Rocket-Archive.digest.vol-am
July 23, 2004 - January 16, 2005
| Subject: | Tach and T&B for sale |
You can see these on ebay after 6 tonight. Do a search.
Jim
________________________________________________________________________________
| Subject: | oil cooler opening |
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
Gents,
I've not had any luck finding out how many square inches I need for the
opening to the Positech oil cooler. Anyone with a successful
installation care to comment?
Right now, I've got about 11 sq in opening into a small plenum above the
cooler, which is angled back at about 45 degrees to the rear baffle.
Any comments are welcome.
Vince Frazier
3965 Caborn Road
Mount Vernon, IN 47620
812-464-1839 work
812-985-7309 home
F-1H Rocket, N540VF
http://www.usi.edu/science/chemistry/vfrazier/page1.html
________________________________________________________________________________
| From: | Jones15183(at)aol.com |
| Subject: | Re: oil cooler opening |
Vince I have a 5 inch opening in baffle in back of # 5 cyl going to a
posotech oil cooler. I think these engines need all the cooling they can get,
to
keep oil levels below 200" F in Texas heat...billy
________________________________________________________________________________
| From: | "blairclan" <blairclan(at)bigpond.com> |
| Subject: | Engine isolator bolts. |
Is anyone able to advise the bolt size required for the engine mount
rubbers when using a HR2 engine mount with IO540C4B5 (standard Lord
mounts).
Also, what would the part # be for the "large washers" associated with
the bolts?
Would the Vans bolt kit work?
Thanks
Tony
HR2
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Rocket-List
Digest Server
Subject: Rocket-List Digest: 0 Msgs - 07/26/04
*
==================================================
Online Versions of Today's List Digest Archive
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Today's complete Rocket-List Digest can be also be found in either
of the two Web Links listed below. The .html file includes the Digest
formatted in HTML for viewing with a web browser and features
Hyperlinked
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HTML Version:
http://www.matronics.com/digest/rocket-list/Digest.Rocket-List.2004-07-2
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Total Messages Posted Mon 07/26/04: 0
Today's Message Index:
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________________________________________________________________________________
| From: | "blairclan" <blairclan(at)bigpond.com> |
Does anyone have advice on installation of extra access panels when
building the long range HR2 tanks? (Thought it might help for possible
repairs in the future?)
On a similar subject, when installing the inverted pickup in the tank,
is the pickup guide shown in the Vans plans worth installing?
Thanks
Tony
HR2
-----Original Message-----
From: blairclan [mailto:blairclan(at)bigpond.com]
Subject: Engine isolator bolts.
Is anyone able to advise the bolt size required for the engine mount
rubbers when using a HR2 engine mount with IO540C4B5 (standard Lord
mounts).
Also, what would the part # be for the "large washers" associated with
the bolts?
Would the Vans bolt kit work?
Thanks
Tony
HR2
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Rocket-List
Digest Server
Subject: Rocket-List Digest: 0 Msgs - 07/26/04
*
==================================================
Online Versions of Today's List Digest Archive
==================================================
Today's complete Rocket-List Digest can be also be found in either
of the two Web Links listed below. The .html file includes the Digest
formatted in HTML for viewing with a web browser and features
Hyperlinked
Indexes and Message Navigation. The .txt file includes the plain ASCII
version of the Rocket-List Digest and can be viewed with a generic
text editor such as Notepad or with a web browser.
HTML Version:
http://www.matronics.com/digest/rocket-list/Digest.Rocket-List.2004-07-2
6.html
Text Version:
http://www.matronics.com/digest/rocket-list/Digest.Rocket-List.2004-07-2
6.txt
================================================
EMail Version of Today's List Digest Archive
================================================
Rocket-List Digest Archive
---
Total Messages Posted Mon 07/26/04: 0
Today's Message Index:
----------------------
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________________________________________________________________________________
| From: | "Fabian Lefler" <fablef(at)bellsouth.net> |
, ,
, ,
, ,
, ,
| Subject: | Aluminum Vents Sale |
I am overstocked with Black Anodized Aluminum Vents, so for the month of
August, I will offer these at $199.00 with free shipping. Regular Price
is $235.00 with a $10.00 shipping charge.
These vents are the same size as Van's plastic vents including the
mounting holes. Our black anodized vents are unique in that we made the
eyeball and mechanism of out aluminum, but the flanges are plastic so
that the corners can be rounded off, just like Van's, and not expose the
clear aluminum.
You can see the vents here:
http://www.affordablepanels.com/aluminum_vents_files/IM001220.JPG
You can order the vents here:
http://www.affordablepanels.com/aluminum_vents.htm
This special is only available during this month, or until I run out of
vents.
Regards,
Fabian
________________________________________________________________________________
rv8-list(at)matronics.com, rv9-list(at)matronics.com, europa-list(at)matronics.com,
glasair-list(at)matronics.com, lancair-list(at)matronics.com,
rocket-list(at)matronics.com
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | "Advertising" on the Lists... |
>I received a nastygram from an individual who read my posting regarding
>aluminum vents sale, so before the Oshkosh crowds return to the list and
>this becomes a real problem, I'll offer my apologies in advance to the
>group.
>
>Fabian
Listers,
I encourage small business owners such as Fabian to promote their products
on the Lists. I do ask, however, that the flavor of the messages not be in
the traditional form of spam messages, but more in the context of a
personal message. Obviously, moderation is in order as well. The Lists
are a forum for all types of dialog that involve the particular List in
question. If all of the Listers on a given List were in one big room
meeting and communicating in the manner that we do on the Lists, then
people such as Fabian and myself, for that matter, would obviously be
promoting our products to anyone that would listen. In fact, we would
likely be invited to give a presentation on it to the group. The List
isn't about commercialism, but it is about sharing knowledge. This extends
to everyone, including those that provide products to the community.
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
________________________________________________________________________________
| From: | "Bill and Janet Asbell" <cottonwood(at)charter.net> |
| Subject: | Re: "Advertising" on the Lists... |
I think Matt`s policy is great it has helped me find some "unique" items fer
our project.Otherwise I would still be looking fer `em !! Sorry to hear
about the "sore heads"
Bill Asbell
----- Original Message -----
From: "Matt Dralle" <dralle(at)matronics.com>
; ;
; ;
; ;
Subject: Rocket-List: "Advertising" on the Lists...
>
>
> >I received a nastygram from an individual who read my posting regarding
> >aluminum vents sale, so before the Oshkosh crowds return to the list and
> >this becomes a real problem, I'll offer my apologies in advance to the
> >group.
> >
> >Fabian
>
>
> Listers,
>
> I encourage small business owners such as Fabian to promote their products
> on the Lists. I do ask, however, that the flavor of the messages not be
in
> the traditional form of spam messages, but more in the context of a
> personal message. Obviously, moderation is in order as well. The Lists
> are a forum for all types of dialog that involve the particular List in
> question. If all of the Listers on a given List were in one big room
> meeting and communicating in the manner that we do on the Lists, then
> people such as Fabian and myself, for that matter, would obviously be
> promoting our products to anyone that would listen. In fact, we would
> likely be invited to give a presentation on it to the group. The List
> isn't about commercialism, but it is about sharing knowledge. This
extends
> to everyone, including those that provide products to the community.
>
> 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
>
>
________________________________________________________________________________
| From: | Speedy11(at)aol.com |
| Subject: | Re: Rocket-List Digest: 2 Msgs - 08/01/04 |
Personally, I want to hear about products that other pilots have available.
So, Fabian, I am interested in your vents. What size are they? Can I see a
photo on line? I want to use smaller vents than those from Vans.
Stan Sutterfield
In a message dated 8/2/2004 3:00:41 AM Eastern Standard Time,
rocket-list-digest(at)matronics.com writes:
>I received a nastygram from an individual who read my posting regarding
>aluminum vents sale, so before the Oshkosh crowds return to the list and
>this becomes a real problem, I'll offer my apologies in advance to the
>group.
>
>Fabian
Listers,
I encourage small business owners such as Fabian to promote their products
________________________________________________________________________________
| Subject: | new Oshkosh Rocket photos |
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
new Oshkosh Rocket photos
http://www.usi.edu/science/chemistry/vfrazier/Airshow%20pics.htm
Vince Frazier
3965 Caborn Road
Mount Vernon, IN 47620
812-464-1839 work
812-985-7309 home
F-1H Rocket, N540VF
http://www.usi.edu/science/chemistry/vfrazier/page1.html
________________________________________________________________________________
| Subject: | Re: new Oshkosh Rocket photos |
Hi Vince,
I see you included a picture of Tom Gummo's HR2 with the 4 blade MT Propeller.
Really cool.
(After Tom installed the propeller, he decided he finally had to paint his
HR2.)
Jim Ayers
In a message dated 08/05/2004 8:43:18 AM Pacific Daylight Time,
VFrazier(at)usi.edu writes:
http://www.usi.edu/science/chemistry/vfrazier/Airshow%20pics.htm
________________________________________________________________________________
| From: | "Wolfgang Meyn" <mw104(at)netmdc.com> |
| Subject: | new Oshkosh Rocket photos |
Great PIXs, Vince.
THX
Wolfgang
-----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: new Oshkosh Rocket photos
new Oshkosh Rocket photos
http://www.usi.edu/science/chemistry/vfrazier/Airshow%20pics.htm
Vince Frazier
3965 Caborn Road
Mount Vernon, IN 47620
812-464-1839 work
812-985-7309 home
F-1H Rocket, N540VF
http://www.usi.edu/science/chemistry/vfrazier/page1.html
________________________________________________________________________________
| From: | Hr2pilot(at)aol.com |
Hello to all fellow Harmon Rocket owners, fans, builders and dreamers. This
guy wants to build a RV4 with a Rocket canopy I assured him he would be much
happier with a Harmon Rocket. Anyone want to give him any expert comments....
Christina
Harmon Rocket, LLC.
From: HarmonRocket(at)aol.com
Date: Mon, 9 Aug 2004 12:19:40 EDT
Subject: Rocket info
-------------------------------1092068380
-------------------------------1092068380
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by EMAIL1.BYU.EDU (PMDF V6.2-X17 #30755)
with SMTP id <01LDFIL3E30A96FXQG(at)EMAIL1.BYU.EDU> for HarmonRocket(at)aol.com;
Date: Sun, 08 Aug 2004 18:02:47 -0600
From: Don Christen McNiven <dcm8(at)email.byu.edu>
Subject: Rocket info
Hi,
This is Don McNiven. I called on Friday about the RV-4 with rocket windshields.
We talked about you getting me in contact with Tim Barnes? the owner of mean
green. I was also would like to talk to Kerry Fowler if he would be willing.
I
saw his completed plane on Van's aircraft web sight. I have also seen a white
and red plane like mean green on Vince Frasiers web sight from a 2001?
Bakersfield fly-in. I would love to talk to the owner of that plane and any
others you know who have done simalar conversions.
Thanks,
Don
________________________________________________________________________________
| From: | "FRED LAFORGE" <fred.laforge(at)verizon.net> |
I built a RV-4 and am now building a Rocket. Once you get into the drawings,
the wings arent too tough. I am about to start the fusilage and it looks a
little simpler than the -4.
Fred LaForge RV-4 0-360 CS EAA Tech Counselor
----- Original Message -----
From: <Hr2pilot(at)aol.com>
Subject: Rocket-List: Rocket info
>
> Hello to all fellow Harmon Rocket owners, fans, builders and dreamers.
This
> guy wants to build a RV4 with a Rocket canopy I assured him he would be
much
> happier with a Harmon Rocket. Anyone want to give him any expert
comments....
> Christina
> Harmon Rocket, LLC.
>
> From: HarmonRocket(at)aol.com
> Date: Mon, 9 Aug 2004 12:19:40 EDT
> Subject: Rocket info
> To: Hr2pilot(at)aol.com
>
>
> -------------------------------1092068380
>
>
> -------------------------------1092068380
>
>
>
>
>
> -------------------------------1092068380--
>
>
> by EMAIL1.BYU.EDU (PMDF V6.2-X17 #30755)
> with SMTP id <01LDFIL3E30A96FXQG(at)EMAIL1.BYU.EDU> for
HarmonRocket(at)aol.com;
> Date: Sun, 08 Aug 2004 18:02:47 -0600
> From: Don Christen McNiven <dcm8(at)email.byu.edu>
> Subject: Rocket info
> To: HarmonRocket(at)aol.com
>
> Hi,
> This is Don McNiven. I called on Friday about the RV-4 with rocket
windshields.
>
>
> We talked about you getting me in contact with Tim Barnes? the owner of
mean
> green. I was also would like to talk to Kerry Fowler if he would be
willing. I
> saw his completed plane on Van's aircraft web sight. I have also seen a
white
> and red plane like mean green on Vince Frasiers web sight from a 2001?
> Bakersfield fly-in. I would love to talk to the owner of that plane and
any
> others you know who have done simalar conversions.
> Thanks,
> Don
>
>
________________________________________________________________________________
| From: | Jim Anglin <jlanglin44(at)earthlink.net> |
I'll give him some expert comments - I am flying a 4 and finishing an HR II. I
built and flew a 6 for 8 years. If you want a 4 with a Rocket canopy then by
all means do it. I can even tell you where you can get a beautiful canopy.
