straight > forward. > > I'm planning on putting the servo just in front of the spar with the springs > catching the front edge of the stick weldment. Vans supplied springs seem > way too stiff, so I may substitute some lighter ones of the same length. > For the ends of the sliding tube, I have ordered cool flanged spherical > bearings from ACS (pn FNM5). > > This may go out the window if I decide to mount the autopilot servo in front > of the spar. A wing rib mount for the autopilot will solve that. > > Any thoughts, rocketeers? > > Russ Werner > Maui > > ________________________________________________________________________________
From: "Tom Hall" <tomhall(at)starband.net>
Subject: Re: Electric Aileron Trim
Date: Oct 22, 2002
I agree with Mark. RV-8 springs are too long due to greater distance between stringers than in Rocket, so actually the holes in the actuator tube of the aileron trim will need some adjustment inward and this may actually lead to them being too loose, so they may require springs to be shorter. Tom Hall ----- Original Message ----- From: <Mlfred(at)aol.com> Subject: Re: Rocket-List: Electric Aileron Trim > > > In a message dated 10/21/2002 1:20:36 PM Central Daylight Time, russ(at)maui.net > writes: > > > > I'm planning on putting the servo just in front of the spar with the springs > > catching the front edge of the stick weldment. Vans supplied springs seem > > way too stiff, so I may substitute some lighter ones of the same length. > > > > Hey Russ: > > I've seen it mounted as called out in the -8 plans -- worked OK. The AP servo > does fit nicely in the front bay.... > > You'll have to shorten the tube to allow for the closer spacing of the floor > ribs. I'd keep those supplied springs handy -- weaker ones might not give the > trim authority required. > > Cheers > Mark > > ________________________________________________________________________________
From: "Russ Werner" <russ(at)maui.net>
Subject: Re: Electric Aileron Trim
Date: Oct 22, 2002
It seems that the important dimension is the distance between the two cotter pins on the sliding tube. The height you have that tube affects that too. I just about have it worked out. I'm installing the Navaid A/P and the electric trim in front of the 404. Space is NOT a problem, not is access later. Russ ----- Original Message ----- From: "Tom Hall" <tomhall(at)starband.net> Subject: Re: Rocket-List: Electric Aileron Trim > > I agree with Mark. RV-8 springs are too long due to greater distance between > stringers than in Rocket, so actually the holes in the actuator tube of the > aileron trim will need some adjustment inward and this may actually lead to > them being too loose, so they may require springs to be shorter. > > Tom Hall > ----- Original Message ----- > From: <Mlfred(at)aol.com> > To: > Subject: Re: Rocket-List: Electric Aileron Trim > > > > > > > > In a message dated 10/21/2002 1:20:36 PM Central Daylight Time, > russ(at)maui.net > > writes: > > > > > > > I'm planning on putting the servo just in front of the spar with the > springs > > > catching the front edge of the stick weldment. Vans supplied springs > seem > > > way too stiff, so I may substitute some lighter ones of the same length. > > > > > > > Hey Russ: > > > > I've seen it mounted as called out in the -8 plans -- worked OK. The AP > servo > > does fit nicely in the front bay.... > > > > You'll have to shorten the tube to allow for the closer spacing of the > floor > > ribs. I'd keep those supplied springs handy -- weaker ones might not give > the > > trim authority required. > > > > Cheers > > Mark > > > > > > ________________________________________________________________________________
From: "Tom Hall" <tomhall(at)starband.net>
Subject: Re: Electric Aileron Trim
Date: Oct 23, 2002
Russ, We are saying the same thing,I think. The holes that I was referencing are the holes that the cotter pins go thru. If you would please let me(us) know what you come up with dimension-wise. I haven't tackled that particular problem yet and that info would be helpful. I considered leaving holes same distance if they would work between stringers and shortening springs, but it looked like that moving holes in and shortening springs or replacing with shorter springs was going to be necessary. Any info will be appreciated. Tom ----- Original Message ----- From: "Russ Werner" <russ(at)maui.net> Subject: Re: Rocket-List: Electric Aileron Trim > > > It seems that the important dimension is the distance between the two cotter > pins on the sliding tube. The height you have that tube affects that too. > I just about have it worked out. I'm installing the Navaid A/P and the > electric trim in front of the 404. Space is NOT a problem, not is access > later. > > Russ > > ________________________________________________________________________________
From: "John Starn" <jhstarn(at)earthlink.net>
Subject: Re: RV-List: Ready-to-install Spinner
Date: Oct 23, 2002
Duct tape.... use several layers of good ole duct tape to outline the openning on the spinner. It may not be perfect against the "ham fisted" but it gives protection for the little slip of the wheel. Warning: Cut the same day you put it on and take it off as soon as the cut is completed. (works witth fibreglas and plastic too). KABONG ----- Original Message ----- From: "Larry Bowen" <lcbowen(at)yahoo.com> Subject: Re: RV-List: Ready-to-install Spinner > --> RV-List message posted by: Larry Bowen > > You can't buff it out? > > -LB > > --- Sluggo wrote: > > --> RV-List message posted by: "Sluggo" > > > > > > Ah, here was the "rub", as they say. The Orndorff's also said that a Dremel > > was the way to go and should be "simple and hard to make a mistake." Well, > > maybe for you all. Ham-fisted me let the Dremel get away and walk nicely > > across the spinner, leaving a lovely etched trail, as well as a ruined > > pricey polished spinner, in its wake. > > ________________________________________________________________________________
From: "Russ Werner" <russ(at)maui.net>
Subject: Re: Electric Aileron Trim
Date: Oct 23, 2002
I'll document what I come up with. The keel beams in front of the spar are plenty far enough apart to use the stock springs. The servo only has 1.2 inches of travel, so the whole thing should be pretty easy. I'm waiting for a spherical bearing to come in from ACS before finishing it. Should be in the next 2 days. Russ ----- Original Message ----- From: "Tom Hall" <tomhall(at)starband.net> Subject: Re: Rocket-List: Electric Aileron Trim > > Russ, > We are saying the same thing,I think. The holes that I was > referencing are the holes that the cotter pins go thru. If you would please > let me(us) know what you come up with dimension-wise. I haven't tackled that > particular problem yet and that info would be helpful. I considered leaving > holes same distance if they would work between stringers and shortening > springs, but it looked like that moving holes in and shortening springs or > replacing with shorter springs was going to be necessary. Any info will be > appreciated. > Tom > ----- Original Message ----- > From: "Russ Werner" <russ(at)maui.net> > To: > Subject: Re: Rocket-List: Electric Aileron Trim > > > > > > > > It seems that the important dimension is the distance between the two > cotter > > pins on the sliding tube. The height you have that tube affects that too. > > I just about have it worked out. I'm installing the Navaid A/P and the > > electric trim in front of the 404. Space is NOT a problem, not is access > > later. > > > > Russ > > > > > > ________________________________________________________________________________
Date: Oct 23, 2002
From: Randy Pflanzer <f1rocket(at)comcast.net>
Subject: Web Page Update
Just a quick note to let everyone know that I updated my web site this evening with over 20 pictures of my wing construction. Included in the pictures are some related to installing the VonDane Landing lights in the Rocket wing tips. I should finish up the wing this week with additional pictures to follow. Randy Pflanzer F1 Rocket #95 http://mywebpages.comcast.net/f1rocket/ ________________________________________________________________________________
From: "flyseaplane" <flyseaplane(at)netzero.net>
Subject: Someone from the RV list is sending me a virus
Date: Oct 24, 2002
Someone from the RV list has been sending me the W32Klez@mm virus for a few days now. The W32.Bugbear@mm just came through today. This must be a new one. Folks, If you don't have Norton Anti-Virus, I strongly suggest you get it. (it's only $20 from numerous places online) I don't want to hear one person come back and say "Well, I have McAfee...." McAfee does not work like Norton Symantec does. I had McAfee installed on my Hewlitt-Packard when I bought it brand new, and the computer slowly began acting up. I installed Norton and it immediately found 28 viruses on my computer. So much for McAfee. Never again! Anyways, I just wanted you to know that my Norton system has been nabbing these viruses from the RV list, so you all might want to go ahead and run a virus scan. I am going to send this same message to the Harmon Rocket list, because it might be coming from there, I haven't determined which list is sending me the virus. Take care all, and happy building! Linc ------------------------------------------- ________________________________________________________________________________
From: "Gibbons" <gibbons@cox-internet.com>
Subject: Someone from the RV list is sending me a virus
Date: Oct 24, 2002
Linc, McAfee, like Norton, must be kept updated. I suggest McAfee Clinic for broad band users. There's nothing wrong with McAfee if you keep the virus files updated. Chip Gibbons -----Original Message----- From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com]On Behalf Of flyseaplane Subject: Rocket-List: Someone from the RV list is sending me a virus Someone from the RV list has been sending me the W32Klez@mm virus for a few days now. The W32.Bugbear@mm just came through today. This must be a new one. Folks, If you don't have Norton Anti-Virus, I strongly suggest you get it. (it's only $20 from numerous places online) I don't want to hear one person come back and say "Well, I have McAfee...." McAfee does not work like Norton Symantec does. I had McAfee installed on my Hewlitt-Packard when I bought it brand new, and the computer slowly began acting up. I installed Norton and it immediately found 28 viruses on my computer. So much for McAfee. Never again! Anyways, I just wanted you to know that my Norton system has been nabbing these viruses from the RV list, so you all might want to go ahead and run a virus scan. I am going to send this same message to the Harmon Rocket list, because it might be coming from there, I haven't determined which list is sending me the virus. Take care all, and happy building! Linc ------------------------------------------- ________________________________________________________________________________
From: "flyseaplane" <flyseaplane(at)netzero.net>
Subject: Re: Rocket- virus is from RV-8 list
Date: Oct 24, 2002
Dear Rocket Listers, I did some digging and found the virus came in on the RV-8 list, from a sender named "Sally and George" and the message was title "cabin floor heat" I tried to send them a reply letting them know what they were doing, and it came back undeliverable. The e-mail address is Australian. Happy Building! Linc ------------------------------------------- ________________________________________________________________________________
Date: Oct 24, 2002
From: Harry Paine <hpaine(at)earthlink.net>
Subject: Story on trip to alaska
The short version: Totals 33 Hrs 350 gals of fuel 5 qts oil approx 6300 miles fantastic trip fantastic airplane and would do it again! The long version. note vince frazer has some pictures on his web site I will try and get some more up later. 266hp trip to Alaska. Having wanted to fly to Alaska for the last ten years I finally decided to do it! I thot it would be cool to fly with other people so I advertised on the rocket list and some other places and some guys were ready to go, but they all bailed on me so I decided to go on my own. I asked my 25yr old son Matt to go with me and he said "sure pops." We set the date to leave on August 23rd and return on Sept 1st or 2nd. It would be mainly a sightseeing & hiking trip & maybe some fishing. No camping because there is absoutly no room for any gear if you fly with two people. To fly to Alaska is not like flying to Oshkosh. In order to legally fly there you are supposed to carry enough food & water for two weeks, survival gear that includes a flare gun, knives, hatchet, fishing gear, medical kit for two people, Big rifles, etc. etc. Yeah right!!! Plus about 15lbs of flight gear. Hmm I have Harmon rocket not Cessna 210 truck! It also cost $50.00 for the privilege of carrying a gun in Canada. Quick weight & balance & space available says it ain't gonna happen. I called my friend up in Alaska and asked him what I really needed to have and that's what I did minus the gun. All said & weighed I had about 85lbs of baggage dispersed in every nook I could find in the airplane. Fortunately my 6'1' son only weights in at 160 and I am 170 so we were okay weight & balance wise but at the big line of maximum aft a cg. (I would come to appreciate this more later!) In preparation to this trip I made a shakedown run to Bryce Canyon, and Grand Canyon. There were some problems with my Navaid wing leveler so I sent it back to them and they fixed it and sent it right back. I was curious to see what kind of a fuel burn I would have at low power settings and what type of airspeed to expect. I flew most of the 4hrs at 9500-10500 ASL at 20"MP 2200 RPM averaging between 11.5- 12.3 GPH at 170-175 knots which would give me about 3.5hrs flying time. That's about 1 hr longer than my butt can stand in one sitting, my son seconds that! Using these numbers I started to plan the trip loosely using 2 -2.7 hour legs. Day One Took off from French Valley Airport Ca F70 11:30 A.M.. Arrived in San Luis Obispo to pickup son at 12:45, made nice landing. Put son & his baggage in and took off for Grants Pass Ore. cruised @ 10,500 nice flight till Oregon border then lots of smoke just like a bad day in LA basin only blue in color. First time I have flown up there and never saw Mt Shasta 14,000ft.. Last I heard the Biscuit fire & others had burned approx 500,000 acres! Got beat up bad over the siskiyous and made three landings at Grants Pass. Hmm airplane really lands different at max gross and aft CG. Filled up with 29 gallons of $2.20 gas after flying 454 nm 2.7 hrs. No place to eat so we get the proverbial vending machine food and blast off to Lynden Washington. Lynden is small Dutch town with a small 2500 ft runway and 50' trees at one end. I make one good landing and called our host for a ride into town. We stayed at a very nice bed & breakfast and eat a huge meal at Dutch Mothers. I am pooped after flying 6 hours so we just hang out at the B&B and go to bed. Day Two Lynden is four miles from the Canadian Border so once you take off you are in the pattern of Abbotsford where you check into customs. We made a long 3 minute trip to Abbotsford and landed there about 10:30am. Customs man was very curt and abrupt with no smiles but allowed us to proceed after a brief interrogation about what when how where and how much time we were going to spend in his country. Departed about 11:00am for Prince George after filing mandatory flight plan. Flew up Frazier river canyon about 8500 beautiful areas till you pass 100 mile house then it gets kind of flat. Arrive in Prince George about 2.5 hrs later and make one landing sort of. My rear seater is starting to grade my landings. From Prince George you have three routes available to get up to Alaska. One is called the Cassair closer to the coast and subject to more storm track type weather and was low clouds & rain. Two is called the TRENCH 400 miles of nothing down a narrow valley with no fuel stops. I'm not ready for that yet so It was never a consideration. Three is the Alaskan Hiway by way of Ft Nelson. Weather is reported to be good on this one so its number 3. We blast off about 2:30. Rear seater is making noises about no food, we didn't refuel at the restaurant and had vending food? Instead. We arrive in Ft Nelson around 5:00 get reprimanded by tower guy who said I didn't call five miles out, which I did. I'm getting old & crotchety so when we landed I gave him a piece of my mind about his lack of traffic and failure to reply on my first call 20 miles out. He backed of a little bit and said he didn't hear me. Rear seater is talking to gas man who says yeah there is some extra food in the refrigerator in the pilots lounge Matt disappears into pilots lounge comes back about ten minutes later with smile & crumbs on face. Gassed up rocket and co-pilot and headed for Whitehorse Yukon. Took off 5:15PM it was about 90 F and clear blue but that would change. We took an airway out of Ft nelson that leads to Watson lake but does not follow the highway for about 150 miles I didn't think much about this till I noticed two things one being there was absolutely no civilization below us at all. Having suffered engine failures in other aircraft this was not a good feeling. Number two is ceiling keeps getting lower and mountains are being obscured. I tell Matt we are altering course to fly over the hiway we overfly the Laird river and I look at the chart and notice name of rapids below us is " Rapids of the Drowned" HMMM. Maybe another reason to get back over the Hiway! Ceiling is still lowering and light rain is now falling we are right over the highway flying between mountain passes when ceiling stops lowering about 1500 AGL. As we get close to Watson lake it starts pouring hard. This is the first real test of rain in the airplane. ( it hasn't rained in southern California for about 9 months) Matt complained about water on his neck and I see water coming in through right hand front corner of canopy where it is real hard to seal. I stuff rag in spot and water stops coming in. It stops raining hard and just rains lightly for about 100 more miles as we follow the winding Alcan making our trip longer, but more relaxed. I told Matt the hiway was my friend in case of a problem. One bush pilot told me when flying a cub with big tanks for six hours he had to pee right now so he landed on the highway watered some tress and took off again! . We arrive in Whitehorse Yukon 8:00PM still very light out, sunset isn't till about 9:00 pm. I open the canopy and a cold 50 F breeze hits me in the face! Wow 30 F difference in 2.5 hours. Everything is closed except the tower and he recommends motel across the street which has caf rear seater smiles. I haven't eaten since morning in Washington but am not too hungry just pretty darn pooped out. Flew about 7 hrs 1300 miles today and was a little tense on last leg so I rest for a while before dinner and have a beer. Day Three Four Five Plan on flying to Alaska Sunday morning and staying up there for a few days. Go over to nav Canada office that has complete weather information and it doesn't look good at all. I gas the plane up and the guy says where are you staying? I said across the street and he says why don't you stay at our pilots hotel? Its cheaper! The room is fine for us and I can see 266HP from the window so it works out great. We check out of the fancy motel & into the pilots roost. I call my friend Lynn Ellis who owns a flight service in Gulkana AK and he says its raining and don't bother coming today. While taking to the flight briefer he says hey why don't you rent a car and drive to Skagway Alaska, it a beautiful drive and has lots of lakes & rivers. Hmmm I'll get to Alaska if I have to fly or drive. we rent the car and have a great time. Skagway has lots of little tourist type shops, and fishing boat charters if you want. There is also a narrow gauge railway that runs during the summer. We drive back that night and plan on going to Alaska next day. Monday morning is scattered to broken with multiple layers and Lynn says its VFR we can see blue sky so we take off hoping that Northway Ak our customs point of entry will be VFR. On the way up we decided to make a detour to flight see Kashkawulsh glacier, it is one of the largest in Canada and can only be seen from the air unless you hike in a long ways. I call flight service and tell them my intentions and he say fine and we fly over an awesome sight where two glacier collide together. After a 20 minute side trip we head back to our original course contact FSS on 126.7and find out that Northway is still reporting 500 broken and 5 miles. I didn't want to deal with that type of weather so we Land at Beaver Creek Canada, a nice gravel strip and I make a nice soft field landing. They actually have a little tower there and the lady was real friendly and let us know about when the weather in Northway went VFR. After about 1 hr delay we continue up to Alaska! Land at Northway about 1:30 check into custom pay $25.00 for ?? and fill up with gas @ $2.95/gal yikes! We blast off for Gulkana about 45 minutes away and again make some low level cloud pass detours but arrive in Gulkana about 2:15 but hey we crossed a time change so its now 1:15 Alaska time. Cool because Lynn cannot meet with us till 2:00 PM when his paying flight seeing tour is done. Lynn returns from his flight seeing tour and comes over and shake hands and asks if were ready for a ride in his pride and joy a "1943 Damn Good Airplane -15 " otherwise known as a Howard DGA-15 N681CF Ser. # 909 E/W 2767 Lbs. Gross Weight 4500 Lbs. Total fuel 118 Gal. Useful Load with full fuel 1025 lbs. It is a beautiful restoration that he has for a while be doesn't fly as much as he would like. I had once considered buying one of these beautiful airplanes before I built the rocket and there were five people in the Paine House. So I asked to get a ride in one once we got up there and I was to give him a rocket ride. He has the Howard all set to go and he does a preflight and we get in and it like climbing into a big tall airplane. He talks a lot about the big PW985 up front and the proper care and feeding of one and says you really don't want to get moving until all the temps are in the green. Those of us who whine about the lack of visibility in our rockets in three point don't have a clue about what bad visibility is. In the Howard you have a real good view of the instrument panel and out the side window which is a cool roll down hand crank affair. Taxing out we made S turns all the way. Runup looks good and we take the runway and 450 horses wake up and the runway becomes visible as the tail comes up and we are on our way up about 1000 fpm at 130 mph pretty good for a 3900lb airplane made in 1943! At this power setting were burning about 35 gph but Lynn backs off on the power and we do a cruise climb about 800 fpm and 120 at around 25gph at 1900RPM! These old engine run high MP and low rpm and its pretty quiet inside. Once in the air visibility is good over the nose and sideways. We fly towards Wrangel-Elias National Park and have a blast in the Howard it just sort of lumbers along and for a 3900lb airplane is fairly responsive. It has one peculiar quirk being when you start a turn it doesn't stop turning with neutral aileron it will just keep on rolling over.... Instead of neutralizing a turn with aileron you pull back on the yoke! Lynn said the reason for this peculiar behavior is the Howard has no dihedral in the wing. Benny Howard did this for one reason to go faster! We fly over some beautiful mountains and glaciers. Down in the valley the colors are starting to turn because it is considered fall now in Alaska. Lynn points out that Mt Wrangel is an active volcano and you can actually see some steam rising from it. He said the park service doesn't allow mining in the park anymore and that was his main source of income for along time flying miners in & out of otherwise unreachable areas. On the way back out over some of the mountains at about 500 ft AGL he shows us what he calls the locals answer to the park service it is a piece of solid rock about 100 ft high about 20ft in dia and arranged in such a way that it looks like a perfect one finger salute! The locals call it "The Finger." We drop down even lower and look for caribou or moose. After looking in the spots Lynn usually sees game and seeing none he remarked that the park service has over protected the predators and they have depleted the game. Once out of the mountains he hands the controls over to me and I play around a little bit and realize this is big airplane cruising along at around 140 -150 mph and 1800 rpm was great. We head back to Gulkana and I give the controls back to him and he says that the Howard is tricky to land and no two landings are alike and I said" yea the rocket when loaded up is the same way." Of course he does a squeaker. Unfortunately he has another paying customer at 4:00 and it is now 3:45 so he can't take a rocket ride. The weather is supposed to go IFR with rain & low clouds tonight and stay that way for three days. We say our good byes and Lynn says now that I know the way up here bring your buddies with you next time. We tank up and blast off around 4:30 and head back the way we came land 2.5 hrs later at Whitehorse at 8:00 PM local. Matt had wanted to take a shortcut over the mountains thru the glaciers but a guy did that about a year ago in an Piper Arrow and they never have seen him again. We would have had to fly VFR on top and that is illegal in Canada. You have to file IFR if you want to fly on top of clouds, We check in with customs again and then check tomorrow's forecast and the lady says that systems we were running from is coming in with rain off & on all day. we decide to not go to Dawson Creek an just tour downtown Whitehorse and maybe do some fishing. Next day is cloudy and rainy and we take our time going downtown. Fishing doesn't sound to good as only two salmon were counted in the fish ladder the day before and we can't find a place to rent any gear. (we didn't take any because of the space limitations) That Night we see the Frantic Follies a vaudeville act that is very well know up north of the 60 parallel. We had a good laugh and went to bed that night ready to say good bye to Alaska and the Yukon. The weather lady has told us Wednesday would be a good day to get out of dodge. Day Six We get up early next morning and its kind of ugly but four other planes all have same Idea. Two are piper cub with huge tanks under their belly so they can fly about 8 hrs! One is a Cessna 172 and one is a Cessna 182 and one is a Harmon rocket. I meet with all the pilots and we agree on a common frequency to talk on and all agree to take the TRENCH back down toward Prince George. Weather lady gives us a good pilot report from the trench except for a 20kt headwind so we blast off for Watson lake. We land to refuel airplane and copilot (I finally realize they both need refueling after 2.5hs between stops.) We taxi to gas pit and the guy say's sorry you can't get any gas! I Says What? He says well you can get gas if you hand over the keys you forgot to turn in at the motel!! All of us did that! I guess we were in such aa hurry to leave we forgot about the keys. We get gassed up and I put in some way points in the GPS that aren't on the map but are on a nice handout about the trench that Flight Service gave us. Turns out there are quite a few strips to land at if you do have a problem but they are rough. I lead the pack first and cruise at 5500 agl at 20" and 2200 we show 150kt gs ugh ! I do quick calculation and tell Matt we aren't gonna make