Gary Graham has done this and he seems happy. The big difference is that in the
HR II you also get 3500 fpm climb, a more gorgeous airplane, more room inside,
another 40 kts (at least) cruise, and it sounds like a P-51 when it does a
high speed pass. So far all the detractors have been able to come up with is
higher fuel burn. I flew my 4 to Carsom City and my neighbor flew his Rocket.
He shaved off 42 minutes one way and the total round trip cost him $5 more
than my 150 hp 4. Granted, the Rocket is harder to build, but IMHO it is well
worth it.
Jim
-----Original Message-----
From: Hr2pilot(at)aol.com
Subject: Rocket-List: Rocket info
Hello to all fellow Harmon Rocket owners, fans, builders and dreamers. This
guy wants to build a RV4 with a Rocket canopy I assured him he would be much
happier with a Harmon Rocket. Anyone want to give him any expert comments....
Christina
Harmon Rocket, LLC.
From: HarmonRocket(at)aol.com
Date: Mon, 9 Aug 2004 12:19:40 EDT
Subject: Rocket info
-------------------------------1092068380
-------------------------------1092068380
-------------------------------1092068380--
by EMAIL1.BYU.EDU (PMDF V6.2-X17 #30755)
with SMTP id <01LDFIL3E30A96FXQG(at)EMAIL1.BYU.EDU> for HarmonRocket(at)aol.com;
Date: Sun, 08 Aug 2004 18:02:47 -0600
From: Don Christen McNiven <dcm8(at)email.byu.edu>
Subject: Rocket info
Hi,
This is Don McNiven. I called on Friday about the RV-4 with rocket windshields.
We talked about you getting me in contact with Tim Barnes? the owner of mean
green. I was also would like to talk to Kerry Fowler if he would be willing.
I
saw his completed plane on Van's aircraft web sight. I have also seen a white
and red plane like mean green on Vince Frasiers web sight from a 2001?
Bakersfield fly-in. I would love to talk to the owner of that plane and any
others you know who have done simalar conversions.
Thanks,
Don
________________________________________________________________________________
| From: | "lui" <signco(at)ev1.net> |
Just wondering if anyone has any suggestion for a good Altimeter source.
So far I have seen the low end Falcons for $100 plus and the upper United $500s.
Any other that I may be missing?
Are those Falcons any good?
Luis
________________________________________________________________________________
I cannot understand why anyone would do the same amount of work on a 4,
in place of a Rocket on the idea of monetary value alone let alone the sheer
joy of performance, beauty, room, etc. The Rocket is sooooooo easy to fly. I
opted for a 235HP and have not burned anything but car gas for years and when
flying with 150 and 160 RVs always burn less fuel. I would urge this person to
ride in both aircraft and you cannot but help see, feel, and appreciate the
great difference between the two. I like my truck but I luuuuuuuuuv my Rocket!
Sincerely, TT in Indy
________________________________________________________________________________
| From: | Hr2pilot(at)aol.com |
From: HarmonRocket(at)aol.com
Date: Tue, 10 Aug 2004 17:30:09 EDT
Subject: Fwd: Rocket Inquiry SPECSPROFNEW Page
-------------------------------1092173409
-------------------------------1092173409
-------------------------------1092173409--
Date: Tue, 10 Aug 2004 11:24:09 -0700
From: support(at)ncws.com
Subject: Rocket Inquiry SPECSPROFNEW Page
Below is the result of your feedback form. It was submitted by
() on Tuesday, August 10, 2004 at 11:24:04
Email: rarebear(at)pilot.pprune.com
Name: Russ Lucas
Question: Hi Guys,
I think I want an RV-7 (so I can talk to the wife!) with a Chieftain donk and decent
sized Oxy tanks way down the back to balance the TIO-540...........am I
dreaming or is it a reasonable idea???
I like the idea of cruising up to FL180 at 4NM/min above the T/Cu's and ACAS. Also,
I'd like a +6,-3 g airframe.
OK, so I can't afford a TMk9 Spitfire!
Cheers,
Russbo
________________________________________________________________________________
| From: | Hr2pilot(at)aol.com |
Click here: Harmon Rocket II
Harmon Rocket II Number 100 is ready to fly
Contact Info:
Christina Phillips
HARMON ROCKET LLC
http://www.harmonrocket.com/
harmonrocket(at)aol.com
2000 South Union Avenue
Bakersfield, CA 93307
Phone: 661-836-1028
Fax: 661-836-1743
From: HarmonRocket(at)aol.com
Date: Wed, 11 Aug 2004 21:42:00 EDT
Subject: (no subject)
-------------------------------1092274920
Click here: Harmon Rocket II
Harmon Rocket II Number 100 is ready to fly
Contact Info:
Christina Phillips
HARMON ROCKET LLC
http://www.harmonrocket.com/
harmonrocket(at)aol.com
2000 South Union Avenue
Bakersfield, CA 93307
Phone: 661-836-1028
Fax: 661-836-1743
-------------------------------1092274920
http://www.harmonrocket.com/ /">Click here: Harmon Rocket II
Harmon Rocket II Number 100 is ready to fly
Contact Info:
Christina Phillips
HARMON ROCKET LLC
http://www.harmonrocket.com/ /">http://www.harmonrocket.com/
harmonrocket(at)aol.com
2000 South Union Avenue
Bakersfield, CA 93307
Phone: 661-836-1028
Fax: 661-836-1743
-------------------------------1092274920--
________________________________________________________________________________
| From: | "Jim Jensen" <sergeantjj(at)hotmail.com> |
| Subject: | electronic or steam |
I am about to jump into an F1 project (#141T). I want to use the newer
electronic instruments solely but don't know much about their reliability
and accuracy. Would it be wise to stick with the traditional dials or can I
rely on the electronic stuff or maybe a mix?
________________________________________________________________________________
| From: | "FRED LAFORGE" <fred.laforge(at)verizon.net> |
| Subject: | Re: electronic or steam |
Jim, Im using the Rocky Mountain engine monitor in my RV-4. I have been very
happy with it. It has been RELIABLE and has all the functions you would
want. There are several different types out there that are good I`m sure.
You soon learn the scan sequence. I can fly heads up because if anything
gets out of tolerance it beeps in my headset and the function thats out of
tolerance flashes .Personally I wouldnt use steam gages.
Fred LaForge RV-4 0-360 CS EAA Tech Counselor
----- Original Message -----
From: "Jim Jensen" <sergeantjj(at)hotmail.com>
Subject: Rocket-List: electronic or steam
>
> I am about to jump into an F1 project (#141T). I want to use the newer
> electronic instruments solely but don't know much about their reliability
> and accuracy. Would it be wise to stick with the traditional dials or can
I
> rely on the electronic stuff or maybe a mix?
>
>
________________________________________________________________________________
| From: | "jrstone" <jrstone(at)insightbb.com> |
| Subject: | cowl spacing for MT 3 blade |
Can anyone tell me what the cowl to spinner spacing is for an MT 3 blade on a Harmon
Rocket II?
So far I'm hearing 3.00 and 2.75"
Thanks,
Jim
________________________________________________________________________________
| From: | Hr2pilot(at)aol.com |
| Subject: | Re: cowl spacing for MT 3 blade |
3" is a good #
________________________________________________________________________________
| From: | N414C <N414C(at)direcway.com> |
| Subject: | Re: electronic or steam |
Jim,
This decision should really be based on what you plan to do with the aircraft as
well as preference.
I have a Blue Mountain EFIS 1 that is great for, and not damaged by, aerobatics.
It appears to be reliable and intuitive.
I find however that after 35 years of steam guages I am having difficulty with
my scan and instrument interpretation.
I am used to observing the position of needles with my peripheral vision. Much
of the EFIS system is direct digital readout and this slows my scan considerably.
I suspect the newer electronic instruments are more reliable and durable but if
you are a dinosaur like me you should go fly one before you buy one.
Milt
----- Original Message -----
From: Jim Jensen
To: rocket-list(at)matronics.com
Sent: Monday, August 16, 2004 11:23 AM
Subject: Rocket-List: electronic or steam
I am about to jump into an F1 project (#141T). I want to use the newer
electronic instruments solely but don't know much about their reliability
and accuracy. Would it be wise to stick with the traditional dials or can I
rely on the electronic stuff or maybe a mix?
________________________________________________________________________________
| Subject: | electronic or steam |
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
I can't speak for the other electronic stuff, but I really like the
layout of my Grand Rapids EFIS. The bar graphs on the engine page are
readable in 0.1 seconds for the entire page. The flight instrument
screen is easy and intutitive. I've only flown it in the hangar... but
I like it.
Vince
________________________________________________________________________________
| From: | "Larry James" <larry(at)ncproto.com> |
| Subject: | electronic or steam |
I too went through this thought process. My initial preference was towards
steam because my scan is used to sighting needle position in peripheral
vision. But I wanted to look at my options critically. I chose the Vision
Microsystems unit as my most likely candidate. Its pro was saving panel
real estate but surprisingly its con turned out to be weight. All my steam
gauges totaled less weight than the VMS unit! No strong opinion here, but I
stayed with steam.
Larry E. James Bellevue, WA HR2 fuselage
New Concepts Prototyping and Production
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: | f1rocket(at)telus.net |
| Subject: | electronic or steam |
> Jim:
Next to paint scheme (which I'm still thinking about) what to do here was one
of the biggest decisions. I haven't flown yet, so I don't know if what I have
done is right yet.
So far I have a Dynon EFIS, but I backed it up with a steam ASI, AI, T&B
(although electric), compass and clock.
I think I will be glad that I got rid of the vacuum and put a second alternator
in it's place.
One thing that I didn't expect is all the wiring involved. I think I've spent
about 200 hours just wiring (I think about double that thinking about it).
It's amazing with these new boxes how everything can tie together. I have a
CNX80, and it accepts inputs from just about everything else including the fuel
computer. My plane appears to have more wire in it than metal! Each time I
think I have it all worked out, something else pops up (like a new version of
the Dynon).
If you have the Panel Planner software, I can e-mail you what I have done
offline.
Regards,
Jeff
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | excess cylinder flashing |
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
Guys,
Online chatter has accused excess cylinder flashing of causing high
CHT's. Some have said that they used several hours and several drill
bits to clean it out. Here's how I did it. Takes about an hour to do.
http://www.usi.edu/science/chemistry/vfrazier/Engine%20and%20Prop.htm
I can't say if it helps cooling, but it certainly looks like it would.
Vince Frazier
3965 Caborn Road
Mount Vernon, IN 47620
812-464-1839 work
812-985-7309 home
F-1H Rocket, N540VF
http://www.usi.edu/science/chemistry/vfrazier/page1.html
________________________________________________________________________________
Hi All,
The first propellers ordered from MT Propellers are just now starting to be
delivered.
I can still accept addition propeller orders for an MT Propeller at the
special price.
MT Propeller custom designs their propeller for the engine/airframe and
expected performance. They have electric and hydraulic CS propellers available
to match alternative engines which have the standard SAE (and some other)
propeller flanges.
2 blade CS propellers.
3 blade CS propellers.
(2nd order harmonic removed. Much smoother running than 2 blade.)
4 blade CS propeller.
(John Harmon said that the four blade MT Propeller he tried was the
smoothest running propeller he has ever flown. And he had previously flown the
3
blade MT Propeller.)
Tom Appleby had a nice looking 4 blade MT Propeller on his HR2 at Oshkosh
this year. Anyone notice it?
If anyone interested in the 4 blade propeller, MT Propeller has said that
they can design a 4 blade propeller for the Rocket and Lycoming 540 engine
with the same performance as their 3 blade propeller.
Expected cost excluding shipping:
4 blade CS propeller - $8,900
4 blade CS propeller with counterweighted blades - $9,800
Price subject to change without notice. California residents add applicable
sales tax.
(My lawyer made me say that.)
Regards,
_jim(at)lessdrag.com_ (mailto:jim(at)lessdrag.com)
RV-3 LOM M332A engine 3 blade electric CS MT propeller
Less Drag Products, Inc.
_www.lessdrag.com_ (http://www.lessdrag.com/)
________________________________________________________________________________
| From: | Sam Knight <knightair(at)lv.rmci.net> |
| Subject: | Knight Aircraft Interiors/Upholstery |
Rocket Builders:
I have been in the upholstery business for 30 years and have been making
upholstery products for kitplanes for 18 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: | Jones15183(at)aol.com |
at.a.big.ISP(at)matronics.com
My name is Billy Waters. I make and sell LOUVER panels that will fit
Rockets, RV'S and most any homebuilt aircraft. You may have seen my F-1 ROCKET
at
the Team Rocket Tent in OSH 2004. The LOUVER panel was installed on the lower
cowling of this aircraft. The LOUVER panel sells for $ 142.00 including
Shipping and handling to your door. Any one interested contact me offline afor
details at jones15183(at)aol.com. thanks
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | Re: LOUVER PANELS |
Billy,
What do the louvers do?