Prince George because the headwind is 25-30 knots plus it is beating us up fairly good but I turn on the Nav Aid and it handles the turbulence really good. I talk to Bill in the Cessna 172 for about hr and then I get out of range but everyone seems to have enough gas to make Mackenzie BC a town on the Williston lake that will knock off about 100 miles. It take about 21/2 hours to make Mackenzie and it was flying over some of the most remote territory of the whole trip. But hey we saved about 150 miles and got to sweat bullets about fuel but when I landed in we only took 29 gals so hey I hand another hour easy but darn it seemed like forever on that leg. We ask the FBO who has the most reasonable motel and that's where we went. We refueled our tired bodies and went back to the motel and their was Bill !! He had made it down just fine and was pooped too. Williston Lake is about 200 miles long with no boats in it, but thats another story. You may have noticed I haven't said anything about the bugs. That because there were none that bugged us. I got my first mosquito bite of the trip in McKenzie and more in Golden. But I was pleasantly surprised never having to break out the 100% DEET that was bought just for this trip. Day 7,8,9 Up early but not bright as there is some ground fog and then multilayered clouds up to 20,000. We get all packed up and wait Bill is still in bed and we think of doing the same thing but after an hour it burns off to about 500 broken and I see some blue sky over the runway so we blast off about 9:30 am and head down the Trench again to Golden BC a small town outside of Banff national park. Its about two hours 400 miles right down the center of the Canadian Rockies with breathtaking views. The trench on this portion is narrower with a more dramatic valley bottom to mountaintop with glaciers, waterfalls, cascades, flowing into a verdant green river & mountain lake valleys. It is impossible to fly straight to Golden withou making some detours and get some closer looks at these sights. It is really a flight seeing paradise and makes you appreciate God's handiwork.. Unfortunately the pictures don't do the sights justice. t We arrive in Golden BC about 12:00 and I cant believe I have to take off my jacket first time in 6 days. It's a beautiful sunny day and we are antsy to go to the national parks. I refuel the airplane and there is no card swipe for the credit card, there is just a book to put your name in and card number, Wow what a concept. There was a phone number to call after you fill up and I did so. A pleasant guy by the name of Greg Swanson shows up and comment on what a beautiful plane I'm flying. He made instant Points! We started talking about planes and it turns out he has had a piper cub and now flys cessna 172XP with 195HP. I asked him where we could stay in town and he says why not at my motel! (Big Bend Hotel) It's the cheapest in town! Wow twist my arm. I wasn't able to get a car rental reservation ahead of time but I thot it wouldn't be a problem... wrong no cars in town at all. I asked Greg if he knew on anyone who would rent a car he said no. Then I got a little desperate and ask if he has a courtesy car or something he might rent us himself. He thinks for a minute and says you might be able to rent my daughters car that I just got for her. It's a stick shift and she hasn't learned how to drive it yet. Greg gets on the phone asks here if its okay she said sure so we Greg scores a hat trick with us gas, lodging and transportation. He also has one of the local watering holes and restaurant! If you have never seen the Canadian Rockies they are strikingly beautiful and are a must see if you like mountains, hiking, animals, fishing etc. etc. We spent the next two days sightseeing, and hiking. The Road to Jasper National Park from Lake Louise is about 120 miles and about 2.5 hrs if you don't make any stops. We never made it in a whole day there are too many kodak picture moments. Saturday morning is another gorgeous sunny day and I have promised to give Greg a rocket ride! Matt does some shopping in town and Greg gives me a sight seeing tour of Jasper park and many glaciers some of which he has landed on. Hmm they look kinda different upside down! He had a big smile on his face when we got back and said Wow! What a plane! I couldn't agree more. We load up, say good bye and head back to the states. We spend the night in John Day Ore and then one refueling stop for airplane and passengers in Auburn, Ca , then Drop off Matt in San Luis Obispo and head Back to French Valley, Cal. Totals 33 Hrs 350 gals of fuel 5 qts oil approx 6300 miles fantastic trip fantastic airplane and would do it again in a heartbeat! Harry Paine 266HP ________________________________________________________________________________
From: "Rick Bowen" <rollnloop(at)hotmail.com>
Subject: Re: Story on trip to alaska
Date: Oct 25, 2002
Hey Harry, GREAT STORY!!! Rick http://resourcecenter.msn.com/access/plans/freeactivation.asp ________________________________________________________________________________
From: <etech(at)ucnsb.net>
Subject: Free Panel Layout, No Obligation
Date: Oct 25, 2002
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From: "Fred Weaver" <Mytyweav(at)flash.net>
Subject: Re: Story on trip to alaska
Date: Oct 25, 2002
Thanks Harry for taking the time to write this trip up. Plenty of helpful hints for anyone else wanting to do the same ride. Fred ----- Original Message ----- From: Harry Paine <hpaine(at)earthlink.net> Subject: Rocket-List: Story on trip to alaska > > The short version: Totals 33 Hrs 350 gals of fuel 5 qts oil approx 6300 > miles fantastic trip fantastic airplane and would do it again! > > The long version. note vince frazer has some pictures on his web site I > will try and get some more up later. > > > 266hp trip to Alaska. > > Having wanted to fly to Alaska for the last ten years I finally decided to > do it! I thot it would be cool to fly with other people so I advertised on > the rocket list and some other places and some guys were ready to go, but > they all bailed on me so I decided to go on my own. I asked my 25yr old son > Matt to go with me and he said "sure pops." We set the date to leave on > August 23rd and return on Sept 1st or 2nd. It would be mainly a > sightseeing & hiking trip & maybe some fishing. No camping because there is > absoutly no room for any gear if you fly with two people. > > To fly to Alaska is not like flying to Oshkosh. In order to legally fly > there you are supposed to carry enough food & water for two weeks, survival > gear that includes a flare gun, knives, hatchet, fishing gear, medical kit > for two people, Big rifles, etc. etc. Yeah right!!! Plus about 15lbs of > flight gear. Hmm I have Harmon rocket not Cessna 210 truck! It also cost > $50.00 for the privilege of carrying a gun in Canada. Quick weight & > balance & space available says it ain't gonna happen. I called my friend up > in Alaska and asked him what I really needed to have and that's what I did > minus the gun. All said & weighed I had about 85lbs of baggage dispersed in > every nook I could find in the airplane. Fortunately my 6'1' son only > weights in at 160 and I am 170 so we were okay weight & balance wise but at > the big line of maximum aft a cg. (I would come to appreciate this more later!) > > In preparation to this trip I made a shakedown run to Bryce Canyon, and > Grand Canyon. There were some problems with my Navaid wing leveler so I > sent it back to them and they fixed it and sent it right back. I was > curious to see what kind of a fuel burn I would have at low power settings > and what type of airspeed to expect. I flew most of the 4hrs at 9500-10500 > ASL at 20"MP 2200 RPM averaging between 11.5- 12.3 GPH at 170-175 knots > which would give me about 3.5hrs flying time. That's about 1 hr longer than > my butt can stand in one sitting, my son seconds that! Using these > numbers I started to plan the trip loosely using 2 -2.7 hour legs. > > Day One > Took off from French Valley Airport Ca F70 11:30 A.M.. Arrived in San Luis > Obispo to pickup son at 12:45, made nice landing. Put son & his baggage in > and took off for Grants Pass Ore. cruised @ 10,500 nice flight till Oregon > border then lots of smoke just like a bad day in LA basin only blue in > color. First time I have flown up there and never saw Mt Shasta 14,000ft.. > Last I heard the Biscuit fire & others had burned approx 500,000 acres! Got > beat up bad over the siskiyous and made three landings at Grants Pass. Hmm > airplane really lands different at max gross and aft CG. Filled up with 29 > gallons of $2.20 gas after flying 454 nm 2.7 hrs. No place to eat so we get > the proverbial vending machine food and blast off to Lynden Washington. > Lynden is small Dutch town with a small 2500 ft runway and 50' trees at one > end. I make one good landing and called our host for a ride into town. We > stayed at a very nice bed & breakfast and eat a huge meal at Dutch Mothers. > I am pooped after flying 6 hours so we just hang out at the B&B and go to bed. > > > Day Two > > Lynden is four miles from the Canadian Border so once you take off you are > in the pattern of Abbotsford where you check into customs. We made a long 3 > minute trip to Abbotsford > and landed there about 10:30am. Customs man was very curt and abrupt with > no smiles but allowed us to proceed after a brief interrogation about what > when how where and how much time we were going to spend in his country. > Departed about 11:00am for Prince > George after filing mandatory flight plan. Flew up Frazier river canyon > about 8500 beautiful areas till you pass 100 mile house then it gets kind > of flat. Arrive in Prince George about 2.5 hrs later and make one landing > sort of. My rear seater is starting to grade my landings. From Prince > George you have three routes available to get up to Alaska. One is called > the Cassair closer to the coast and subject to more storm track type > weather and was low clouds & rain. Two is called the TRENCH 400 miles of > nothing down a narrow valley with no fuel stops. I'm not ready for that yet > so It was never a consideration. Three is the Alaskan Hiway by way of Ft > Nelson. Weather is reported to be good on this one so its number 3. We > blast off about 2:30. Rear seater is making noises about no food, we didn't > refuel at the restaurant and had vending food? Instead. > We arrive in Ft Nelson around 5:00 get reprimanded by tower guy who said I > didn't call five miles out, which I did. I'm getting old & crotchety so > when we landed I gave him a piece of my mind about his lack of traffic and > failure to reply on my first call 20 miles out. > He backed of a little bit and said he didn't hear me. Rear seater is > talking to gas man who says yeah there is some extra food in the > refrigerator in the pilots lounge Matt disappears into pilots lounge comes > back about ten minutes later with smile & crumbs on face. Gassed up rocket > and co-pilot and headed for Whitehorse Yukon. Took off 5:15PM it was about > 90 F and clear blue but that would change. We took an airway out of Ft > nelson that leads to Watson lake but does not follow the highway for about > 150 miles I didn't think much about this till I noticed two things one > being there was absolutely no civilization below us at all. Having suffered > engine failures in other aircraft this was not a good feeling. Number two > is ceiling keeps getting lower and mountains are being obscured. I tell > Matt we are altering course to fly over the hiway we overfly the Laird > river and I look at the chart and notice name of rapids below us is " > Rapids of the Drowned" HMMM. Maybe another reason to get back over the > Hiway! Ceiling is still lowering and light rain is now falling we are > right over the highway flying between mountain passes when ceiling stops > lowering about 1500 AGL. As we get close to Watson lake it starts pouring > hard. This is the first real test of rain in the airplane. ( it hasn't > rained in southern California for about 9 months) Matt complained about > water on his neck and I see water coming in through right hand front corner > of canopy where it is real hard to seal. I stuff rag in spot and water > stops coming in. It stops raining hard and just rains lightly for about 100 > more miles as we follow the winding Alcan making our trip longer, but more > relaxed. I told Matt the hiway was my friend in case of a problem. One bush > pilot told me when flying a cub with big tanks for six hours he had to pee > right now so he landed on the highway watered some tress and took off again! . > We arrive in Whitehorse Yukon 8:00PM still very light out, sunset isn't > till about 9:00 pm. I open the canopy and a cold 50 F breeze hits me in the > face! Wow 30 F difference in 2.5 hours. > Everything is closed except the tower and he recommends motel across the > street which has caf rear seater smiles. I haven't eaten since morning in > Washington but am not too hungry just pretty darn pooped out. Flew about 7 > hrs 1300 miles today and was a little tense on last leg so I rest for a > while before dinner and have a beer. > > > Day Three Four Five > > Plan on flying to Alaska Sunday morning and staying up there for a few > days. Go over to nav Canada office that has complete weather information > and it doesn't look good at all. I gas the plane up and the guy says where > are you staying? I said across the street and he says why don't you stay > at our pilots hotel? Its cheaper! The room is fine for us and I can see > 266HP from the window so it works out great. We check out of the fancy > motel & into the pilots roost. I call my friend Lynn Ellis who owns a > flight service in Gulkana AK and he says its raining and don't bother > coming today. While taking to the flight briefer he says hey why don't you > rent a