Jim
----- Original Message -----
From: <Jones15183(at)aol.com>
To:
;
Subject: Rocket-List: LOUVER PANELS
>
> My name is Billy Waters. I make and sell LOUVER panels that will fit
> Rockets, RV'S and most any homebuilt aircraft. You may have seen my F-1
ROCKET at
> the Team Rocket Tent in OSH 2004. The LOUVER panel was installed on the
lower
> cowling of this aircraft. The LOUVER panel sells for $ 142.00 including
> Shipping and handling to your door. Any one interested contact me offline
afor
> details at jones15183(at)aol.com. thanks
>
>
________________________________________________________________________________
| From: | Jones15183(at)aol.com |
| Subject: | Re: LOUVER PANELS |
Hi Jim, the LOUVERS are designed to lower the oil sump temperature in tightly
cowled engines. There are two sets of 12 LOUVERS in the panel. The panel
is approx. 10 1/2 in. wide and 17 1/2 in. in length. Induvudual louvers are 3
in. wide and 3/4 in. in depth. They create a low pressure area at the botton
of the cowling, thereby removing heat from the exhaust and oil sump. Simular
to cowl flaps, but look better and much easier to install. Billy Waters
________________________________________________________________________________
| From: | alan(at)reichertech.com |
All,
I'd like to get some current info on insurance for the Rockets, both
Harmon and F1. If you are willing to share:
- What is your experience level? (Total hours, hours in type or similar
type)
- What levels of insurance do you carry?
- What are the premiums for same?
I'm trying to do a comparison of these rates against the RV-7/8 series as
a possible decision point on what I build.
Thanks.
- Alan
________________________________________________________________________________
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
SNIP
I'd like to get some current info on insurance for the Rockets, both
Harmon and F1. If you are willing to share:
- What is your experience level? (Total hours, hours in type or similar
type)
- What levels of insurance do you carry?
- What are the premiums for same?
I'm trying to do a comparison of these rates against the RV-7/8 series
as a possible decision point on what I build.
Thanks.
- AlanSNIP
Alan,
I've got about 400+ hours, mostly in tailwheel RVs. I got a quote
Friday for over $7000 to insure my Rocket. :-O
I received another quote a few months ago for $3300 and thought that was
bad so I kept looking. I suppose I should've jumped on it. Looks like
I'll be flying naked!
Recommendations welcome!
Vince
________________________________________________________________________________
| Subject: | Re: insurance rates |
Wow, with about 1400 total and probably 200 in rocket i lowered my hull
to 100,000 and got insurance about 6 weeks ago for a little over 3,000.
On Aug 30, 2004, at 8:57 AM, Frazier, Vincent A wrote:
>
>
>
> SNIP
>
> I'd like to get some current info on insurance for the Rockets, both
> Harmon and F1. If you are willing to share:
>
> - What is your experience level? (Total hours, hours in type or
> similar
> type)
>
> - What levels of insurance do you carry?
>
> - What are the premiums for same?
>
> I'm trying to do a comparison of these rates against the RV-7/8 series
> as a possible decision point on what I build.
>
> Thanks.
>
> - AlanSNIP
>
> Alan,
>
> I've got about 400+ hours, mostly in tailwheel RVs. I got a quote
> Friday for over $7000 to insure my Rocket. :-O
>
> I received another quote a few months ago for $3300 and thought that
> was
> bad so I kept looking. I suppose I should've jumped on it. Looks like
> I'll be flying naked!
>
> Recommendations welcome!
>
> Vince
>
>
> _-
> =======================================================================
> _-
> =======================================================================
> _-
> =======================================================================
> _-
> =======================================================================
> >
>
>
________________________________________________________________________________
| From: | N414C <N414C(at)direcway.com> |
| Subject: | Re: insurance rates |
Just purchased an F1 EAA/Falcon said it would be around $3800 but this was the
day after the Harmon went through a roof in California. They stopped insuring
rockets for the time being. Have not checked since.
Milt
----- Original Message -----
From: Frazier, Vincent A
To: rocket-list(at)matronics.com
Sent: Monday, August 30, 2004 7:57 AM
Subject: Rocket-List: insurance rates
SNIP
I'd like to get some current info on insurance for the Rockets, both
Harmon and F1. If you are willing to share:
- What is your experience level? (Total hours, hours in type or similar
type)
- What levels of insurance do you carry?
- What are the premiums for same?
I'm trying to do a comparison of these rates against the RV-7/8 series
as a possible decision point on what I build.
Thanks.
- AlanSNIP
Alan,
I've got about 400+ hours, mostly in tailwheel RVs. I got a quote
Friday for over $7000 to insure my Rocket. :-O
I received another quote a few months ago for $3300 and thought that was
bad so I kept looking. I suppose I should've jumped on it. Looks like
I'll be flying naked!
Recommendations welcome!
Vince
________________________________________________________________________________
| Subject: | Re: insurance rates |
Has anyone heard what happened on that crash?
On Aug 30, 2004, at 10:00 AM, N414C wrote:
>
> Just purchased an F1 EAA/Falcon said it would be around $3800 but this
> was the day after the Harmon went through a roof in California. They
> stopped insuring rockets for the time being. Have not checked since.
>
> Milt
> ----- Original Message -----
> From: Frazier, Vincent A
> To: rocket-list(at)matronics.com
> Sent: Monday, August 30, 2004 7:57 AM
> Subject: Rocket-List: insurance rates
>
>
>
>
>
> SNIP
>
> I'd like to get some current info on insurance for the Rockets, both
> Harmon and F1. If you are willing to share:
>
> - What is your experience level? (Total hours, hours in type or
> similar
> type)
>
> - What levels of insurance do you carry?
>
> - What are the premiums for same?
>
> I'm trying to do a comparison of these rates against the RV-7/8
> series
> as a possible decision point on what I build.
>
> Thanks.
>
> - AlanSNIP
>
> Alan,
>
> I've got about 400+ hours, mostly in tailwheel RVs. I got a quote
> Friday for over $7000 to insure my Rocket. :-O
>
> I received another quote a few months ago for $3300 and thought that
> was
> bad so I kept looking. I suppose I should've jumped on it. Looks
> like
> I'll be flying naked!
>
> Recommendations welcome!
>
> Vince
>
>
> _-
> =======================================================================
> _-
> =======================================================================
> _-
> =======================================================================
> _-
> =======================================================================
> >
>
>
________________________________________________________________________________
| From: | "Wernerworld" <russ(at)wernerworld.com> |
| Subject: | Re: insurance rates |
Ernest,
What company are you working with and what company wrote the policy?
Russ Werner
----- Original Message -----
From: "Ernest Hale" <ehale@cheyenne-enviro.com>
Subject: Re: Rocket-List: insurance rates
>
> Wow, with about 1400 total and probably 200 in rocket i lowered my hull
> to 100,000 and got insurance about 6 weeks ago for a little over 3,000.
>
>
> On Aug 30, 2004, at 8:57 AM, Frazier, Vincent A wrote:
>
> >
> >
> >
> > SNIP
> >
> > I'd like to get some current info on insurance for the Rockets, both
> > Harmon and F1. If you are willing to share:
> >
> > - What is your experience level? (Total hours, hours in type or
> > similar
> > type)
> >
> > - What levels of insurance do you carry?
> >
> > - What are the premiums for same?
> >
> > I'm trying to do a comparison of these rates against the RV-7/8 series
> > as a possible decision point on what I build.
> >
> > Thanks.
> >
> > - AlanSNIP
> >
> > Alan,
> >
> > I've got about 400+ hours, mostly in tailwheel RVs. I got a quote
> > Friday for over $7000 to insure my Rocket. :-O
> >
> > I received another quote a few months ago for $3300 and thought that
> > was
> > bad so I kept looking. I suppose I should've jumped on it. Looks like
> > I'll be flying naked!
> >
> > Recommendations welcome!
> >
> > Vince
> >
> >
> > _-
> > =======================================================================
> > _-
> > =======================================================================
> > _-
> > =======================================================================
> > _-
> > =======================================================================
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | "Fred Weaver" <Mytyweav(at)earthlink.net> |
| Subject: | Re: insurance rates |
Falcon is still the best arrangement going I think. At least they know what
a Rocket is. One thing you might want to take a look at Vince, is going with
a lower number for the hull coverage. Cut the value in half and get the
medical and liability.... Fly that way for a year or two and then they
might lower their rates.
Fat chance.....
Weav
Flying naked
----- Original Message -----
From: "Frazier, Vincent A" <VFrazier(at)usi.edu>
Subject: Rocket-List: insurance rates
>
>
> SNIP
>
> I'd like to get some current info on insurance for the Rockets, both
> Harmon and F1. If you are willing to share:
>
> - What is your experience level? (Total hours, hours in type or similar
> type)
>
> - What levels of insurance do you carry?
>
> - What are the premiums for same?
>
> I'm trying to do a comparison of these rates against the RV-7/8 series
> as a possible decision point on what I build.
>
> Thanks.
>
> - AlanSNIP
>
> Alan,
>
> I've got about 400+ hours, mostly in tailwheel RVs. I got a quote
> Friday for over $7000 to insure my Rocket. :-O
>
> I received another quote a few months ago for $3300 and thought that was
> bad so I kept looking. I suppose I should've jumped on it. Looks like
> I'll be flying naked!
>
> Recommendations welcome!
>
> Vince
>
>
________________________________________________________________________________
| Subject: | Re: insurance rates |
Hi All,
Don't set the hull coverage too low. If the damage equals the hull
coverage, the insurance company owns your aircraft for the covered amount.
Jim Ayers
In a message dated 08/30/2004 8:50:12 AM Pacific Daylight Time,
Mytyweav(at)earthlink.net writes:
--> Rocket-List message posted by: "Fred Weaver"
Falcon is still the best arrangement going I think. At least they know what
a Rocket is. One thing you might want to take a look at Vince, is going with
a lower number for the hull coverage. Cut the value in half and get the
medical and liability.... Fly that way for a year or two and then they
might lower their rates.
Fat chance.....
Weav
Flying naked
________________________________________________________________________________
| From: | Hr2pilot(at)aol.com |
| Subject: | Want to trade for a Harmon Rocket |
Email: doug(at)sillect.com
Phone: (661) 301-9600
Name: Doug Thompson
Question:
I have a private 1900 ft strip in Bakersfield, Ca. Looking for a safe, fast
fuel efficient plane, However I am not interested in building.
I want to trade out or sell off some of my finished aircraft and get into
something fast and fun.
I currently have Cessna's running out my ears. Straight tail 150 that is the
best looking in Kern county. 1959 310 curently in final phases of
restoration. And my daily flyer 1980 P-210 which is my fast go high in comfort
plane
w/AC.
If you know how to put me in touch with others looking to sell or trade,
please call me at (661) 301-9600 Doug THompson
From: HarmonRocket(at)aol.com
Date: Mon, 30 Aug 2004 11:57:04 EDT
Subject: Want to trade for a Harmon Rocket
-------------------------------1093881424
http://www.harmonrocket.com/
-------------------------------1093881424
http://www.harmonrocket.com/ /">http://www.harmonrocket.com/
-------------------------------1093881424--
Date: Sun, 29 Aug 2004 06:57:15 -0700
From: support(at)ncws.com
Subject: Rocket Inquiry ABOUT Page
Below is the result of your feedback form. It was submitted by
() on Sunday, August 29, 2004 at 06:57:11
Email: doug(at)sillect.com
Phone: (661) 301-9600
Name: Doug Thompson
Question:
I have a private 1900 ft strip in Bakersfield, Ca. Looking for a safe, fast=20fuel
efficient plane, However I am not interested in building. But the word experimental
has me wondering just how
safe can they be? So the original builder must be reputable.
I want to trade out or sell off some of my finished aircraft and get into something
fast and fun.
I currently have Cessna's running out my ears. Straight tail 150 that is the best
looking in Kern county. 1959 310 curently in final phases of restoration.
And my daily flyer 1980 P-210 which is my fast go high in comfort plane w/AC.
If you know how to put me in touch with others looking to sell or trade, please
call me at (661) 301-9600 Doug THompson
________________________________________________________________________________
| Subject: | MT Propeller update |
Hi All,
MT Propeller is now offering a 4 blade propeller for the Lycoming 540 engine
Rocket that has the same efficiency as their 3 blade propeller.
I am offering the following prices for MT Propellers. All prices require
the addition of shipping, customs fees and any applicable sale tax. (I've
changed my pricing structure to simplify the offering price. Now shipping is
NOT
included in the price.)
Standard 78" diameter 3 blade Rocket propeller
MTV-9-B/198-52 - $8,100 plus shipping, customs fees and any applicable sale
tax.
Counterweighted 78" diameter 3 blade Rocket propeller
MTV-9-B-C/C198-52 - $8,700 plus shipping, customs fees and any applicable
sale tax.
75" diameter 4 blade Rocket propeller
MTV-14-B - $9,100 plus shipping, customs fees and any applicable sale tax.
Counterweighted 75" diameter 4 blade Rocket propeller
MTV-14-B-C - $9,900 plus shipping, customs fees and any applicable sale tax.
Price subject to change without notice.
Please contact me directly to determine your preferred method of shipping,
and to obtain an estimate of shipping cost, customs fee and any applicable
sales tax.
Jim Ayers
Less Drag Products, Inc.
_jim(at)lessdrag.com_ (mailto:jim(at)lessdrag.com)
HR2 OEM distributor for MT Propeller
_www.lessdrag.com_ (http://www.lessdrag.com)
________________________________________________________________________________
| Subject: | Re: insurance rates |
I don't have that with me but the insurance agency that I used is
Pritchett-Moore in Tuscaloosa, AL, the agents name is Lynn Moore
205-758-4441, tell him that Ernest suggested you call.
Ernest
On Aug 30, 2004, at 10:07 AM, Wernerworld wrote:
>
> Ernest,
>
> What company are you working with and what company wrote the policy?