car and drive to Skagway Alaska, it a beautiful drive and has lots > of lakes & rivers. Hmmm I'll get to Alaska if I have to fly or drive. we > rent the car and have a great time. Skagway has lots of little tourist type > shops, and fishing boat charters if you want. There is also a narrow gauge > railway that runs during the summer. We drive back that night and plan on > going to Alaska next day. > > Monday morning is scattered to broken with multiple layers and Lynn says > its VFR we can see blue sky so we take off hoping that Northway Ak our > customs point of entry will be VFR. On the way up we decided to make a > detour to flight see Kashkawulsh glacier, it is one of the largest in > Canada and can only be seen from the air unless you hike in a long ways. I > call flight service and tell them my intentions and he say fine and we fly > over an awesome sight where two glacier collide together. After a 20 minute > side trip we head back to our original course contact FSS on 126.7and find > out that Northway is still reporting 500 broken and 5 miles. I didn't want > to deal with that type of weather so we Land at Beaver Creek Canada, a nice > gravel strip and I make a nice soft field landing. They actually have a > little tower there and the lady was real friendly and let us know about > when the weather in Northway went VFR. After about 1 hr delay we continue > up to Alaska! Land at Northway about 1:30 check into custom pay $25.00 for > ?? and fill up with gas @ $2.95/gal yikes! We blast off for Gulkana about > 45 minutes away and again make some low level cloud pass detours but arrive > in Gulkana about 2:15 but hey we crossed a time change so its now 1:15 > Alaska time. Cool because Lynn cannot meet with us till 2:00 PM when his > paying flight seeing tour is done. Lynn returns from his flight seeing tour > and comes over and shake hands and asks if were ready for a ride in his > pride and joy a "1943 Damn Good Airplane -15 " otherwise known as a Howard > DGA-15 N681CF Ser. # 909 E/W 2767 Lbs. Gross Weight 4500 > Lbs. Total fuel 118 Gal. Useful Load with full fuel 1025 lbs. It is a > beautiful restoration that he has for a while be doesn't fly as much as he > would like. I had once considered buying one of these beautiful airplanes > before I built the rocket and there were five people in the Paine House. So > I asked to get a ride in one once we got up there and I was to give him a > rocket ride. He has the Howard all set to go and he does a preflight and we > get in and it like climbing into a big tall airplane. He talks a lot about > the big PW985 up front and the proper care and feeding of one and says you > really don't want to get moving until all the temps are in the green. Those > of us who whine about the lack of visibility in our rockets in three point > don't have a clue about what bad visibility is. In the Howard you have a > real good view of the instrument panel and out the side window which is a > cool roll down hand crank affair. Taxing out we made S turns all the way. > Runup looks good and we take the runway and 450 horses wake up and the > runway becomes visible as the tail comes up and we are on our way up about > 1000 fpm at 130 mph pretty good for a 3900lb airplane made in 1943! At this > power setting were burning about 35 gph but Lynn backs off on the power and > we do a cruise climb about 800 fpm and 120 at around 25gph at 1900RPM! > These old engine run high MP and low rpm and its pretty quiet inside. Once > in the air visibility is good over the nose and sideways. We fly towards > Wrangel-Elias National Park and have a blast in the Howard it just sort of > lumbers along and for a 3900lb airplane is fairly responsive. It has one > peculiar quirk being when you start a turn it doesn't stop turning with > neutral aileron it will just keep on rolling over.... Instead of > neutralizing a turn with aileron you pull back on the yoke! Lynn said the > reason for this peculiar behavior is the Howard has no dihedral in the > wing. Benny Howard did this for one reason to go faster! We fly over some > beautiful mountains and glaciers. Down in the valley the colors are > starting to turn because it is considered fall now in Alaska. Lynn points > out that Mt Wrangel is an active volcano and you can actually see some > steam rising from it. He said the park service doesn't allow mining in the > park anymore and that was his main source of income for along time flying > miners in & out of otherwise unreachable areas. On the way back out over > some of the mountains at about 500 ft AGL he shows us what he calls the > locals answer to the park service it is a piece of solid rock about 100 ft > high about 20ft in dia and arranged in such a way that it looks like a > perfect one finger salute! The locals call it "The Finger." We drop down > even lower and look for caribou or moose. After looking in the spots Lynn > usually sees game and seeing none he remarked that the park service has > over protected the predators and they have depleted the game. Once out of > the mountains he hands the controls over to me and I play around a little > bit and realize this is big airplane cruising along at around 140 -150 mph > and 1800 rpm was great. We head back to Gulkana and I give the controls > back to him and he says that the Howard is tricky to land and no two > landings are alike and I said" yea the rocket when loaded up is the same > way." Of course he does a squeaker. Unfortunately he has another paying > customer at 4:00 and it is now 3:45 so he can't take a rocket ride. The > weather is supposed to go IFR with rain & low clouds tonight and stay that > way for three days. We say our good byes and Lynn says now that I know the > way up here bring your buddies with you next time. We tank up and blast > off around 4:30 and head back the way we came land 2.5 hrs later at > Whitehorse at 8:00 PM local. Matt had wanted to take a shortcut over the > mountains thru the glaciers but a guy did that about a year ago in an Piper > Arrow and they never have seen him again. We would have had to fly VFR on > top and that is illegal in Canada. You have to file IFR if you want to fly > on top of clouds, We check in with customs again and then check > tomorrow's forecast and the lady says that systems we were running from is > coming in with rain off & on all day. we decide to not go to Dawson Creek > an just tour downtown Whitehorse and maybe do some fishing. Next day is > cloudy and rainy and we take our time going downtown. Fishing doesn't sound > to good as only two salmon were counted in the fish ladder the day before > and we can't find a place to rent any gear. (we didn't take any because of > the space limitations) That Night we see the Frantic Follies a vaudeville > act that is very well know up north of the 60 parallel. We had a good laugh > and went to bed that night ready to say good bye to Alaska and the Yukon. > The weather lady has told us Wednesday would be a good day to get out of dodge. > > Day Six > > We get up early next morning and its kind of ugly but four other planes all > have same Idea. Two are piper cub with huge tanks under their belly so they > can fly about 8 hrs! One is a Cessna 172 and one is a Cessna 182 and one is > a Harmon rocket. I meet with all the pilots and we agree on a common > frequency to talk on and all agree to take the TRENCH back down toward > Prince George. Weather lady gives us a good pilot report from the trench > except for a 20kt headwind so we blast off for Watson lake. We land to > refuel airplane and copilot (I finally realize they both need refueling > after 2.5hs between stops.) We taxi to gas pit and the guy say's sorry you > can't get any gas! I Says What? He says well you can get gas if you hand > over the keys you forgot to turn in at the motel!! All of us did that! I > guess we were in such aa hurry to leave we forgot about the keys. > We get gassed up and I put in some way points in the GPS that aren't on the > map but are on a nice handout about the trench that Flight Service gave us. > Turns out there are quite a few strips to land at if you do have a problem > but they are rough. I lead the pack first and cruise at 5500 agl at 20" and > 2200 we show 150kt gs ugh ! I do quick calculation and tell Matt we aren't > gonna make Prince George because the headwind is 25-30 knots > plus it is beating us up fairly good but I turn on the Nav Aid and it > handles the turbulence > really good. I talk to Bill in the Cessna 172 for about hr and then I get > out of range but everyone seems to have enough gas to make Mackenzie BC a > town on the Williston lake > that will knock off about 100 miles. It take about 21/2 hours to make > Mackenzie and it was flying over some of the most remote territory of the > whole trip. But hey we saved about 150 miles and got to sweat bullets about > fuel but when I landed in we only took 29 gals so hey I hand another hour > easy but darn it seemed like forever on that leg. We ask the FBO who has > the most reasonable motel and that's where we went. We refueled our tired > bodies and went back to the motel and their was Bill !! He had made it down > just fine and was pooped too. Williston Lake is about 200 miles long with > no boats in it, but thats another story. > > You may have noticed I haven't said anything about the bugs. That because > there were none that bugged us. I got my first mosquito bite of the trip in > McKenzie and more in Golden. But I was pleasantly surprised never having to > break out the 100% DEET that was bought just for this trip. > > Day 7,8,9 > Up early but not bright as there is some ground fog and then multilayered > clouds up to 20,000. We get all packed up and wait Bill is still in bed and > we think of doing the same thing but after an hour it burns off to about > 500 broken and I see some blue sky over the runway so we blast off about > 9:30 am and head down the Trench again to Golden BC a small town outside of > Banff national park. Its about two hours 400 miles right down the center of > the Canadian Rockies with breathtaking views. The trench on this portion is > narrower with a more dramatic valley bottom to mountaintop with glaciers, > waterfalls, cascades, flowing into a verdant green river & mountain lake > valleys. It is impossible to fly straight to Golden withou making some > detours and get some closer looks at these sights. It is really a flight > seeing paradise and makes you appreciate God's handiwork.. Unfortunately > the pictures don't do the sights justice. > t > We arrive in Golden BC about 12:00 and I cant believe I have to take off > my jacket first time in 6 days. It's a beautiful sunny day and we are antsy > to go to the national parks. I refuel the airplane and there is no card > swipe for the credit card, there is just a book to put your name in and > card number, Wow what a concept. There was a phone number to call after you > fill up and I did so. A pleasant guy by the name of Greg Swanson shows up > and comment on what a beautiful plane I'm flying. He made instant Points! > We started talking about planes and it turns out he has had a piper cub and > now flys cessna 172XP with 195HP. I asked him where we could stay in town > and he says why not at my motel! (Big Bend Hotel) It's the cheapest in > town! Wow twist my arm. I wasn't able to get a car rental reservation ahead > of time but I thot it wouldn't be a problem... wrong no cars in town at > all. I asked Greg if he knew on anyone who would rent a car he said no. > Then I got a little desperate and ask if he has a courtesy car or something > he might rent us himself. He thinks for a minute and says you might be able > to rent my daughters car that I just got for her. It's a stick shift and > she hasn't learned how to drive it yet. Greg gets on the phone asks here if > its okay she said sure so we Greg scores a hat trick with us gas, lodging > and transportation. He also has one of the local watering holes and > restaurant! > > If you have never seen the Canadian Rockies they are strikingly beautiful > and are a must see if you like mountains, hiking, animals, fishing etc. > etc. We spent the next two days sightseeing, and hiking. The Road to Jasper > National Park from Lake Louise is about 120 miles and about 2.5 hrs if you > don't make any stops. We never made it in a whole day there are too many > kodak picture moments. Saturday morning is another gorgeous sunny day and I > have promised to give Greg a rocket ride! Matt does some shopping in town > and Greg gives me a sight seeing tour of Jasper park and many glaciers some > of which he has landed on. Hmm they look kinda different upside down! He > had a big smile on his face when we got back and said Wow! What a plane! I > couldn't agree more. We load up, say good bye and head back to the states. > We spend the night in John Day Ore and then one refueling stop for airplane > and passengers in Auburn, Ca , then Drop off Matt in San Luis Obispo and > head Back to French Valley, Cal. Totals 33 Hrs 350 gals of fuel 5 qts oil > approx 6300 miles fantastic trip fantastic airplane and would do it again > in a heartbeat! > > Harry Paine > 266HP > > ________________________________________________________________________________
From: <etech(at)ucnsb.net>
, , , ,
Subject: GI-106A for sale
Date: Oct 28, 2002
Hello Everyone, We have an extra GI-106A that belongs to a customer for sale. Has never been installed or used. Still in original box with install kit and install manual. Customer was going to get two CDIs, but decided to get an HSI and a CDI. Customer asking $1398.37 plus S&H. We can pre-wire for a small additonal fee. If interested, please call or email. Rick Case Electronic Technologies 1501 Airway Circle New Smyrna Beach, FL 32168 (386) 426-1213 www.electronictechnologies.net ________________________________________________________________________________