>
> Russ Werner
>
>
> ----- Original Message -----
> From: "Ernest Hale" <ehale@cheyenne-enviro.com>
> To:
> Subject: Re: Rocket-List: insurance rates
>
>
>> <ehale@cheyenne-enviro.com>
>>
>> Wow, with about 1400 total and probably 200 in rocket i lowered my
>> hull
>> to 100,000 and got insurance about 6 weeks ago for a little over
>> 3,000.
>>
>>
>> On Aug 30, 2004, at 8:57 AM, Frazier, Vincent A wrote:
>>
>>>
>>>
>>>
>>> SNIP
>>>
>>> I'd like to get some current info on insurance for the Rockets, both
>>> Harmon and F1. If you are willing to share:
>>>
>>> - What is your experience level? (Total hours, hours in type or
>>> similar
>>> type)
>>>
>>> - What levels of insurance do you carry?
>>>
>>> - What are the premiums for same?
>>>
>>> I'm trying to do a comparison of these rates against the RV-7/8
>>> series
>>> as a possible decision point on what I build.
>>>
>>> Thanks.
>>>
>>> - AlanSNIP
>>>
>>> Alan,
>>>
>>> I've got about 400+ hours, mostly in tailwheel RVs. I got a quote
>>> Friday for over $7000 to insure my Rocket. :-O
>>>
>>> I received another quote a few months ago for $3300 and thought that
>>> was
>>> bad so I kept looking. I suppose I should've jumped on it. Looks
>>> like
>>> I'll be flying naked!
>>>
>>> Recommendations welcome!
>>>
>>> Vince
>>>
>>>
>>> _-
>>> =====================================================================
>>> ==
>>> _-
>>> =====================================================================
>>> ==
>>> _-
>>> =====================================================================
>>> ==
>>> _-
>>> =====================================================================
>>> ==
>>>>
>>>
>>>
>>
>>
>
>
> _-
> =======================================================================
> _-
> =======================================================================
> _-
> =======================================================================
> _-
> =======================================================================
> >
>
>
________________________________________________________________________________
| Subject: | Re: insurance rates |
| From: | Wayne Loeber <wayneloeber(at)comcast.net> |
On Monday, August 30, 2004, at 08:07 AM, Wernerworld wrote:
> Hey Russ, I use EAA/Falcon for about $3300 @$150,000 haul, but that
> was before the SoCal crash.
Wayne
> Ernest,
>
> What company are you working with and what company wrote the policy?
>
> Russ Werner
>
>
> ----- Original Message -----
> From: "Ernest Hale" <ehale@cheyenne-enviro.com>
> To:
> Subject: Re: Rocket-List: insurance rates
>
>
>> <ehale@cheyenne-enviro.com>
>>
>> Wow, with about 1400 total and probably 200 in rocket i lowered my
>> hull
>> to 100,000 and got insurance about 6 weeks ago for a little over
>> 3,000.
>>
>>
>> On Aug 30, 2004, at 8:57 AM, Frazier, Vincent A wrote:
>>
>>>
>>>
>>>
>>> SNIP
>>>
>>> I'd like to get some current info on insurance for the Rockets, both
>>> Harmon and F1. If you are willing to share:
>>>
>>> - What is your experience level? (Total hours, hours in type or
>>> similar
>>> type)
>>>
>>> - What levels of insurance do you carry?
>>>
>>> - What are the premiums for same?
>>>
>>> I'm trying to do a comparison of these rates against the RV-7/8
>>> series
>>> as a possible decision point on what I build.
>>>
>>> Thanks.
>>>
>>> - AlanSNIP
>>>
>>> Alan,
>>>
>>> I've got about 400+ hours, mostly in tailwheel RVs. I got a quote
>>> Friday for over $7000 to insure my Rocket. :-O
>>>
>>> I received another quote a few months ago for $3300 and thought that
>>> was
>>> bad so I kept looking. I suppose I should've jumped on it. Looks
>>> like
>>> I'll be flying naked!
>>>
>>> Recommendations welcome!
>>>
>>> Vince
>>>
>>>
>>> _-
>>> =====================================================================
>>> ==
>>> _-
>>> =====================================================================
>>> ==
>>> _-
>>> =====================================================================
>>> ==
>>> _-
>>> =====================================================================
>>> ==
>>>>
>>>
>>>
>>
>>
>
>
> _-
> =======================================================================
> _-
> =======================================================================
> _-
> =======================================================================
> _-
> =======================================================================
> >
>
>
________________________________________________________________________________
| From: | "Richard Bibb" <rebibb(at)comcast.net> |
| Subject: | Re: insurance rates |
One caution on setting your hull value too low. If you have some sort of
accident you might find the insurance company wants to total the plane even
if you want to fix it. When they total it they take it all, you engine,
prop, avionics, etc all of which might be OK and usable in a repaired
airframe. I know of a guy that had a cub taht was damaged by hail (on the
ground not in the air). He is an A&P and wanted to recover the aircraft and
wanted the 15K or so he insured it for to pay for the materials, etc. The
insurance company totaled it and now he has 15K but no Cub.
________________________________________________________________________________
| Subject: | Rocket insurance |
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
After the shock of getting a $7500 quote, I called Falcon to see if
their earlier $3300/yr quote was still available. According to Ladd
Gardner, it was.
This was for $120K hull, etc..
The premium was $1600 for ground and taxi coverage only, i.e. no runway
or flight coverage.
FWIW, Falcon can be reached at 1-866-647-4322 or 1-866-620-4422
Vince
________________________________________________________________________________
| From: | "Larry James" <larry(at)ncproto.com> |
I'm curious if anyone can explain why / how our airplanes wag their tails
..... particularly in light turbulence.
Larry E. James Bellevue, WA HR2 fuselage
________________________________________________________________________________
| From: | "FRED LAFORGE" <fred.laforge(at)verizon.net> |
Larry, You have never ridden in a Bonanza have you?
Fred LaForge RV-4 0-360 CS EAA Tech Counselor
----- Original Message -----
From: "Larry James" <larry(at)ncproto.com>
Subject: Rocket-List: tail wag
>
> I'm curious if anyone can explain why / how our airplanes wag their tails
> ..... particularly in light turbulence.
>
> Larry E. James Bellevue, WA HR2 fuselage
>
>
________________________________________________________________________________
| From: | "Dan Checkoway" <dan(at)rvproject.com> |
Somebody I met and spoke to about this tufted the rudder on his RV-6 with
yarn, and the chase plane witnessed separation on one side as the tail
wagged in turbulence. Basically the tail wags left, and you get separation
on the right side of the rudder...low pressure, so the rudder gets sucked
right. The plane weathervanes, the flow reattaches, and somehow the rudder
wags or whatever, and you get separation on the left side...repeat ad
nauseum.
From what I've been told, the new riveted trailing edge rudder on the newer
RVs helps alleviate this issue by keeping the flow attached deeper into
rudder deflection (?). Apparently the wagging is more pronounced on the
"folded" trailing edge rudders -- like my -7 has, and it wags quite a bit in
bumps if you don't hold firm foot pressure on it to keep it centered.
I have no idea if this is an accurate description of the problem, but it
makes a some sense to my feeble mind. 8-) I'm sure an aero expert here can
explain it better!
)_( Dan
RV-7 N714D (HR-II one of these days)
http://www.rvproject.com
----- Original Message -----
From: "FRED LAFORGE" <fred.laforge(at)verizon.net>
Subject: Re: Rocket-List: tail wag
>
> Larry, You have never ridden in a Bonanza have you?
> Fred LaForge RV-4 0-360 CS EAA Tech Counselor
> ----- Original Message -----
> From: "Larry James" <larry(at)ncproto.com>
> To: "Rocket List"
> Subject: Rocket-List: tail wag
>
>
> >
> > I'm curious if anyone can explain why / how our airplanes wag their
tails
> > ..... particularly in light turbulence.
> >
> > Larry E. James Bellevue, WA HR2 fuselage
> >
> >
>
>
________________________________________________________________________________
| From: | "nico css" <nico(at)cybersuperstore.com> |
Try to put light but firm, steady pressure on the left or right rudder. Let
your foot be a block preventing the rudder pedal from moving. The
oscillations will tap-tap against your foot for a second or so and then the
oscillations will stop instantly without displacing the ball. Let me know if
it worked.
Nico
----- Original Message -----
From: "FRED LAFORGE" <fred.laforge(at)verizon.net>
Subject: Re: Rocket-List: tail wag
>
> Larry, You have never ridden in a Bonanza have you?
> Fred LaForge RV-4 0-360 CS EAA Tech Counselor
> ----- Original Message -----
> From: "Larry James" <larry(at)ncproto.com>
> To: "Rocket List"
> Subject: Rocket-List: tail wag
>
>
> >
> > I'm curious if anyone can explain why / how our airplanes wag their
tails
> > ..... particularly in light turbulence.
> >
> > Larry E. James Bellevue, WA HR2 fuselage
> >
> >
>
>
________________________________________________________________________________
| From: | "Russ Werner" <russ(at)wernerworld.com> |
| Subject: | HRII Weight and Balance |
Anyone have Harmon Rocket II Weight and Balance info available to stuff into
an email? I'm looking for Datum info, limits, and stations for fuel,
baggage, seats, etc.
Russ Werner
getting close finally
________________________________________________________________________________
| From: | Gary Graham <beeb(at)pcez.com> |
Here is some "Tail Wag" theory based on asking, looking and flying. It all
started when I was a back seater in an RV-4 (~40 hrs) and a right seat in a
-6 (~30 hrs) while I was building my RV-4FB. My sensitivities to "tail wag"
(aft of the yaw axis) and a feet high siting position (back seat) manifested
themselves right from the beginning. Both issues have had my attention for
a long time. I had never suffered from motion. I am convinced that
turbulence is the cause of TW. As a passenger I could focus on the rapid
wing excursions from rough air and tie them to TW. Even better I could see
the aileron kick and tie that to yaw. How severe the problem, seems to be
related to the aileron nose design. On the early RV-4 it had a slight droop
(most TW). The flat bottom was next and I have seen a bottom nose up taper
on some of the newer ailerons (design change or savvy builders?) What is
the shape on the HR's and F1's.
The nose of the aileron ahead of the pivot point and the differential
deflection (up more than down or nose down more than up) cause the aileron
nose to drop below the bottom wing surface and cause form drag BEFORE the
opposite aileron can contribute opposing induced drag. For quick excursions
and with over shoot this causes TW. A by product of the feet off
coordinated turn design. You can simulate this with small side stick
movements at rough air rates.
We all try to mitigate TW by increasing the dampening effectiveness of the
vert. stab/rudder with foot pressure. Some designs add springs, dorsal
fins, more tail, stable shape, servos and weights etc. If you are building
the ailerons on your second Rocket/F1 you have an opportunity to check this
out. The rest of us have to weigh the effect and resulting discomfort of
the person in back (PIB). Pills and bags are inexpensive (vs. change).
Then there are short flights in smooth air.
I did read that Van's Air was looking at an aileron buffet that occurred at
full stick rolls. They were looking at the aileron leading edge, as I
recall. Design change?
Can anyone add to this ? Best shape ? Other designs ?
Gary, Flying a Rocket Lite. W/TW
________________________________________________________________________________
In a message dated 9/2/2004 1:43:45 PM Central Daylight Time, beeb(at)pcez.com
writes:
Even better I could see
the aileron kick and tie that to yaw. How severe the problem, seems to be
related to the aileron nose design. On the early RV-4 it had a slight droop
(most TW). The flat bottom was next and I have seen a bottom nose up taper
on some of the newer ailerons (design change or savvy builders?) What is
the shape on the HR's and F1's.
The nose of the aileron ahead of the pivot point and the differential
deflection (up more than down or nose down more than up) cause the aileron
nose to drop below the bottom wing surface and cause form drag BEFORE the
opposite aileron can contribute opposing induced drag. For quick excursions
and with over shoot this causes TW. A by product of the feet off
coordinated turn design. You can simulate this with small side stick
movements at rough air rates.
Hmmm...I did have a set of ailerons made up for Reno last year that had a
raised nose, but I didn't think to see if they helped the TW problem. The ship
did require rudder coordination with that change -- not like a Champ, but there
was a bit more adverse yaw.
Also, all aileron chatter disappeared.
Cheers
Mark
________________________________________________________________________________
| From: | "Frank Higham" <aerostar(at)xtra.co.nz> |
| Subject: | Anchor Nut Part number K1100 |
On the plans we have here there is a listing of K1100-O8 for the aft row of anchor
nuts on the fuel tank that attach to the main spar webb. There is no listing
in the spruce catalog for that part number can anyone help?. They fit fairly
close to spar strap and on the drawing look to be thinner in profile than the
K1000 anchor nuts.
Frank Higham
________________________________________________________________________________
| From: | "Brian E. Adams" <md11plt(at)attglobal.net> |
| Subject: | Re: Anchor Nut Part number K1100 |
Frank,
The easiest thing to do is order then directly from Van's if you
can. If you can't, and you know someone that is building a RV with a
builder's no. then have them order some for you. The have them for $.24
each.
Brian
Frank Higham wrote:
>
>On the plans we have here there is a listing of K1100-O8 for the aft row of anchor
nuts on the fuel tank that attach to the main spar webb. There is no listing
in the spruce catalog for that part number can anyone help?. They fit fairly
close to spar strap and on the drawing look to be thinner in profile than
the K1000 anchor nuts.
>
>
>Frank Higham
>
>
>
>
________________________________________________________________________________
| From: | "Richard Bibb" <rebibb(at)comcast.net> |
| Subject: | Re: Anchor Nut Part number K1100 |
THe K1100 is a countersunk nut plate. Van's has them. For some reason they
are not available from many places.
----- Original Message -----
From: "Frank Higham" <aerostar(at)xtra.co.nz>
Subject: Rocket-List: Anchor Nut Part number K1100
>
> On the plans we have here there is a listing of K1100-O8 for the aft row
of anchor nuts on the fuel tank that attach to the main spar webb. There is
no listing in the spruce catalog for that part number can anyone help?. They
fit fairly close to spar strap and on the drawing look to be thinner in
profile than the K1000 anchor nuts.
>
>
> Frank Higham
>
>
________________________________________________________________________________
| From: | "Richard Bibb" <rebibb(at)comcast.net> |
| Subject: | Re: Anchor Nut Part number K1100 |
I don't think they require a builder's number for generic hardware items...
----- Original Message -----
From: "Brian E. Adams" <md11plt(at)attglobal.net>
Subject: Re: Rocket-List: Anchor Nut Part number K1100
>
> Frank,
>
> The easiest thing to do is order then directly from Van's if you
> can. If you can't, and you know someone that is building a RV with a
> builder's no. then have them order some for you. The have them for $.24
> each.
>
> Brian
________________________________________________________________________________
| From: | William Shaffer <shafferaviation(at)yahoo.com> |
| Subject: | Re: Anchor Nut Part number K1100 |
try genuine aircraft hardware co. www.gen-aircraft-hardware.com
w.p.shaffer
Richard Bibb wrote:
THe K1100 is a countersunk nut plate. Van's has them. For some reason they
are not available from many places.
----- Original Message -----
From: "Frank Higham"
Subject: Rocket-List: Anchor Nut Part number K1100
>
> On the plans we have here there is a listing of K1100-O8 for the aft row
of anchor nuts on the fuel tank that attach to the main spar webb. There is
no listing in the spruce catalog for that part number can anyone help?. They
fit fairly close to spar strap and on the drawing look to be thinner in
profile than the K1000 anchor nuts.
>
>
> Frank Higham
>
>
---------------------------------
________________________________________________________________________________
| From: | "Les Johnson" <a300driver(at)hotmail.com> |
| Subject: | Re: Anchor Nut Part number K1100 |
I have ordered all sorts of stuff from Van's with no problem. I use the internet
andif it asks for a builders number, I just leave it blank. They are very easy
to work with. Good luck, Les Johnson F1 s/n 112
From: "Brian E. Adams" md11plt(at)attglobal.net
Subject: Re: Rocket-List: Anchor Nut Part number K1100
Date: Fri, 03 Sep 2004 23:23:42 -0700
-- Rocket-List message posted by: "Brian E. Adams" md11plt(at)attglobal.net
Frank,
The easiest thing to do is order then directly from Van's if you
can.If you can't, and you know someone that is building a RV with a
builder's no. then have them order some for you.The have them for $.24
each.
Brian
Frank Higham wrote:
-- Rocket-List message posted by: "Frank Higham" aerostar(at)xtra.co.nz
Onthe plans we have here there is a listing of K1100-O8 for the aft row of anchor
nuts on the fuel tank that attach to the main spar webb. There is no listing
in the spruce catalog for that part number can anyone help?. They fit fairly
close to spar strap and on the drawing look to be thinner in profile than the
K1000 anchor nuts.
Frank Higham
________________________________________________________________________________
| From: | "lui" <8418signco(at)ev1.net> |
| Subject: | Re: Rocket-List Digest: 2 Msgs - 09/03/04 |
----- Original Message -----
From: "Rocket-List Digest Server" <rocket-list-digest(at)matronics.com>
Subject: Rocket-List Digest: 2 Msgs - 09/03/04
> *
>
> ==================================================
> Online Versions of Today's List Digest Archive
> ==================================================
>
> Today's complete Rocket-List Digest can be also be found in either
> of the two Web Links listed below. The .html file includes the Digest
> formatted in HTML for viewing with a web browser and features Hyperlinked
> Indexes and Message Navigation. The .txt file includes the plain ASCII
> version of the Rocket-List Digest and can be viewed with a generic
> text editor such as Notepad or with a web browser.
>
> HTML Version:
>
>
http://www.matronics.com/digest/rocket-list/Digest.Rocket-List.2004-09-03.html
>
> Text Version:
>
>
http://www.matronics.com/digest/rocket-list/Digest.Rocket-List.2004-09-03.txt
>
>
> ================================================
> EMail Version of Today's List Digest Archive
> ================================================
>
>
> Rocket-List Digest Archive
> ---
> Total Messages Posted Fri 09/03/04: 2
>
>
> Today's Message Index:
> ----------------------
>
> 1. 10:51 PM - Anchor Nut Part number K1100 (Frank Higham)
> 2. 11:24 PM - Re: Anchor Nut Part number K1100 (Brian E. Adams)
>
>
> ________________________________ Message 1
_____________________________________
>
>
> From: "Frank Higham" <aerostar(at)xtra.co.nz>
> Subject: Rocket-List: Anchor Nut Part number K1100
>
>
> On the plans we have here there is a listing of K1100-O8 for the aft row
of anchor
> nuts on the fuel tank that attach to the main spar webb. There is no
listing
> in the spruce catalog for that part number can anyone help?. They fit
fairly
> close to spar strap and on the drawing look to be thinner in profile than
the
> K1000 anchor nuts.
>
>
> Frank Higham
>
>
> ________________________________ Message 2
_____________________________________
>
>
> From: "Brian E. Adams" <md11plt(at)attglobal.net>
> Subject: Re: Rocket-List: Anchor Nut Part number K1100
>
>
> Frank,
>
> The easiest thing to do is order then directly from Van's if you
> can. If you can't, and you know someone that is building a RV with a
> builder's no. then have them order some for you. The have them for $.24
> each.
>
> Brian
>
> Frank Higham wrote:
>
> >
> >On the plans we have here there is a listing of K1100-O8 for the aft row
of anchor
> nuts on the fuel tank that attach to the main spar webb. There is no
listing
> in the spruce catalog for that part number can anyone help?. They fit
fairly
> close to spar strap and on the drawing look to be thinner in profile than
> the K1000 anchor nuts.
> >
> >
> >Frank Higham
> >
> >
> >
> >
>
>
________________________________________________________________________________
| From: | Land Shorter <landshorter2(at)yahoo.com> |
| Subject: | New product announcement: affordable VG's |
piper-list(at)matronics.com, pitts-list(at)matronics.com,
rocket-list(at)matronics.com, rv-list(at)matronics.com, rv3-list(at)matronics.com,
rv4-list(at)matronics.com, rv6-list(at)matronics.com,
rv7-list(at)matronics.com.1.00.SORTED_RECIPS.Recipient.list.is.sorted.by.address
Hey folks,
I double checked and Matt Dralle's earlier post says it's OK to post about new
aviation products as long as the message doesn't come off as having a "flavor"
of "traditional spam". Don't worry I'm not going to try to sell you anything
that supposedly makes any of your body parts larger (or smaller) and this product
is directly aviation related :) I'm just an airplane builder, owner, pilot,
and aviation nut who wants to tell you where you can find more information about
a great new product.
I've been selling kits of vortex generators (VG's) for only $95 and my customers are telling me they really like the performance gains they're seeing. VG's are great for reducing stall speeds and allow you to land slower, shorter, and safer. I invite you to check out my site at www.landshorter.com and see what you think. My VG's can be quickly installed for testing using removable double-stick tape and come with a 100% money-back guarantee so why not try them out on your plane? You'll be really glad you did :)
Thanks and let's keep 'em flying!
Joa Harrison
The VG Guy
www.landshorter.com
1-877-272-1414 (toll free)
---------------------------------
________________________________________________________________________________
| From: | "Jeff" <F1Rocket(at)telus.net> |
| Subject: | Contact For Jimmy Cash |
Does anyone have a contact for Jimmy Cash? Or are you on the list?
Jeff
________________________________________________________________________________
| From: | "Tom Gummo" <T.gummo(at)verizon.net> |
"Rocket List" ,
"SoCal RV List"
| Subject: | Fw: Pt Mugu Air Show and SoCAL RVs |
Sounds like things are back on.
PLEASE GET BACK WITH ME AS SOON AS POSSIBLE.
After I got them to change their minds, at least we can do is show up.
WHO IS GOING TO FLY TO THE PT. MUGU AIR SHOW?
Which day or days.?
GummiBear
----- Original Message -----
From: Boggs, William A LCDR
Subject: RE: Pt Mugu Air Show and SoCAL RVs
Mr. Gummo,
We put our heads together this morning, and out of the pile of rocks we have come
up with a proposal. While the Pt. Mugu Air Show is a "military" show, it is
also a "community event." We want to be as inclusive as possible, within limits.
Having said all that, we can dig up some extra bodies to make a hole in
the fence Sat. & Sun. morning and evening to allow you and your group to get
in and out. The arrival window would be 0645-0730, and the departure time would
be after 1730. Is this doable?
V/r,
LCDR Bill Boggs
NBVC Point Mugu
Air Operations Officer
Comm: (805) 989-7041
DSN: 351-7041
-----Original Message-----
From: Tom Gummo [mailto:T.gummo(at)verizon.net]
Subject: Re: Pt Mugu Air Show and SoCAL RVs
Sir,
I understand your problem and don't see a way around it. I live in Apple Valley
and the other SoCal RVators are from all over the southern California area.
If we fly our planes in Thursday or Friday, what am we going to do for those
four days (Thursday, Friday, Saturday, and Sunday). We have no place to stay
and pick me up and then do it again on Monday to get the plane.
Of course not at a military field, we have flown in before the gates open and
leave after the show closes or near the end. Our planes only weigh about 1000
pounds and are very easily pushed passed the prop line (crowd control line)
but we would need a gate if there is a fence.
I would like to thank you for your efforts at the last minute to try to make
this work out. I would be glad to try again next time to make this work. Hopefully,
if I can get involved early in the planning process, I would be able
to clear up our needs with your requirements. There are many other issues that
would need to be worked out to have the planes RON for the weekend.
Also, let me take a minute to thank you and all the Pt. Mugu folks for your
service to our country.
My time in the barrel has passed but I see that it is in very good hands. Hand
salute.
Tom "GummiBear" Gummo
Wild Weasel #1753
F-4G Instructor Pilot
Major USAF, Retired
Apple Valley, CA
Harmon Rocket - II
http://mysite.verizon.net/t.gummo/index.html
----- Original Message -----
From: Boggs, William A LCDR
To: Swaney, Mark CAPT NAVAIRWARCENWPNDIV Bldg 36, Rm 2305
Cc: Tom Gummo ; Krumholz, Paul J LT ; Gould, Richard AE1 NAVTESTWINGPAC 561000E
; Graziano, Thomas A CDR
Sent: Tuesday, September 07, 2004 4:31 PM
Subject: RE: Pt Mugu Air Show and SoCAL RVs
Sir,
The Thurs. arrival time was to facilitate fence installation. We can adjust
that to allow for the group to fly in Friday morning. After that the airfield
will be closed for performer practice and finalizing field set up. We will have
a few tactical aircraft arriving Friday evening, but that is on the other
side of the airfield from where we will spot the RV's. Once they arrive, they
need to stay for the whole weekend.
V/r,
LCDR Bill Boggs
NBVC Point Mugu
Air Operations Officer
Comm: (805) 989-7041
DSN: 351-7041
-----Original Message-----
From: Swaney, Mark CAPT NAVAIRWARCENWPNDIV Bldg 36, Rm 2305
Sent: Friday, September 03, 2004 17:19
To: Boggs, William A LCDR
Cc: 'Tom Gummo'; Krumholz, Paul J LT; Gould, Richard AE1 NAVTESTWINGPAC 561000E
Subject: RE: Pt Mugu Air Show and SoCAL RVs
Importance: High
Bill,
This very late proposal to the RV group is completely out of line with what had
been described during our earlier discussions. There is no way they can bring
in their aircraft on Thursday and leave them for the weekend. It's not like
you're paying them or providing fuel like you are for other acts and displays.
There must be some way this can be worked out? I've worked this airshow
for many years in the past doing everything from setting up seating to coordinating
the performers and we've always had a way to get a few folks in and out
before/after the show times.
VR,
CAPT Mark Swaney, USN
Vice Commander, NAVAIR's Weapons Division
Point Mugu & China Lake, CA
Email: mark.swaney(at)navy.mil
805-989-7113 (Office)
805-816-3042 (Cellular)
-----Original Message-----
From: Tom Gummo [mailto:T.gummo(at)verizon.net]
Sent: Friday, September 03, 2004 17:06
To: Swaney, Mark CAPT NAVAIRWARCENWPNDIV Bldg 36, Rm 2305
Subject: Fw: Pt Mugu Air Show and SoCAL RVs
WOW.
Tom
----- Original Message -----
From: Krumholz, Paul J LT
To: Tom Gummo
Cc: Boggs, William A LCDR
Sent: Friday, September 03, 2004 3:39 PM
Subject: RE: Pt Mugu Air Show and SoCAL RVs
Tom,
We are expecting 8 RVators for the show. I got the insurance papaers from Rick.