From: "John Linman" <johnlin(at)quik.com>
"Rocket-List Digest List"
Subject: Engine Mounts
Date: Oct 31, 2002
I do quite a bit of aerobatics but seldom pull more than 4 g's. The new aerobatic mounts may be overkill, but it would be nice to put them on and forget about engine sag forever. I currently have Lord J-9613-12's and with 375 hours on them and they show some sag and deterioration. Click this to see a promotional ad for Lord's new Aerobatic Mounts. P/N J-7764-31. http://www.lordcorp.com/news/2001/veteran_aerobatic_pilots_say_new_lord_mounts_take_best_of_show.htm I found that these new mounts cost about $102 each and it takes about 6 months to get them. The J-9613-12's which I now have cost about $84 each and are available immediately. Does anyone have anything good or bad to say about the new J-7764-31 Lord Aerobatic Mounts? John ________________________________________________________________________________
From: <etech(at)ucnsb.net>
, , , , ,
Subject: Apollo GX-65 IFR Enroute GPS/Comm for sale
Date: Oct 31, 2002
Brand new unit, $2487.50. Install Kit and manuals included. Shipping and Handling charges vary based on shipping method (i.e. next day air will be more than ground). Other units available as well. Ask For Rick. Electronic Technologies 1501 Airway Circle New Smyrna Beach, FL 32168 (386) 426-1213 www.electronictechnologies.net ________________________________________________________________________________
Subject: oil cooler for cabin heat
Date: Nov 01, 2002
From: "Bob Japundza" <Bob.Japundza(at)realmed.com>
I was looking at the pictures of David Howe's engine installation over on Vince's website and noticed that he's pulling cabin heat from the back of the oil cooler. Does anyone know how well this works on a rocket? I recall that this didn't work too well on the RV's, but that wouldn't be an apples-to-apples comparision. Insert funny joke if you'd like. Bob Japundza RV-6 built, F1 building ________________________________________________________________________________
Date: Nov 01, 2002
From: "Boyd C. Braem" <bcbraem(at)comcast.net>
Subject: Re: Engine Mounts
John-- I have the 7764-31 mounts on the Super 6 with about 100 hrs on them. Work great and look brand new. About a year ago, Lord had a quiet little promotion campaign for these mounts and were offering them to experimental aerobatic pilots in exchange for a testimonial--I heard about this from Tom Whelan (IO-540 RV-8). Can't remember the guy's name, but it was handled thru their marketing department. Originally, (1998) I had the Barry mounts that were recommended by Harmon Rocket at that time (Mooney 20M catalogue item, I believe) and after 300 hrs the bottom muffins were deformed. Interestingly, I just had an A&P/IA show me the proper way to pull the accessory case on the -540 and replace that &%#$$#** crankshaft gear retaining bolt (turns out I had the "bad" zinc-plated one and Lycoming covered the parts and labor even tho my engine is a -EXP, but it was built by LyCon and they stand behind their work) and he wanted to know particulars about these mounts because he knew my reputation for flying that little plane pretty hard and he was impressed by how "good" the mounts looked. As a side note on Rocket aerobatics: the most common two-blade prop is the Hartzell M2YR-1BF, which has a 4" prop extension and is limited to 4 g's. Hartzell also does not recommend "gyroscopic" maneuvers with this prop as it may be exposed to side loading that may not register accurately on your g-meter. I'll have more to say about these mounts after I have the same number of hours on them as the Barry ones. Boyd RV-Super 6 Venice, FL John Linman wrote: > > I do quite a bit of aerobatics but seldom pull more than 4 g's. The new aerobatic mounts may be overkill, but it would be nice to put them on and forget about engine sag forever. I currently have Lord J-9613-12's and with 375 hours on them and they show some sag and deterioration. > > Click this to see a promotional ad for Lord's new Aerobatic Mounts. P/N J-7764-31. > > http://www.lordcorp.com/news/2001/veteran_aerobatic_pilots_say_new_lord_mounts_take_best_of_show.htm > > I found that these new mounts cost about $102 each and it takes about 6 months to get them. The J-9613-12's which I now have cost about $84 each and are available immediately. > > Does anyone have anything good or bad to say about the new J-7764-31 Lord Aerobatic Mounts? > > John ________________________________________________________________________________
From: "Gibbons" <gibbons@cox-internet.com>
Subject: Engine Mounts
Date: Nov 01, 2002
Is there a prop for the Rocket that does not require an extension (and therefore reduce the +6 to +4)? Chip Gibbons [snip] As a side note on Rocket aerobatics: the most common two-blade prop is the Hartzell M2YR-1BF, which has a 4" prop extension and is limited to 4 g's. Hartzell also does not recommend "gyroscopic" maneuvers with this prop as it may be exposed to side loading that may not register accurately on your g-meter. [snip] ________________________________________________________________________________
From: Hr2pilot(at)aol.com
Date: Nov 01, 2002
Subject: Re: Engine Mounts
Do you realy want to do 6+ G's ? ________________________________________________________________________________
From: "Gibbons" <gibbons@cox-internet.com>
Subject: Engine Mounts
Date: Nov 01, 2002
I would really like to not be limited by +4 g's. -----Original Message----- From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com]On Behalf Of Hr2pilot(at)aol.com Subject: Re: Rocket-List: Engine Mounts Do you realy want to do 6+ G's ? ________________________________________________________________________________
From: Hr2pilot(at)aol.com
Date: Nov 01, 2002
Subject: Re: Engine Mounts
You may be happier and better off with a Pitts or an Extra. The Rocket II airframe is good for at least + and - 6 G's ________________________________________________________________________________
Date: Nov 01, 2002
From: Matt Dralle <dralle(at)matronics.com>
Subject: 2002 List Fund Raiser - Please Support Your Lists...
Dear Listers, During November of each year, I have a voluntary Email List Fund Raiser to support the continued operation, development, maintenance and upgrade of the Email Forums sponsored here. Your Contributions go directly into improvements in the systems that support the Lists and to pay for the Internet connectivity primarily dedicated to supporting the Lists. The traffic on the Lists continues to grow and the numbers are nothing short of impressive! Here are some statistics that show much traffic the Lists generated last year alone: 11/01/2001 - 10/31/2002 Web server hits: 8,700,000 (727,000/mo) Incoming Email Posts: 51,259 (4,271/mo) * * This number is multiplied by the total number of email addresses subscribed to the given List. The actual number of email message processed is in the 50,000,000 range for last year!! The new Internet provider, Speakeasy, has been providing extremely fast and reliable service over the last year, and this has certainly been a refreshing change from previous providers! There were a couple of new features added at the tail-end of last year including the new List Browse Feature ( http://www.matronics.com/listbrowse ), and the List Photoshare which have been both very popular. Many people have written to say how much they enjoy the on-line browsing capability of current week's messages. The 184 new Photoshares ( http://www.matronics.com/photoshare ) added over the last year attests to its acceptance and appreciation in the community as well. I have upgraded both the email and web server OS systems recently to the latest - well almost the latest - version of Redhat Linux and Kernel 2.4.19, both of which have been working very well and quite reliably. What does the future hold? Well, something pretty exciting I'm hoping... I am currently evaluating a new, commercially available software package that runs under Linux and provides a complete web-based Email List service akin to what those other guys use. The difference will be that there won't be any annoying advertisements and popup ads on the Matronics system!! The system will continue to be dedicated to furthering Lists activities and not trying to sell you something you don't want. My hope is to keep most if not all of the current functionality in place and add the new software system over the top. Some of the system will be replaced (like majordomo), but the lists will work much like they do today - only BETTER! As I mentioned, I am currently in the evaluation stage of this and have yet to select a final product. Suffice to say some facelifts are definitely on the way! Unlike many of the other "list servers" on the web these days, I have a strict no-commercial-advertisement policy on the Matronics Lists and associated List websites. I have been approached by a number of vendors recently with advertising deals that have been very tempting. However, my commitment to providing a grass-roots, non-commercial environment prevails! Commercialism on the Internet seems to be increasing exponentially every year with more and more SPAM and pop up ads, not to mention the ever increasing Virus attacks. My goal with the Matronics List Service is to provide my members with a commercial-free, safe, and high-performance system in which to share information, ideas, and camaraderie. I recoup my upgrade, maintenance, and operating costs by having a List Fund Raiser once a year during November. During this time, I ask List members to donate a small amount of money to support the continued operation of the Lists over the upcoming year. Contributions in the $20, $30, and $50 range are common. This year I have completely revamped the Contribution website, and have added the ability to use PayPal to make your Contribution in addition to the traditional Visa/MC and Personal Check Options. Its easier and faster than ever before to make your Contribution!! For those who are accustomed to using PayPal to make Internet purchases, will appreciate the ease and speed of using this handy method of payment to make their List Contribution. The best news this year, however, is that I have a couple of fantastic Gift offers to support the List Fund Raiser! Andy Gold of The Builder's Bookstore ( http://www.buildersbooks.com ) will be generously donating a FREE Jeppesen Flight Bag to anyone making a $50 or more List Contribution during the Fund Raiser! This is a great bag and something you'll surely what to get your hands on. Thanks Andy, for this great incentive!! In addition to the great Flight Bag, I will also be offering a FREE Matronics List Archive CDROM for a $50 or greater Contribution! This is a complete set of archives for all Email Lists currently hosted by Matronics. The Archives date back to the beginning of the each List. In the case of the RV-List, for example, this includes archives all the way back to 1990! That's about 133Mb alone! Also included on the CD is a copy of Chip Gibbion's Windows Archive Search Utility and a precompiled search-index for each archive on the CD. Better yet?! You can get BOTH the Flight Bag AND the Archive CD for a Contribution of $75 or more which is actually LESS than the combined retail price on the two items!!! How can you go wrong? Get some great stuff AND support your Lists at the same time! Over the next month I'll be posting a few reminder messages about the List Fund Raiser, and I ask for your patience and understanding during the process. Remember that the Lists are *completely* funded through the generous Contributions of its members. That's it! There's no support from a bloated advertising budget or deep pockets somewhere. Its all made possible through YOUR support! I would like to take this opportunity to thank everyone who supports the List this year. Your generosity contributes directly to the quality of the experience here. To make your List Contribution using a Visa or MasterCard, PalPal, or with a Personal Check, please go to the URL link below. Here you can find additional details on this year's great free Gifts as well as additional information on the various methods of payment. SSL Secure Contribution Web Site: http://www.matronics.com/contributions Again, I would like to thank everyone who supports the Lists this year! Your Contributions truly make it all possible!! Thank you! Matt Dralle Matronics Email List Administrator 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 ________________________________________________________________________________
Date: Nov 02, 2002
From: Harry Paine <hpaine(at)earthlink.net>
Subject: Re: Engine Mounts
> >Do you realy want to do 6+ G's ? > Unless you're a regular, young, and have excellent neck muscle control youre blacking out around 4.5 to 5 Gs!!! Trust me on that one I know! I regularly pull around 3 maybe 3.5 in a loop and thats it. I agree with John if you want to hit 6gs get a Pitts Harry Paine 266Hp the Alaskan gypsy ________________________________________________________________________________
From: "Gibbons" <gibbons@cox-internet.com>
Subject: Engine Mounts
Date: Nov 02, 2002
> >Do you realy want to do 6+ G's ? > Unless you're a regular, young, and have excellent neck muscle control youre blacking out around 4.5 to 5 Gs!!! Trust me on that one I know! I regularly pull around 3 maybe 3.5 in a loop and thats it. I agree with John if you want to hit 6gs get a Pitts Harry Paine 266Hp the Alaskan gypsy I appreciate everyone's concern for my well being, maybe we can continue this thread on Matt's aerobatic list. As for the Rocket itself, my question remains: Is there a prop available for the Rocket which does not effectively limit the aircraft to +4 g's? ________________________________________________________________________________
From: "Blair" <blairclan(at)bigpond.com>
Subject: RV8 or RV tail for Harmon Rocket?