I think as long as everyone has their DD2400 with them we should be good.
However, there is just no way you can leave Saturday and bring in 8 different
aircraft. There is too much in the way between your parking and the rwy. Our
contractor is putting up the crowd control fence on Thursday afternoon, can
you arrive prior to this? Sorry for the hassles, let me know what you can do.
V/R,
Paul
-----Original Message-----
From: Tom Gummo [mailto:T.gummo(at)verizon.net]
Sent: Friday, September 03, 2004 15:29
To: Krumholz, Paul J LT
Cc: Swaney, Mark CAPT NAVAIRWARCENWPNDIV Bldg 36, Rm 2305
Subject: Pt Mugu Air Show and SoCAL RVs
Paul,
Just checking in with you about the air show. I understand Capt Swaney has been
working with you on our behalf.
I understand Rick Gould has take my DD 2400, DD 2401, DD 2402 forms to you.
You stated in one of your emails about making sure the insurance is in order.
Just what paperwork will we need?
Will we be able to leave Saturday evening after the show and fly in new planes
Sunday?
Can I leave my plane over night and stay both days?
I would be glad to fly to Pt Mugu or CMA and met with you.
Thanks,
Tom "GummiBear" Gummo
Wild Weasel #1753
F-4G Instructor Pilot, USAF, Major Retired
http://mysite.verizon.net/t.gummo/index.html
________________________________________________________________________________
| From: | "Wolfgang Meyn" <mw104(at)netmdc.com> |
Hi everybody,
Just wanted to drop a line in regard to Jim "Less Drag" Ayers mass MT order.
It was a pleasure to work with Jim.
He always kept me in the loop and the prop arrived faster than I expected.
Thanks Jim
Wolfgang (F1 #77)
________________________________________________________________________________
| From: | N414C <N414C(at)direcway.com> |
Blank
----- Original Message -----
From: Sean Murray
Subject: RE: Airplane
transferring the funds today, i'll call you to go through things, can you speak
to the shipping agents re delivery, i'l let you no the final destination tomorrow.
regards
Sean Murray | CEO | Europass Telecom Ltd
UK: Cambridge House, Cambridge Road, Harlow CM20 2EQ
noodle hq: +44 (0) 845 415 7000 noodle direct: +44 (0) 845 122 1718
m: +44(0)7980 914 113 http://www.europasstelecom.com/
-----Original Message-----
From: N414C [mailto:N414C(at)direcway.com]
Sent: 15 September 2004 02:56
To: sean(at)europasstelecom.com
Subject: Airplane
Sean,
Looks like the Huricane is going to make landfall about 75 miles South of here.
Had to move the plane 100 miles North and put it in a hangar. Hopefully I can
get Mr. Crunkleton to the plane on Wednesday as planned as opposed to getting
the plane to him.
Aerospace now has all the paperwork from this end.
Milt
________________________________________________________________________________
| From: | Hr2pilot(at)aol.com |
SPORT, SILVER - 6 LAPS
Dave Morss, Morss 320, Martins Legacy, 272.964 mph; Duncan Sutherland,
Swearingen SX300, Shadow, 270.408 mph; Dante Edwards, Glasair III, Third Chance,
268.239 mph; Kevin Eldredge, Glasair III, Last Minute, 267.234 mph; John Harmon,
Harmon Rocket III, 256.376 mph; Greg Nelson, F-1 Rocket, Xray, 250.785 mph;
Mark Frederick, Frederick F-1, Re - Do, 247.648 mph; Mark Sponsler, Harmon
Rocket II, 247.594 mph. Dean Berry, Leonard, 222.03
________________________________________________________________________________
| From: | N414C <N414C(at)direcway.com> |
----- Original Message -----
From: Sean Murray
Subject: RE: N41TT
Megan,
the money in respect of plane cessna n411t is held at the bank of america
"san francisco" branch.. message type 103, bank sending bank swift code
LOYDGB2L, FT Number, ST070833793271. Then money is in sterling of 74,000 and
you need to request it in dollars.
please advise me.
Regards
N.B. the funds were there on FRiday !!
Sean Murray | CEO | Europass Telecom Ltd
UK: Cambridge House, Cambridge Road, Harlow CM20 2EQ
noodle hq: +44 (0) 845 415 7000 noodle direct: +44 (0) 845 122 1718
m: +44(0)7980 914 113 http://www.europasstelecom.com/
-----Original Message-----
From: Megan [mailto:megan(at)aerospacereports.com]
Subject: RE: N41TT
Thanks, I will contact him directly.
-----Original Message-----
From: Sean Murray [SMTP:sean(at)europasstelecom.com]
Subject: RE: N41TT
Megan,
Green Lattice ltd BVI is owned and controlled by a trust company , milton
trust. the contact is gordon mundy at GMundy(at)tridenttrust.com, please
contact him with the details, he will give addresses and sign.
Regards
Sean Murray | CEO | Europass Telecom Ltd
UK: Cambridge House, Cambridge Road, Harlow CM20 2EQ
noodle hq: +44 (0) 845 415 7000 noodle direct: +44 (0) 845 122 1718
m: +44(0)7980 914 113 http://www.europasstelecom.com/
-----Original Message-----
From: Megan [mailto:megan(at)aerospacereports.com]
Subject: N41TT
Per the request of Milt Concannon, please find enclosed information on our
escrow service:
Escrow instruction form
Escrow Contact sheet
Wiring instructions.
Authorization to close form.
We have an escrow instruction form that is filled out by the buyer and
seller. We also have an escrow contact sheet that is filled out by the
buyer and seller. These forms can be faxed back to my attention at
405-773-5863 at any time. The authorization to close form is executed by
the buyer on the day of closing. This documents acts as the trigger
document to release the funds from escrow and is faxed back to my attention
on the day of closing.
All documents that we will file with the FAA Aircraft Registry need to be
originals executed in ink. We will need an Application for Registration
from the Buyer. This is a three part form. Form #8050-1. Please send the
white and green copies back to my attention. The seller will need to
provide to me an original bill of sale, form 8050-2. These forms can be
sent to my attention - Megan Newberry at Aero-Space Reports Inc., 5909 NW
Expressway, Suite 375, OKC, OK 73132.
The seller will also need to send me a fax that states how much funds he is
expecting from escrow, where he wants his funds sent ( wiring instructions)
and a statement which states that Aero-space Reports Inc. is authorized to
file the Bill of Sale with the FAA Aircraft Registry once we receive the
Authorization to close form from the buyer by fax.
Please advise when you want us to start with a title search on the
aircraft. The title search is included in the escrow fees, which I
understand are being paid by Mr. Concannon.
Any questions please let me know at 800-765-2336 X108.
Thanks.
________________________________________________________________________________
| From: | Hr2pilot(at)aol.com |
I am loading pics to the website from Reno 2004
www.harmonrocket.com
If you would like me to give credits for all pictures received, please send
comments, pictures and credits to
harmonrocket(at)aol.com
Would love to add comments of the Rockets that came
Thanks!
Chrissy
________________________________________________________________________________
| From: | "Wolfgang Meyn" <mw104(at)netmdc.com> |
Hi Everybody,
Am I the only guy who doesn't have an owner's manual for the GRT EFIS?
I got all the wiring instructions and templates for the cut outs but there
was nothing else
in the box.
Is there a trick to getting a real manual or is everything up to trial and
error.
Cheers,
Wolfgang
________________________________________________________________________________
| From: | "923te" <923te(at)cox.net> |
| Subject: | Re: O540 Exhaust and Airbox |
I'm working on a project with a 260hp IO540 and need to find an airbox and
exhaust. Can anyone here recommend sources?
Thanks,
Ned
________________________________________________________________________________
| From: | "Larry Schneider" <lschneider39(at)cox.net> |
| Subject: | Re: O540 Exhaust and Airbox |
VETTERMAN. He is the Exhaust Guru. Larry
----- Original Message -----
From: "923te" <923te(at)cox.net>
Subject: Re: Rocket-List: O540 Exhaust and Airbox
>
> I'm working on a project with a 260hp IO540 and need to find an airbox and
> exhaust. Can anyone here recommend sources?
>
> Thanks,
> Ned
>
>
________________________________________________________________________________
| From: | "Russ Werner" <russ(at)wernerworld.com> |
| Subject: | Thank you John Harmon! |
Rocketeers,
After a long 12 years and one ocean crossing, HRII N29268 took flight at
10:40 am this morning at Heber City Utah. The first flight was a blast and
uneventful. Second flight had Ron Carter's HRII and Wayne Loeber's F1 in
formation for a salute to the airport with some photo work and a formation
pass down the runway.
I owe a huge thank you to many, but especially:
Gina, who fed me.
John Harmon, the guy who is responsible for all this mayhem and the guy who
first had the big idea!
Check Six Mark, who, with enough hydraulic fluid installed is always there
with an answer to a problem.
Mike Kraus a friend and serial repeat offender RV4 guy who I call for advice
every day. He needs an HRII.
Tom, "Angle Iron", Martin another serial builder who is crazy enough to
answer his phone on Sunday for stupid questions!
Tom Gierhart, the best FED you'll ever meet.
And a bunch of others who probably won't admit helping me either!
Did I mention John Harmon?..................Now about that golf handicap.
Gotta get Harmon's lesson there too!
Russ Werner
Park City, UT
HRII sn 139 N29268
________________________________________________________________________________
| From: | Harry Paine <hpaine(at)earthlink.net> |
| Subject: | Ambassador to Future Pilots |
I was enjoying my burger at L70 on Saturday grading landings and just
kicking back. I was watching from a distance a father and son walking down
the flite line. Having had three sons of my own he looked to be about 4
years old. You could tell by the way he was waving his arms and pointing at
all the airplanes that he was really enjoying the airport experience. As
they were making there way up the steps I could hear him talking to his dad
about all the airplanes on the flight line and how neat they were and he
was just beside himself with enthusiam about the airport and airplanes. I
flashed back 40 years ago to how I was and how I got sent to the priciples
office for running out of the classroom in 2nd grade to watch F4s go
overhead and do simultanius rolls. I got up from my table and went over to
the father and son and introduced myself to them. Stephen was the boys name
and he was just a little chatterbox about the airport and airplanes. I
pointed to the Rocket and asked if he would like to go down and sit in
it? He looked at me with the face of astonishment, eyes big as saucers and
looked at his dad and said YES!!! We walked down to 266HP and he had
stopped talking and was real quiet as we got beside the airplane. I looked
down at him and asked if he was ready, he just nodded so I picked him up
and put him in the back seat. His little head did not even come to the top
of the side rails but he was having a great time holding the stick and
trying out the feel of it, definitely a future pilot! His mom came down
with his bably brother and Airport manager Dave took some pictures. His mom
and dad thanked me about five times and said this had really made Stephens
day. I said your welcome and please sign the petition in support of the
airport. His dad went on to tell me how he has airplanes and posters all
over his room. I then asked how old he was. He said Stephen would be 3
years in two months and is pretty big for his age!!!
Happy Landings
Harry Paine
HRII 266HP 305hrs
________________________________________________________________________________
| From: | Hr2pilot(at)aol.com |
| Subject: | Re: CONGRATULATIONS RUSS WERNER!!!!! |
Congratulations Russ Werner!
Welcome to the Harmon Rocket II Clan, You are #99 to Fly!
John Harmon
Harmon Rocket, LLC
www.harmonrocket.com
________________________________________________________________________________
| From: | LKDAUDT2(at)aol.com |
| Subject: | Re: CONGRATULATIONS RUSS WERNER!!!!! |
Congrats Russ.. Fly safe and stay over land.. Larry
________________________________________________________________________________
| From: | "Russ Werner" <russ(at)wernerworld.com> |
| Subject: | Rocket photos online |
The first flight photos are online at http://www.wernerworld.com/rocket/
Keep smashing those rivets and fingers!
Russ
________________________________________________________________________________
| From: | "Chris Fordham" <consult(at)island.net> |
| Subject: | Capacitance fuel guages |
Just working on the fuel tanks and wondering if the capacitance type fuel quantity
sensor from Vans works in the bigger tanks for the rocket. I don't know how
sensitive the sensors would be to the increased distance between the capacitance
plates (ribs). Anyone gone this route?
Thanks
Chris
________________________________________________________________________________
| Subject: | New/Used Propeller page added to website |
Hi All,
I've added a new page on my website for new and used propellers being
offered for sale.
If you have a propeller you would like to sell; just send me an Email of
what you want listed.
If you are looking for a propeller, you can check the propeller page just
after antenna's under Products. There is already listed a new Hartzell CS
propeller for a Lycoming 320,
An overhauled Hartzell CS propeller for a Lycoming 360 and a slightly used 3
blade MT Propeller and spinner (for a Rocket) for the Lycoming 540.
_www.lessdrag.com_ (http://www.lessdrag.com/)
Regards,
Jim Ayers
Less Drag products, Inc.
________________________________________________________________________________
| From: | Hr2pilot(at)aol.com |
| Subject: | HARMON ROCKET II NUMBER 100 TAKES FLIGHT |
Bill Atkin
Boulder City, NV
N524G
HARMON ROCKET II
NUMBER 100
TAKES FLIGHT
________________________________________________________________________________
| From: | "Tom Gummo" <T.gummo(at)verizon.net> |
| Subject: | Re: HARMON ROCKET II NUMBER 100 TAKES FLIGHT |
Congrats.