Date: Nov 04, 2002
Hi, I'm about to start a HR2. Plans are on the way. Was wondering which tail kit I should build ie RV4 or RV8? Thanks Tony ________________________________________________________________________________
From: "Tom Martin" <fairlea(at)execulink.com>
Subject: RV8 or RV tail for Harmon Rocket?
Date: Nov 04, 2002
Tony You have three choices. The easiest to build would be the RV8, I have used it on two rockets and it works fine although some feel the elevators might be too small. This has not been my experience. The RV4 tail has been used on most rockets with success, it is a harder build but doable. The other option is the F1 tail which has been designed specifically for these types of planes. It is not quite as easy to build as a Rv8 tail but the parts are very nice and the final product has quite a nice distinctive look. Tom Martin -----Original Message----- From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com]On Behalf Of Blair Subject: Rocket-List: RV8 or RV tail for Harmon Rocket? Hi, I'm about to start a HR2. Plans are on the way. Was wondering which tail kit I should build ie RV4 or RV8? Thanks Tony ________________________________________________________________________________
From: Hr2pilot(at)aol.com
Date: Nov 04, 2002
Subject: Re: RV8 or RV tail for Harmon Rocket?
There are a lot of RV tails out there for as little as $400 ,The RV-6 tail has also been used. John ________________________________________________________________________________
Date: Nov 05, 2002
From: Matt Dralle <dralle(at)matronics.com>
Subject: New List Digest Feature!! [Please Read]
Dear Listers, I've added a new feature to the Digest format of the Lists tonight. At the top of each digest you will find a new Index Listing of all of the messages found within that Digest including the Message Number, Subject, Poster, and Time of Day posted. I've also added a "Message Number" header to each message within the Digest so that its easy to find 'just the message' you were looking for! Sorry for the double posting of the digests tonight - the first time I didn't quite have the code right and a few "bogus" entries made it into the Index. I went ahead and reposted the Digest so that everyone could see how the Index-to-Message mapping really worked. Special 'thanks' to Gary Hall for not only suggesting a Digest Index, but also supplying a few samples on how it might look. Gary, I think you'll be quite pleased with the format! Don't forget that were right in the middle of this year's List Fund Raiser and if you haven't already made your Contribution, you own it to yourself to check out the great free Gifts that are available this year with your qualifying Contribution. The Lists are operated completely though the support of it members, and so its up to YOU to get that credit card out and make that $20, $30, or $50 show of support for the continued operation of the Lists. Won't you take a couple of minutes and make a quick Contribution on the all new, streamlined List Support web site? I've also added a Payment-through-PayPal option this year, and this is proving a very popular method of payment. Don't forget to check out the great free gifts you can get with a qualifying Contribution this year. I can't believe how popular they've been this year! Hurry and get your's today and support the Lists at the same time! Here's the SSL Secure URL for making your Contribution: http://www.matronics.com/contribution Thank you for your Support!! Matt Dralle Matronics Email List Admin. 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: "Gibbons" <gibbons@cox-internet.com>
Subject: Rocket prop and "G" limits
Date: Nov 06, 2002
I received the following from MT propellers this morning: ------- we do not have any G-Limits on our propellers, with any hub used. The latest configuration for the F-1 Rocket, designed in cooperation with Mark Fredrick is: Propeller MTV-9-B/198-52 with Spinner P-810-A. The hub is a 172 mm extended version, but since we have a different hub design, not comparable to any Hartzell designated extension. For the Harmon Rocket, it could be possible to use a different spinner, because we assume a different cowling is used, but the deviation shall be minor. Best regards Gerd R. Muehlbauer President MT-Propeller Entwicklung GmbH ------- So, that's the good news. The bad news? MTV-9-B/198-52: $9,170 P-810-A: $1,130. Total damage: $11,300. Regards, Chip Gibbons ________________________________________________________________________________
From: Mlfred(at)aol.com
Date: Nov 06, 2002
Subject: Re: Rocket prop and "G" limits;MT vs Hartzell pricing
In a message dated 11/6/2002 7:23:38 AM Central Standard Time, gibbons@cox-internet.com writes: > So, that's the good news. The bad news? MTV-9-B/198-52: $9,170 P-810-A: > $1,130. Total damage: $11,300. > > Regards, > > Chip Gibbons > Hey Chip: Those are retail prices...which I will gladly accept! But,... I sell the prop + spinner for $8750. Shipping is not quite straightforward, tho. You can have an un-assembled prop shipped to an assy shop near you, and you can then drive over & pick it up. Shipping in this case runs about $250, and assy about $300. Shipping the assembled prop direct will set you back about $1100 (shipping, customs, etc). FY2003 pricing on the 3 blade Hartzell w/composite spinner looks to be about $8500 with shipping about $200 or so. So, the prices are not that far apart. The Hartzell weighs about 75 lbs w/spinner; the MT closer to 52 lbs. Cheers! Mark ________________________________________________________________________________
From: "Wolfgang Meyn" <mw104(at)netmdc.com>
Subject: Rocket prop and "G" limits
Date: Nov 06, 2002
Hi Chip, Call Mark I think he can come up with a better price for the MT. If you have it shipped disassembled - there are assembly outfits in the US - it'll knock another couple of hundreds off. You should hear it running,- absolutely smooth. No comparison to a Hartzell. Cheers, Wolfgang (F1, No.77) -----Original Message----- From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Gibbons Subject: Rocket-List: Rocket prop and "G" limits I received the following from MT propellers this morning: ------- we do not have any G-Limits on our propellers, with any hub used. The latest configuration for the F-1 Rocket, designed in cooperation with Mark Fredrick is: Propeller MTV-9-B/198-52 with Spinner P-810-A. The hub is a 172 mm extended version, but since we have a different hub design, not comparable to any Hartzell designated extension. For the Harmon Rocket, it could be possible to use a different spinner, because we assume a different cowling is used, but the deviation shall be minor. Best regards Gerd R. Muehlbauer President MT-Propeller Entwicklung GmbH ------- So, that's the good news. The bad news? MTV-9-B/198-52: $9,170 P-810-A: $1,130. Total damage: $11,300. Regards, Chip Gibbons == Contribution = = = = ________________________________________________________________________________
From: JOHNTMEY(at)aol.com
Date: Nov 06, 2002
Subject: Re: MT/Hartzell
In a message dated 11/6/02 6:51:42 AM Mountain Standard Time, Mlfred(at)aol.com writes: So, the prices are not that far apart. The Hartzell weighs about 75 lbs > w/spinner; the MT closer to 52 lbs. Gents, There are some archival notes about the development of the MT for the HR/F-1... what is the current status if anyone is running the MT ?? Mark ?? Quest: 1 How does the MT @ 52# compare with Hartzell 2-blade for weight? 2) Is it compatible with the usual governors ? 3) If received unassembled, can any prop shop figure it out or do certain ones specialize in the MT ? (Who might serve Colorado ?) 4) Is the MT spinner metal... can be polished ?? Thanks, John Meyers Golden CO ________________________________________________________________________________
From: Mlfred(at)aol.com
Date: Nov 06, 2002
Subject: Re: MT/Hartzell
In a message dated 11/6/2002 8:58:09 AM Central Standard Time, JOHNTMEY(at)aol.com writes: > Gents, There are some archival notes about the development of the MT for > the > HR/F-1... what is the current status if anyone is running the MT ?? Mark > ?? Hey John: MT has designed a blade special for the F1/HR series. It does work very well indeed, as I see the same IAS at the same RPM/MP/fuel flow as before. Smooth as a watch, too. This particular aspect is eerie -- you absolutely canot tell any RPM change if you are judging from the vibration frequency -- you have to watch the tach! The blades are tuned to 2100 RPM @ 10,000MSL, as is the 'D twist' 3 blade Hartzell. > > Quest: 1 How does the MT @ 52# compare with Hartzell 2-blade for weight? No change, if you use the non-coounterweighted version. > 2) Is it compatible with the usual governors ? You bet -- no change. Due to the very low blade inertia level, MT recommends using a faster acting gov, like the CZ units we sell. These govs are 2 1/2 lbs lighter than a comparable Woodward, and cost $1150 new. If you are not going to run an inverted system, I'd recommend using the counterweighted type prop, which costs about $600 more. A scenario where you wuld lose oil pressure, and prop control right after that, would be a complete disaster, as the engine would spool up so fast (the MT blades have bvery little inertia). The different style prop would remove that possibility, but I suspect it would weigh a bit more. > 3) If received unassembled, can any prop shop figure it out or do certain > ones specialize in the MT ? (Who might serve Colorado ?) Go to the MT website and look under distributors for an assembly shop in your area -- there is one in the Broomfield CO area. > 4) Is the MT spinner metal... can be polished ?? Nope -- composite. They will paint the prop & spinner any color you want for $150 extra. > > Thanks, John Meyers Golden CO > > Cheers! Mark ________________________________________________________________________________
From: Mlfred(at)aol.com
Date: Nov 06, 2002
Subject: Re: MT/Hartzell
In a message dated 11/6/2002 8:58:09 AM Central Standard Time, JOHNTMEY(at)aol.com writes: > Gents, There are some archival notes about the development of the MT for > the > HR/F-1... what is the current status if anyone is running the MT ?? Mark > ?? Hey John: MT has designed a blade special for the F1/HR series. It does work very well indeed, as I see the same IAS at the same RPM/MP/fuel flow as before. Smooth as a watch, too. This particular aspect is eerie -- you absolutely canot tell any RPM change if you are judging from the vibration frequency -- you have to watch the tach! The blades are tuned to 2100 RPM @ 10,000MSL, as is the 'D twist' 3 blade Hartzell. > > Quest: 1 How does the MT @ 52# compare with Hartzell 2-blade for weight? No change, if you use the non-coounterweighted version. > 2) Is it compatible with the usual governors ? You bet -- no change. Due to the very low blade inertia level, MT recommends using a faster acting gov, like the CZ units we sell. These govs are 2 1/2 lbs lighter than a comparable Woodward, and cost $1150 new. If you are not going to run an inverted system, I'd recommend using the counterweighted type prop, which costs about $600 more. A scenario where you wuld lose oil pressure, and prop control right after that, would be a complete disaster, as the engine would spool up so fast (the MT blades have bvery little inertia). The different style prop would remove that possibility, but I suspect it would weigh a bit more. > 3) If received unassembled, can any prop shop figure it out or do certain > ones specialize in the MT ? (Who might serve Colorado ?) Go to the MT website and look under distributors for an assembly shop in your area -- there is one in the Broomfield CO area. > 4) Is the MT spinner metal... can be polished ?? Nope -- composite. They will paint the prop & spinner any color you want for $150 extra. > > Thanks, John Meyers Golden CO > > Cheers! Mark ________________________________________________________________________________
From: Mlfred(at)aol.com
Date: Nov 06, 2002
Subject: Re: MT/Hartzell
In a message dated 11/6/2002 8:58:09 AM Central Standard Time, JOHNTMEY(at)aol.com writes: > Gents, There are some archival notes about the development of the MT for > the > HR/F-1... what is the current status if anyone is running the MT ?? Mark > ?? Hey John: MT has designed a blade special for the F1/HR series. It does work very well indeed, as I see the same IAS at the same RPM/MP/fuel flow as before. Smooth as a watch, too. This particular aspect is eerie -- you absolutely canot tell any RPM change if you are judging from the vibration frequency -- you have to watch the tach! The blades are tuned to 2100 RPM @ 10,000MSL, as is the 'D twist' 3 blade Hartzell. > > Quest: 1 How does the MT @ 52# compare with Hartzell 2-blade for weight? No change, if you use the non-coounterweighted version. > 2) Is it compatible with the usual governors ? You bet -- no change. Due to the very low blade inertia level, MT recommends using a faster acting gov, like the CZ units we sell. These govs are 2 1/2 lbs lighter than a comparable Woodward, and cost $1150 new. If you are not going to run an inverted system, I'd recommend using the counterweighted type prop, which costs about $600 more. A scenario where you wuld lose oil pressure, and prop control right after that, would be a complete disaster, as the engine would spool up so fast (the MT blades have bvery little inertia). The different style prop would remove that possibility, but I suspect it would weigh a bit more. > 3) If received unassembled, can any prop shop figure it out or do certain > ones specialize in the MT ? (Who might serve Colorado ?) Go to the MT website and look under distributors for an assembly shop in your area -- there is one in the Broomfield CO area. > 4) Is the MT spinner metal... can be polished ?? Nope -- composite. They will paint the prop & spinner any color you want for $150 extra. > > Thanks, John Meyers Golden CO > > Cheers! Mark ________________________________________________________________________________
From: "Russ Werner" <russ(at)maui.net>
Subject: Lycoming Service Bulletin
Date: Nov 06, 2002
As of November 4, Lycoming has now made SB 554 apply to all factory and field IO-540 overhauls since November 27, 1996, where the bolt was replaced. Another fine Lycoming product! Enjoy Russ ________________________________________________________________________________
Date: Nov 07, 2002
From: Harry Paine <hpaine(at)earthlink.net>
Subject: Re: Lycoming Service Bulletin crankshaft bolts
> >As of November 4, Lycoming has now made SB 554 apply to all factory and >field IO-540 overhauls since November 27, 1996, where the bolt was replaced. >Another fine Lycoming product! > >Enjoy > >Russ Listers: This aad and service bulletin we rather poorly written. My engine was field overhauled during the suspect time frame which is between 11-96 thru 11-98. The crankshaft bolt was replaced and therefore suspect. However it turns out that Superior Air Parts also manufactored and sold those bolts also. These bolts are not affected because they used a different manufactor. Thelycoming bolt is identified by the number STD 2209 and is supposed to golden in color. the superior bolt has stamped on the head "SL" and could be silver, or different shades of gold. their part number is SL- 2209 Alrighty then......... if you rebuilder used superior bolts you're okay.. if he used lycoming ones have fun. Harry Paine >HP 266HP the Alaskan Gypsy. > ________________________________________________________________________________
From: "Russ Werner" <russ(at)maui.net>
Subject: Re: Lycoming Service Bulletin crankshaft bolts
Date: Nov 07, 2002
Seems many were using the bolt color to determine which lyc bolt they have installed. Now, in the latest update to the SB, lyc says: "2. Plating of the bolt can result in a wide range of coloration; therefore, using the color of the bolt is not a reliable method of identifying acceptability." Just when I thought this would be easy! You can see the bolt through the right mag hole, but now that isn't good enough, apparently. Russ > This ad and service bulletin we rather poorly written. My engine was field > overhauled during the suspect time frame which is > between 11-96 thru 11-98. The crankshaft bolt was replaced and therefore > suspect. However it turns out that Superior Air Parts > also manufactored and sold those bolts also. These bolts are not affected > because they used a different manufactor. Thelycoming bolt is identified by > the number STD 2209 and is supposed to golden in color. > the superior bolt has stamped on the head "SL" and could be silver, or > different shades of gold. their part number is > SL- 2209 > > Alrighty then......... if you rebuilder used superior bolts you're okay.. > if he used lycoming ones have fun. ________________________________________________________________________________
Date: Nov 07, 2002
From: Matt Dralle <dralle(at)matronics.com>
Subject: List Fund Raiser - What Listers Are Saying...
Dear Listers, First, I'd like say *thank you* to everyone that's already made a Contribution to this year's List Fund Raiser! Thank you! If you haven't already made a Contribution, won't you take a movement and show your support for these valuable services? Since there's no advertising or other forms of direct commercialism on the forums to support the Lists, its soley YOUR GENEROSITY that keeps them running!! Won't please take a minute and make a Contribution via the SSL secure web site via Credit Card, Paypal, or personal check. Here's the URL: http://www.matronics.com/contributions This year, I've been getting some *really* nice comments from Contributors and I thought I'd pass along a few of them below. What does the List mean to *you*? Thank you for your support!! Matt Dralle Email List Administrator _________________ What your fellow Listers are saying... _________________ ...great service!! Greg B. They have been a great assistance to me in building my RV-8. Kevin H. ...very much appreciated. Donald M. Great site... Angus F. ...invaluable resource. Ronald C [The List] has played a big part in continuing my project at those times when I got stuck for some reason. Jeff D. Although I am only a reader, I find the list very helpful. Oswaldo F. The lists are a fantastic resource and are helping me very much... Kenyon B. The list is part of my life. Ron C. The CD will free up some hard disk space on my personal PC. Jeff D. ...unbelievably useful. Dan O. ...dependable and valued source of builder information. Jerry C. My daily lifeline! Owen B. ...frequently get questions answered on the List. Billy W. Don't know how any first-time builder could get by without the lists. Rick R. ...great source of information and motivation. Jef V. Super resource! David P. The information presented is very helpful to the building process. James B. Wonderful Service! Wendell D. The lists are great! F. Robert M. ...very valuable to this builder. William C. 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: "Jim Jensen" <sergeantjj(at)hotmail.com>
Subject: Re: Rocket-List Digest: 9 Msgs - 11/06/02
Date: Nov 07, 2002
Does anyone have experience or opinion on the ACI composite props for the F1? ________________________________________________________________________________
From: Jones15183(at)aol.com
Date: Nov 07, 2002
Subject: Re: Lycoming Service Bulletin crankshaft bolts
According to the wording in the Lycoming SB 554 and I Quote" Lycoming requires that the crankshaft gear retaining bolt be replaced with the new bolt P/N STD-2209 ( cadium plated) and SILVER in color. Not gold.....billy ________________________________________________________________________________
From: Jones15183(at)aol.com
Date: Nov 07, 2002
Subject: Re: Lycoming Service Bulletin crankshaft bolts
I guess it shoul be replaced with a new Lyc. bolt just for peace of mind.billy ________________________________________________________________________________
From: "Loren Harmon" <landsharmon(at)attbi.com>
Subject: Re: Rocket-List Digest: 9 Msgs - 11/06/02
Date: Nov 07, 2002
I talked to the designer of the ACI prop extensively at Sun n Fun in April. He seemed very knowledgeable and the prop is all composite and even lighter than the MT. It looks great and sounds like a real performer if you believe the Lancair IV performance report. The drawbacks... $15,000 for the prop and as of last April he didn't have one optimized for the Rocket. It sounded like he was willing to make one, and I thought that Mark was going to get one for evaluation, but I don't think that it came about. I'll be looking for them again next April. Their website is www.aerocomposites.com Loren Harmon s/n 76 ________________________________________________________________________________
From: "Russ Werner" <russ(at)maui.net>
Subject: Re: Lycoming Service Bulletin crankshaft bolts
Date: Nov 07, 2002
I used Lycon, who built up my engine. The AD specifies: Warranty is available for material required for bolt replacement (Kit 05K19987). Labor for installation will be reimbursed in accordance with the current revision of Removal and Installation Labor Allowance Guidebook, SSP-875 through an authorized Lycoming Distributor, using the standard Warranty Procedure and provided the removed retaining bolt is returned to Lycoming with the engine serial numbers. ----- Original Message ----- > Could you provide the details and or a point of contact to get a parts kit > at Lycomings expense? ________________________________________________________________________________
From: "Jim Stone" <jrstone(at)insightbb.com>
Subject: Lycoming parts kit(crank bolt SB)
Date: Nov 08, 2002
For anyone interested in a repair kit to fix the crank bolt Service bulletin, I just ordered one from A.E.R.O. Aviation Co. The kit included 10 gaskets (sump, accessory,fuel pump and other accessorys), the bolt (Superior brand), and lockplate. The cost of the kit was 48 bucks plus shipping. Six Clear, Jim Stone ________________________________________________________________________________
Date: Nov 11, 2002
From: Matt Dralle <dralle(at)matronics.com>
Subject: List Fund Raiser Continues...