Tom Gummo
Apple Valley, CA
Harmon Rocket-II
http://mysite.verizon.net/t.gummo/index.html
----- Original Message -----
From: <Hr2pilot(at)aol.com>
Subject: Rocket-List: HARMON ROCKET II NUMBER 100 TAKES FLIGHT
>
> Bill Atkin
> Boulder City, NV
> N524G
>
> HARMON ROCKET II
> NUMBER 100
> TAKES FLIGHT
>
>
>
________________________________________________________________________________
| Subject: | Crazy Horse Flies! |
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
No, not crazy horse flies that you find in a barn yard, not even Crazy
Horse the notable P-51.... I'm talking about MY Crazy Horse Rocket. It
flies! (Well, it's not quite a Mustang... but it's as close as I'll get
unless I hit the lottery!)
About 6 weeks ago I realized that I was 99% done with the plane. I
began an insane schedule and long hours of work to finish up that last
1%.
Assuming that the plane was 99% complete 6 weeks ago, multiply the time
I've spent since then by a factor of 100 to estimate the amount of time
the other 99% took exactly 1.22 gadzillion hours. Hmmmm, simple
math. Who knew these things took so long?
BTW,I started this project in 1999. The website soon followed. Hoards
of adoring fans came next (I wish). Soon, I had people calling me for
advice (What were they thinking???!). But now.... I've finally flown
one!!! Now, I can pretend to be an expert and have real BS to back it
up! ;-)
My stupendous friend and fellow RV repeat offender, John Crabtree, has
been helping all along. We had put 0.6 hours on the engine previously
while calibrating the GRT EFIS (very nice BTW) and EIS. We had a few
things to fix. One was an oil leak at the vernatherm base gasket which
just needed to be tightened a bit more. The other was to remove the two
washers that I added to the oil pressure relief spring. I had wanted to
make sure that the newly overhauled engine had plenty of oil
pressure.... it did! 110psi at 1200 rpm. We all agreed that was
probably a bit too high so out came the washers and the relief valve had
the same number of washers that it had prior to the overhaul: none.
Ahh, I digress, here's the flight report:
John and I did the final checks this afternoon. Then we did a full power
run-up for one minute. The CHTs went up. Up to 405 on the highest
cylinder. Not good, but not too bad. Oil temp took much longer to come
up and didn't really get warm until after the flight began.
After the run-up, I had settled down a bit and decided to do one last
quick taxi, brake check, watch the temps for any upward trend, etc. The
temps had dropped a bit and there was a small crowd gathered around,
including my wife.
I wasn't paying any attention to them. None whatsoever. John was
ready in his RV-6 chaseplane. Grant, Bud, and Gene were manning the
rescue vehicle. Tammy (my wife) and Margie (John's wife) were doing
whatever women do. I don't know. Like I said, I was busy.
I lined up on Hepler's 2400' turf runway 27 and started easing the black
knob forward. Everything sounded good, strong, smooth acceleration....
hmmmm, I wonder what would happen if I pushed the throttle the remaining
75% of the way???? I'll have to try that in the future because I was
already flying by then. Heck, I wasn't in any huge hurry to find out
whether the torque would cause problems, so a nice smooth takeoff felt
pretty good. I suppose I used 800', maybe more before breaking ground.
It's right about then that the usual thought goes through my head:
"Well, now we're off. I'll worry about coming back down later."
Seeing as I had only used partial throttle to takeoff, I figured I'd
better bump it up a bit. YEEEEEEEEHAAAAAAA!!!! It's like stomping the
gas on my dad's 2002 Corvette. Very smooth, and very powerful. By now
I was passing through 1000' and picking up speed rapidly. I really
don't have a clue as to climb rates, altitudes or speeds, because my
eyes were glued to the EFIS engine page. I was much more concerned
about the temps than the climb rate. Man, I can tell you that the climb
rate and airspeed were just fine and I didn't need a gauge to confirm
it.
The oil temp and pressure were fine, fuel flow and pressure was good,
CHT's were climbing. I dropped the nose a bit more. I was somewhere
around 1500 - 2000' (Who knows? I was busy). The CHT's peaked just
above 400. The highest peaked at about 445... plenty hot, but they came
back down PDQ.
I heard John making his radio calls as he was taking off after I cleared
the area a bit. Our plan was for him to stay on the ground until I was
about a mile out. Our emergency field, Interstate 64, is about 2 miles
from the field, so I was past the point of turning around. BTW, you bet
I'd use that highway if needed! It's lightly travelled and doesn't have
a 20' deep ditch at the end of it like our runway does! The other end
of our runway has a 4' berm just across the road that runs perpedicular
to it. Yikes!
As I levelled off and picked up speed, I started feeling out the
handling and doublechecking the rest of the gauges. Everything was in
the green... although the oil pressure was lower than I wanted to see.
I immediately cursed myself for taking out the washers. I plan to
reinstall one washer tomorrow.
By now, I had time to scroll throught the EFIS screens and see how fast,
how high, etc. I was tooling along at 165mph and John was rapidly
closing the gap. John pulled in close to check for oil leaks, etc.
Not seeing any, he whipped out his trusty digital camera and told me to
just maintain straight and level for a minute. I took a moment to wave
at him, only to see a look of disgust on his face. I knew
immediately.... dead batteries in the digital camera. DOH!
We were over the interstate between Poseyville and the Wabash river,
temps were OK, so I told John it was time to do some stalls. Les
Featherston had warned me that the pitch feel would be quite heavy at
slow speeds. DAMN! He was right. The first power off (well pretty low
power anyway), no flap stall took forever. As I let the speed slowly
bleed off from 90 to 80 to 70... I started thinking "Geez, I'm gonna
pull a muscle in my arm doing this." The pitch feel was that heavy!
Yes, I had the trim all the way nose up! (FWIW, it's an RV-4 tail with
manual trim.) Now, I know why you see Rockets at Oshkosh with huge,
custom trim tabs.
I took my other hand off of the throttle and continued pulling. I don't
recall the IAS at the break, somewhere around 70mph IIRC, but I do know
that there wasn't much of a break, just a lot of turbulence slapping the
stick around.
Temps were still OK, so I pulled on a notch of flaps (manual flaps, my
design, work great, would NOT trade them for electric ever, never, no
way, no how) and tried again. Much the same. A little more aggressive
stick handling gave a small break somewhere around 66mph IAS.
Then full flaps. Since the temps were OK, I swiched on the flight
instrument screen and observed 63mph IAS at the mild break.
After the stall series, I noticed that the ground was somewhat closer
than before. John said he thought I dropped a thousand feet during the
series. Could be. We were definitely sinking fast. Hmmmm, a 1226#
Rocket does sink a heckuva lot faster than the 1000# RV-6 I've been
flying.
John and I turned 180 degrees and started back towards Hepler. We were
back up to 150 IAS or so, when I decided that I'd give her an
acceleration check. I gave the black knob a push forward to about 1/2
or maybe 2/3 of full. Things got noisier. My head got pushed back.
John started flying backwards. It was awesome.
John and I began setting up our approach to the airport. Everything was
looking OK, handling was good, etc. I decided that I'd let down for a
practice approach at about 120 IAS. Looking good, feeling rock solid,
probably could have made a nice semi-downwind landing, but this was just
for practice. Or it might be a little tease for the crowd on the
ground.... he, he,he. I pushed the power up and YEEEHAAAA!!! up we
went. The floor of the Evansville airspace is 1700'. John always busts
my chops when I encroach on their turf, so I had to put the nose back
down and be a good boy.
A 270 to the left put me on a proper downwind. I started pulling levers
and setting up for the real landing. Man, rock solid is the only way to
describe how she feels in the pattern. I was getting about 85-90 on the
approach and the LRI (Lift Reserve Indicator) was sliding slowly toward
the red (stall) line. I think I could have crossed my arm and legs and
taken a nap. Rock solid. The crosswind that was making the sock stand
mostly out wasn't even noticable.
As I crossed the threshold, pulled a little more power, and started a
gentle flare, I was still getting that rock solid, smooth power feel.
The wheels brushed the grass just as I gave the stick a healthy tug. I
expected a bounce and then a tailwheel touch, but got a slightly more
nose down attitude instead and no bounce whatsoever. I gave the stick a
BIG tug and got the most perfect wheel landing I have ever seen.
Dang, now I'll be expecting that kind of landing everytime!
As I taxied back to the waiting crowd, I noticed for the first time that
I was fairly drenched in sweat. Hmmmm, and it was only 70 degrees out.
I pulled up onto the concrete pad next to the hangar. I could tell that
my wife was greatly relieved. Me too. Then we took some photos and
popped some cold beers! Woo hoo!!!
I post some pictures on my website Monday.
I do have some comments about the EIS/EFIS combo. They really seem to
work very well, but they have their quirks. One reason that I wasn't
able to monitor the airspeed, altitude, etc as much as I wanted was
because the "Cruise oil pressure" warning was set too high and the EIS
would not leave that display page. That meant that I had to monitor the
engine parameters on the EFIS screen. Yeah, I know that the EIS and
EFIS are supposed to do that for you... but I wanted to see the data
with my own eyes.
Since the EIS was effectively locked on one page, it was actually
somewhat of a distraction. These bugs can be ironed out. It behooves
anyone using this system to really get the darned thing setup BEFORE
flight.
I also got a "Fuel flow too high" on the EFIS each time I put the noise
lever forward. Hmmmm, need to reset that number to a higher value.
So, first flight a success!!! I can't wait to see how fast she'll go
with full throttle... I never had more than about half throttle on this
flight... no kidding! Hmmmm, and it was showing 220 mph IAS at that!
Once again.... WOOOO HOOOOO!!!!
Many Thanks to John Crabtree, Les, Tom, Harry, Fred, Mark, John.... man
I could name a hundred guys but mostly Thanks go to my ever patient
wife, Tammy.
Vince Frazier
3965 Caborn Road
Mount Vernon, IN 47620
812-464-1839 work
812-985-7309 home
F-1H Rocket, N540VF
http://www.usi.edu/science/chemistry/vfrazier/page1.html
________________________________________________________________________________
| From: | Harry Paine <hpaine(at)earthlink.net> |
| Subject: | Congradulations Vince |
Grast Job
Wow I think that makes you #101. Now you can fly out to Bakoland for the
flying!!! You too Russ W !!
Harry
HP266
________________________________________________________________________________
| From: | "Wolfgang Meyn" <mw104(at)netmdc.com> |
| Subject: | Crazy Horse Flies! |
Congratulations Vince.
Check 6
Wolfgang (F1 77)
-----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: spam: Rocket-List: Crazy Horse Flies!
No, not crazy horse flies that you find in a barn yard, not even Crazy
Horse the notable P-51.... I'm talking about MY Crazy Horse Rocket. It
flies! (Well, it's not quite a Mustang... but it's as close as I'll get
unless I hit the lottery!)
About 6 weeks ago I realized that I was 99% done with the plane. I
began an insane schedule and long hours of work to finish up that last
1%.
Assuming that the plane was 99% complete 6 weeks ago, multiply the time
I've spent since then by a factor of 100 to estimate the amount of time
the other 99% took exactly 1.22 gadzillion hours. Hmmmm, simple
math. Who knew these things took so long?
BTW,I started this project in 1999. The website soon followed. Hoards
of adoring fans came next (I wish). Soon, I had people calling me for
advice (What were they thinking???!). But now.... I've finally flown
one!!! Now, I can pretend to be an expert and have real BS to back it
up! ;-)
My stupendous friend and fellow RV repeat offender, John Crabtree, has
been helping all along. We had put 0.6 hours on the engine previously
while calibrating the GRT EFIS (very nice BTW) and EIS. We had a few
things to fix. One was an oil leak at the vernatherm base gasket which
just needed to be tightened a bit more. The other was to remove the two
washers that I added to the oil pressure relief spring. I had wanted to
make sure that the newly overhauled engine had plenty of oil
pressure.... it did! 110psi at 1200 rpm. We all agreed that was
probably a bit too high so out came the washers and the relief valve had
the same number of washers that it had prior to the overhaul: none.
Ahh, I digress, here's the flight report:
John and I did the final checks this afternoon. Then we did a full power
run-up for one minute. The CHTs went up. Up to 405 on the highest
cylinder. Not good, but not too bad. Oil temp took much longer to come
up and didn't really get warm until after the flight began.
After the run-up, I had settled down a bit and decided to do one last
quick taxi, brake check, watch the temps for any upward trend, etc. The
temps had dropped a bit and there was a small crowd gathered around,
including my wife.
I wasn't paying any attention to them. None whatsoever. John was
ready in his RV-6 chaseplane. Grant, Bud, and Gene were manning the
rescue vehicle. Tammy (my wife) and Margie (John's wife) were doing
whatever women do. I don't know. Like I said, I was busy.
I lined up on Hepler's 2400' turf runway 27 and started easing the black
knob forward. Everything sounded good, strong, smooth acceleration....
hmmmm, I wonder what would happen if I pushed the throttle the remaining
75% of the way???? I'll have to try that in the future because I was
already flying by then. Heck, I wasn't in any huge hurry to find out
whether the torque would cause problems, so a nice smooth takeoff felt
pretty good. I suppose I used 800', maybe more before breaking ground.