Marie Murillo Dear Listers, Just a quick reminder this morning that we're well into this year's Email List Fund Raiser. Response has been great so far and there has been a lot of interest in the Gift options. Speaking of those Gifts, I received a sample of the Jeppesen Flight Bag from Andy Gold of the Builder's Bookstore http://www.buildersbooks.com this weekend, and let me just say that this is an extremely fine quality unit. Its very light, folds down into a very small form for storage, and will hold a whole lot of your "pilot stuff"! For a mere $50 List Contribution, one of these very nice bags could be yours! You'll be the envy of all your friends. Won't you make a Contribution today to support the these valuable Email List Services? Please remember that its YOUR generosity that entirely supports the continued operation and upgrade of the Lists. That's it - no ads, no banners - just good clean fun; that is, with your support of course! Please take a moment and make a generous Contribution today. It only takes a minute using the newly redesigned Contribution Web Site where you can use either a Credit Card, PayPal, or a Personal Check to make your donation. The URL for the SSL Secure Contribution web site is: http://www.matronics.com/contribution And I'd like to say a special "thank you!" to everyone one who has made Contribution so far this year!! I really appreciate your generosity! Best regards, Matt Dralle Email List Administrator 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 ________________________________________________________________________________
Date: Nov 12, 2002
From: Pahan Ranasingha <ltdoof(at)yahoo.com>
Subject: There's a new yahoo group
Just wanted to let you all know that there's a new yahoo group called experimental avionics...here's the link if you want to take a look http://groups.yahoo.com/group/ExperimentalAvionics/ --------------------------------- ________________________________________________________________________________
From: "gretz aero" <warrengretz(at)gretzaero.com>
"Avionics-List" , "RV-List" , "Rocket-List" , "AeroElectric-List"
Subject: Heated pitot tube prices going up
Date: Nov 12, 2002
Hello Listers, I just found out that the price of the heated pitot tubes I sell is going up. The manufacture notified me that beginning at the first of the year the price is going to increase. I do not know how much yet. I am sure I will have to increase my price as well when this happens. I currently have a good supply of both the PH502-12CR and the AN5814 pitot tubes in stock and will be receiving another batch at the first of next month at the lower price. My advice is to purchase this item now before the first of the new year and save some money. You can order by calling me or place your order on my website at http://www.gretzaero.com I hope to hear from you soon. Warren Gretz Gretz Aero 720-308-0010 cell days 303-770-3811 home office, evenings and weekends ________________________________________________________________________________
From: "Russ Werner" <russ(at)maui.net>
Subject: Service Bulletin
Date: Nov 12, 2002
If anyone has questions regarding complying with the latest Lycoming SB as a do-it-yourselfer let me know. I did it this afternoon and it is no big deal. Russ ________________________________________________________________________________
From: "Jim Stone" <jrstone(at)insightbb.com>
Subject: Re: Service Bulletin
Date: Nov 13, 2002
Russ, How many hours did take you? Did you remove the sump as well to avoid cutting the gasket and possible future oil leak? Any tips or gotchas? Jim Starting on mine today or tomorrow. ----- Original Message ----- From: "Russ Werner" <russ(at)maui.net> Subject: Rocket-List: Service Bulletin > > If anyone has questions regarding complying with the latest Lycoming SB as a > do-it-yourselfer let me know. I did it this afternoon and it is no big > deal. > > Russ > > ________________________________________________________________________________
From: "Russ Werner" <russ(at)maui.net>
Subject: Re: Service Bulletin
Date: Nov 13, 2002
Here's what I found: You have to remove the magneto(s), oil filter adapter, fuel pump, and if you have one, the vacuum pump. If you have a tach drive cover, remove that too, as you can use the hole to look through when you put the accessory cover back on later. Remove the tach cable if you have one of those (antique?). Undo all the hose clamps holding the intake pipes to the sump and slide the 2" hoses up onto the intake tubes. That will give you a space of about 1/4" at each pipe so you can drop the sump. I removed the accessory cover first, but I think it would be easier to get things apart if you remove the sump first, as gravity will help you here. Replace THE DEMON BOLT. Torque is 17 ft/lbs. On re-assembly, I put the sump on first and that worked out well. I used assembly lube on the fuel pump arm and the tach drive shaft. When you put on the accessory case, you need to make the tach drive find the hole in the casting and it is a bit awkward. Sight through the hole mentioned before and you can see it. The gasket for the accessory case is extra long on both lower ends and needs to be trimmed. It will be easier to do this before you put any gasket adhesive on it. If you have a B&C Oil filter adapter, get a gasket now, as Lycoming does not include that in the kit. I'm waiting for mine now. If I was ready to fly, I'd modify the Lycoming gasket and bolt it on now. It needs a bigger opening in the center. Total time for me for just the engine repair without R&R: about 4 hours. I think Lycoming will pay 20 hours total for the entire job of R&R and Repair. Be sure to safety wire everything properly. If you think this job is a pain in the ass, don't. Have fun. The folks who's bolt failed have the pain in the ass. Aloha, Russ ----- Original Message ----- > > Russ, > How many hours did take you? > Did you remove the sump as well to avoid cutting the gasket and possible > future oil leak? > Any tips or gotchas? > Jim > Starting on mine today or tomorrow. > ----- Original Message ----- ________________________________________________________________________________
From: Jones15183(at)aol.com
Date: Nov 13, 2002
Subject: Re: Service Bulletin
hey russ, how long did it take you to do the job? billy ________________________________________________________________________________
From: "Russ Werner" <russ(at)maui.net>
Subject: Re: Service Bulletin
Date: Nov 13, 2002
Total time for me for just the engine repair without R&R: about 4 hours. I think Lycoming will pay 20 hours total for the entire job of R&R and Repair. > hey russ, how long did it take you to do the job? billy ________________________________________________________________________________
From: LKDAUDT2(at)aol.com
Date: Nov 13, 2002
Subject: Re: Service Bulletin
I got real lucky... The scope through the right mag hole proved that the bolt was a bright silver color.. The correct one... Larry #001 ________________________________________________________________________________
From: "Russ Werner" <russ(at)maui.net>
Subject: Re: Service Bulletin
Date: Nov 13, 2002
That's not good enough anymore. The SB was amended to require replacement of any colored bolt. Russ > I got real lucky... The scope through the right mag hole proved that the bolt > was a bright silver color.. The correct one... ________________________________________________________________________________
From: "Russ Werner" <russ(at)maui.net>
Subject: Re: Service Bulletin
Date: Nov 13, 2002
Actually, I doubt I needed to remove the oil filter adapter. Oh well! Russ ________________________________________________________________________________
Date: Nov 14, 2002
From: Matt Dralle <dralle(at)matronics.com>
Subject: Said What...?
Dear Listers, Wow, I can't belive some of the nice things people have been saying about the Lists in that little message box on the Contribution form! I've included more of the great comments since the last WLAS. Thank you to everyone that has made a Contribution thus far and for all the great feedback! Please know that I really appreciate the comments and support!! Have a look at some of your fellow members thoughts below and decide if the Lists mean at least that much to you or perhaps even more... Won't you take a moment and make a Contribution to support these Commercial-Free, SPAM-Free, Virus-Free, high-performance List services? Its your direct support through this yearly Fund Raiser that enables all of these valuable services you've come to expect of the Matronics Lists. Thank you for your Contribution!! SSL Secure Web Site - http://www.matronics.com/contribution Matt Dralle EMail List Administrator ===================================================================== =================== What Listers Are Saying - II ==================== ===================================================================== I check this List 4 to 5 times a day... -Bruce B. These are without a doubt among the best managed Lists to which I subscribe. -Terry W. Thank you for providing such a wonderful service. -Roy W. ...fine service! -Christopher A. Best list on the Internet! -Geroge A. Great list with a host of features. -David A. Having built part of a kit... ...I know exactly how much this list means to me and others. -Curtis H. As always... you've got a real cool & very useful service going... -Chuck R. I shudder to think of the trouble I would have had getting this project airborne without this list! -Grant C. ...enjoy everyone's input. -Doug P. I read the [the List] every day... -Ronald S. Whenever I feel like not building on my day off....I open my mail and the [the List] gets me pumped and ready to hit it! -Tom E. The Digest Message subject list is an excellent addition. -Kevin S. Certainly the [the List] has been a valuable source for building support and advice, but there's another benefit,... the wonderful friends that we meet and keep for years and years! -Fred H. What a great forum to exchange ideas and info. -Terry L. The List is my daily RV fix. -Neil H. I always received comments and suggestions when I requested them. -Thomas G. Best resource a builder could ever have. A daily must! -Robert C. Thanks for your gift - these web sites! -Tom P. ...great info. -Richard W. The List empowers all RV builders to achieve success... -Mark G. I've been reading the postings for a month now and decided to take the plunge as a result of the helpfulness and spirit of cooperation I observed. -Tim P. ...invaluable service. -Ford F. I check in at least twice daily for my e-mail "Fix". -John S. Its worth every penny of my contribution. -Paul M. Wonderful web site and it keeps getting better. -Jim H. A valuable list which has certainly helped me. -Andrew G. ...the List helps so many. -Don J. I really appreciate the site and find it interesting to speak to people who are into this type of aircraft. -Larry M. This is a great recreation for me. -Larry B. [The List] keeps me up to date and provides a fantastic resource for information. -Terry F. Lists are a great resource! -Daniel S. ...great service and professional administration of the Lists. -Chris R. I really appreciate the List. -Edward O. Worth every penny, and then some! -Kenyon B. ...great service. -Ralph H. Your unselfish contribution to the experimental aircraft movement is very much appreciated! -Alex M. Great help on the Aeroelectric list. -Bruce B. It helps on a daily basis. -Tim G. Thanks for providing this outstanding service to us! -Michel T. ________________________________________________________________________________
From: LKDAUDT2(at)aol.com
Date: Nov 14, 2002
Subject: Re: Service Bulletin
Russ... Im sad to say that you may be correct... Im again in TN and my wife said there was a phone message from the engine builder that we needed to change the bolt anyway... Sh-------... Larry ________________________________________________________________________________
Date: Nov 16, 2002
From: Matt Dralle <dralle(at)matronics.com>
Subject: LOC Coming Soon...
Dear Listers, This year's List of Contributors (LOC) is just around the corner. I'll be posting the LOC on or about December 1. The List of Contributors is a directory of everyone's name that made a Contribution during this year's List Fund Raiser. Its kind of my way of publicly thanking everyone that so generously made a Contribution to support the continued operation and upgrade of these Lists. Support your Lists today and make sure that your name is on the upcoming LOC! Your friends will be checking no doubt to see if YOU make your Contribution because THEY did! :-) Support Contribution Info - http://www.matronics.com/contribution Thank you! Matt Dralle Email List Administrator 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 ________________________________________________________________________________
Date: Nov 19, 2002
From: Matt Dralle <dralle(at)matronics.com>
Subject: [PLEASE READ] - Why Do I Have A Fund Raiser Each Year?
Dear Listers, I got to thinking today that perhaps I should explain why I have a Fund Raiser and also take the opportunity to express why I think the List Services here provide a far better experience than the commercial equivalents. I use the List Fund Raiser each year to offset the costs involved with running a high performance email list site such as this one. With the annual support from the List members through the PBS-like Fund Raiser, I have found I can run the entire site without having to inflect any of the members with those annoying banner ads flashing up all the time trying to sell Toner Cartridge Refills or other garbage nobody wants or needs. From the comments I've received over the years regarding the Lists, the great majority of the members really appreciate the non-commercialism of my List systems and don't mind my 'go-team-go' banter once a year to encourage members to support the Lists. I believe that the Lists services that I provide here offer a great many benefits over the commercial equivalents in a number of ways. The first feature I believe to be particularly significant is that you *cannot* receive a computer v*rus from any of my Lists directly. I've been on a few other List servers and have been unfortunate enough to download infected files people have innocently or not-so-innocently included with their posts. This just can't happen with my Lists; each incoming message is filtered and attachments stripped off prior to posting. I provide a Photo and File Share feature that allows members to share files and bitmaps with other members and everyone can be assured that these files will be prescanned for any sort of v*rus before they are posted. Safe and simple. Also, with this photo and file sharing technique, the Archives don't get loaded up with a huge amounts of bitmap "data" that slows the Archive Search times. Another feature of this system is the extensive List Archives that are available for download, browsing, and searching. The Archives go all the way back to the very beginning of each List and with the super fast Search Engine, the huge size of the Archives is a non-issue in quickly finding the data you're looking for. Another feature of the Archives, in my opinion, is that they have been primarily stripped of all the useless email header data and all the other header garbage that seems to build up in a typical email thread. I have received an extremely positive response from Listers regarding the List Browse feature and the consensus is that the format and ease of use is outstanding. Members report that having the previous 7 days worth of messages online for easy browsing and sorting is hugely beneficial. And again, as with the real time distribution of List email, the messages are stripped of all the unnecessary email headers and potentially dangerous v*ruses. I am currently working on the additional ability to post and/or reply directly from the List Browse interface. More on this upcoming feature in the next week or so. I've been running email Lists and services under the matronics.com domain since about 1989 starting with RV-List and 30 guys who I knew and who where also building RVs. It has grown into over 40 different aviation-related Email Lists and an associated web site that receives over 9,000,000 hits each year!! Additionally, the List email system forwards well over 50,000,000 (yes, that 50 MILLION) email messages to subscribers each year! With all the dot.bombs these days, I think there's a lot of value in supporting a service that has gone the long haul and is still providing and improving a high quality service at a price that's nearly free. I have to admit running these Lists is a labor of love and I hope it shows in the quality of the experience that you receive when you get a List Email Message, Search the Archives, or use the List Browser. The Lists will be here for a long time to come. If you just want to lurk a while for free, that's great and I encourage you to do so. If you use, appreciate, and receive value from these Lists, then please support them during the Annual List Fund Raiser! Thank you, Matt Dralle Email List Administrator ------------------------------------------ The SSL Secure Web Site: http://www.matronics.com/contribution ------------------------------------------ ________________________________________________________________________________
Subject: FW: RV6a For Sale
Date: Nov 20, 2002
From: "Frazier, Vincent A" <VFrazier(at)usi.edu>


July 06, 2002 - November 22, 2002

Rocket-Archive.digest.vol-ai