It's right about then that the usual thought goes through my head:
"Well, now we're off. I'll worry about coming back down later."
Seeing as I had only used partial throttle to takeoff, I figured I'd
better bump it up a bit. YEEEEEEEEHAAAAAAA!!!! It's like stomping the
gas on my dad's 2002 Corvette. Very smooth, and very powerful. By now
I was passing through 1000' and picking up speed rapidly. I really
don't have a clue as to climb rates, altitudes or speeds, because my
eyes were glued to the EFIS engine page. I was much more concerned
about the temps than the climb rate. Man, I can tell you that the climb
rate and airspeed were just fine and I didn't need a gauge to confirm
it.
The oil temp and pressure were fine, fuel flow and pressure was good,
CHT's were climbing. I dropped the nose a bit more. I was somewhere
around 1500 - 2000' (Who knows? I was busy). The CHT's peaked just
above 400. The highest peaked at about 445... plenty hot, but they came
back down PDQ.
I heard John making his radio calls as he was taking off after I cleared
the area a bit. Our plan was for him to stay on the ground until I was
about a mile out. Our emergency field, Interstate 64, is about 2 miles
from the field, so I was past the point of turning around. BTW, you bet
I'd use that highway if needed! It's lightly travelled and doesn't have
a 20' deep ditch at the end of it like our runway does! The other end
of our runway has a 4' berm just across the road that runs perpedicular
to it. Yikes!
As I levelled off and picked up speed, I started feeling out the
handling and doublechecking the rest of the gauges. Everything was in
the green... although the oil pressure was lower than I wanted to see.
I immediately cursed myself for taking out the washers. I plan to
reinstall one washer tomorrow.
By now, I had time to scroll throught the EFIS screens and see how fast,
how high, etc. I was tooling along at 165mph and John was rapidly
closing the gap. John pulled in close to check for oil leaks, etc.
Not seeing any, he whipped out his trusty digital camera and told me to
just maintain straight and level for a minute. I took a moment to wave
at him, only to see a look of disgust on his face. I knew
immediately.... dead batteries in the digital camera. DOH!
We were over the interstate between Poseyville and the Wabash river,
temps were OK, so I told John it was time to do some stalls. Les
Featherston had warned me that the pitch feel would be quite heavy at
slow speeds. DAMN! He was right. The first power off (well pretty low
power anyway), no flap stall took forever. As I let the speed slowly
bleed off from 90 to 80 to 70... I started thinking "Geez, I'm gonna
pull a muscle in my arm doing this." The pitch feel was that heavy!
Yes, I had the trim all the way nose up! (FWIW, it's an RV-4 tail with
manual trim.) Now, I know why you see Rockets at Oshkosh with huge,
custom trim tabs.
I took my other hand off of the throttle and continued pulling. I don't
recall the IAS at the break, somewhere around 70mph IIRC, but I do know
that there wasn't much of a break, just a lot of turbulence slapping the
stick around.
Temps were still OK, so I pulled on a notch of flaps (manual flaps, my
design, work great, would NOT trade them for electric ever, never, no
way, no how) and tried again. Much the same. A little more aggressive
stick handling gave a small break somewhere around 66mph IAS.
Then full flaps. Since the temps were OK, I swiched on the flight
instrument screen and observed 63mph IAS at the mild break.
After the stall series, I noticed that the ground was somewhat closer
than before. John said he thought I dropped a thousand feet during the
series. Could be. We were definitely sinking fast. Hmmmm, a 1226#
Rocket does sink a heckuva lot faster than the 1000# RV-6 I've been
flying.
John and I turned 180 degrees and started back towards Hepler. We were
back up to 150 IAS or so, when I decided that I'd give her an
acceleration check. I gave the black knob a push forward to about 1/2
or maybe 2/3 of full. Things got noisier. My head got pushed back.
John started flying backwards. It was awesome.
John and I began setting up our approach to the airport. Everything was
looking OK, handling was good, etc. I decided that I'd let down for a
practice approach at about 120 IAS. Looking good, feeling rock solid,
probably could have made a nice semi-downwind landing, but this was just
for practice. Or it might be a little tease for the crowd on the
ground.... he, he,he. I pushed the power up and YEEEHAAAA!!! up we
went. The floor of the Evansville airspace is 1700'. John always busts
my chops when I encroach on their turf, so I had to put the nose back
down and be a good boy.
A 270 to the left put me on a proper downwind. I started pulling levers
and setting up for the real landing. Man, rock solid is the only way to
describe how she feels in the pattern. I was getting about 85-90 on the
approach and the LRI (Lift Reserve Indicator) was sliding slowly toward
the red (stall) line. I think I could have crossed my arm and legs and
taken a nap. Rock solid. The crosswind that was making the sock stand
mostly out wasn't even noticable.
As I crossed the threshold, pulled a little more power, and started a
gentle flare, I was still getting that rock solid, smooth power feel.
The wheels brushed the grass just as I gave the stick a healthy tug. I
expected a bounce and then a tailwheel touch, but got a slightly more
nose down attitude instead and no bounce whatsoever. I gave the stick a
BIG tug and got the most perfect wheel landing I have ever seen.
Dang, now I'll be expecting that kind of landing everytime!
As I taxied back to the waiting crowd, I noticed for the first time that
I was fairly drenched in sweat. Hmmmm, and it was only 70 degrees out.
I pulled up onto the concrete pad next to the hangar. I could tell that
my wife was greatly relieved. Me too. Then we took some photos and
popped some cold beers! Woo hoo!!!
I post some pictures on my website Monday.
I do have some comments about the EIS/EFIS combo. They really seem to
work very well, but they have their quirks. One reason that I wasn't
able to monitor the airspeed, altitude, etc as much as I wanted was
because the "Cruise oil pressure" warning was set too high and the EIS
would not leave that display page. That meant that I had to monitor the
engine parameters on the EFIS screen. Yeah, I know that the EIS and
EFIS are supposed to do that for you... but I wanted to see the data
with my own eyes.
Since the EIS was effectively locked on one page, it was actually
somewhat of a distraction. These bugs can be ironed out. It behooves
anyone using this system to really get the darned thing setup BEFORE
flight.
I also got a "Fuel flow too high" on the EFIS each time I put the noise
lever forward. Hmmmm, need to reset that number to a higher value.
So, first flight a success!!! I can't wait to see how fast she'll go
with full throttle... I never had more than about half throttle on this
flight... no kidding! Hmmmm, and it was showing 220 mph IAS at that!
Once again.... WOOOO HOOOOO!!!!
Many Thanks to John Crabtree, Les, Tom, Harry, Fred, Mark, John.... man
I could name a hundred guys but mostly Thanks go to my ever patient
wife, Tammy.
Vince Frazier
3965 Caborn Road
Mount Vernon, IN 47620
812-464-1839 work
812-985-7309 home
F-1H Rocket, N540VF
http://www.usi.edu/science/chemistry/vfrazier/page1.html
________________________________________________________________________________
| From: | "John Danielson" <Jdaniel343(at)Bresnan.net> |
| Subject: | Crazy Horse Flies! |
Great job Vince.
Looks Great
Hope the squeezer helped.
John Danielson
RV-6 Sold
Will build Rocket
-----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: Crazy Horse Flies!
No, not crazy horse flies that you find in a barn yard, not even Crazy
Horse the notable P-51.... I'm talking about MY Crazy Horse Rocket. It
flies! (Well, it's not quite a Mustang... but it's as close as I'll get
unless I hit the lottery!)
About 6 weeks ago I realized that I was 99% done with the plane. I
began an insane schedule and long hours of work to finish up that last
1%.
Assuming that the plane was 99% complete 6 weeks ago, multiply the time
I've spent since then by a factor of 100 to estimate the amount of time
the other 99% took exactly 1.22 gadzillion hours. Hmmmm, simple
math. Who knew these things took so long?
BTW,I started this project in 1999. The website soon followed. Hoards
of adoring fans came next (I wish). Soon, I had people calling me for
advice (What were they thinking???!). But now.... I've finally flown
one!!! Now, I can pretend to be an expert and have real BS to back it
up! ;-)
My stupendous friend and fellow RV repeat offender, John Crabtree, has
been helping all along. We had put 0.6 hours on the engine previously
while calibrating the GRT EFIS (very nice BTW) and EIS. We had a few
things to fix. One was an oil leak at the vernatherm base gasket which
just needed to be tightened a bit more. The other was to remove the two
washers that I added to the oil pressure relief spring. I had wanted to
make sure that the newly overhauled engine had plenty of oil
pressure.... it did! 110psi at 1200 rpm. We all agreed that was
probably a bit too high so out came the washers and the relief valve had
the same number of washers that it had prior to the overhaul: none.
Ahh, I digress, here's the flight report:
John and I did the final checks this afternoon. Then we did a full power
run-up for one minute. The CHTs went up. Up to 405 on the highest
cylinder. Not good, but not too bad. Oil temp took much longer to come
up and didn't really get warm until after the flight began.
After the run-up, I had settled down a bit and decided to do one last
quick taxi, brake check, watch the temps for any upward trend, etc. The
temps had dropped a bit and there was a small crowd gathered around,
including my wife.
I wasn't paying any attention to them. None whatsoever. John was
ready in his RV-6 chaseplane. Grant, Bud, and Gene were manning the
rescue vehicle. Tammy (my wife) and Margie (John's wife) were doing
whatever women do. I don't know. Like I said, I was busy.
I lined up on Hepler's 2400' turf runway 27 and started easing the black
knob forward. Everything sounded good, strong, smooth acceleration....
hmmmm, I wonder what would happen if I pushed the throttle the remaining
75% of the way???? I'll have to try that in the future because I was
already flying by then. Heck, I wasn't in any huge hurry to find out
whether the torque would cause problems, so a nice smooth takeoff felt
pretty good. I suppose I used 800', maybe more before breaking ground.
It's right about then that the usual thought goes through my head:
"Well, now we're off. I'll worry about coming back down later."
Seeing as I had only used partial throttle to takeoff, I figured I'd
better bump it up a bit. YEEEEEEEEHAAAAAAA!!!! It's like stomping the
gas on my dad's 2002 Corvette. Very smooth, and very powerful. By now
I was passing through 1000' and picking up speed rapidly. I really
don't have a clue as to climb rates, altitudes or speeds, because my
eyes were glued to the EFIS engine page. I was much more concerned
about the temps than the climb rate. Man, I can tell you that the climb
rate and airspeed were just fine and I didn't need a gauge to confirm
it.
The oil temp and pressure were fine, fuel flow and pressure was good,
CHT's were climbing. I dropped the nose a bit more. I was somewhere
around 1500 - 2000' (Who knows? I was busy). The CHT's peaked just
above 400. The highest peaked at about 445... plenty hot, but they came
back down PDQ.
I heard John making his radio calls as he was taking off after I cleared
the area a bit. Our plan was for him to stay on the ground until I was
about a mile out. Our emergency field, Interstate 64, is about 2 miles
from the field, so I was past the point of turning around. BTW, you bet
I'd use that highway if needed! It's lightly travelled and doesn't have
a 20' deep ditch at the end of it like our runway does! The other end
of our runway has a 4' berm just across the road that runs perpedicular
to it. Yikes!
As I levelled off and picked up speed, I started feeling out the
handling and doublechecking the rest of the gauges. Everything was in
the green... although the oil pressure was lower than I wanted to see.
I immediately cursed myself for taking out the washers. I plan to
reinstall one washer tomorrow.
By now, I had time to scroll throught the EFIS screens and see how fast,
how high, etc. I was tooling along at 165mph and John was rapidly
closing the gap. John pulled in close to check for oil leaks, etc.
Not seeing any, he whipped out his trusty digital camera and told me to
just maintain straight and level for a minute. I took a moment to wave
at him, only to see a look of disgust on his face. I knew
immediately.... dead batteries in the digital camera. DOH!
We were over the interstate between Poseyville and the Wabash river,
temps were OK, so I told John it was time to do some stalls. Les
Featherston had warned me that the pitch feel would be quite heavy at
slow speeds. DAMN! He was right. The first power off (well pretty low
power anyway), no flap stall took forever. As I let the speed slowly
bleed off from 90 to 80 to 70... I started thinking "Geez, I'm gonna
pull a muscle in my arm doing this." The pitch feel was that heavy!
Yes, I had the trim all the way nose up! (FWIW, it's an RV-4 tail with
manual trim.) Now, I know why you see Rockets at Oshkosh with huge,
custom trim tabs.
I took my other hand off of the throttle and continued pulling. I don't
recall the IAS at the break, somewhere around 70mph IIRC, but I do know
that there wasn't much of a break, just a lot of turbulence slapping the
stick around.
Temps were still OK, so I pulled on a notch of flaps (manual flaps, my
design, work great, would NOT trade them for electric ever, never, no
way, no how) and tried again. Much the same. A little more aggressive
stick handling gave a small break somewhere around 66mph IAS.
Then full flaps. Since the temps were OK, I swiched on the flight
instrument screen and observed 63mph IAS at the mild break.
After the stall series, I noticed that the ground was somewhat closer
than before. John said he thought I dropped a thousand feet during the
series. Could be. We were definitely sinking fast. Hmmmm, a 1226#
Rocket does sink a heckuva lot faster than the 1000# RV-6 I've been
flying.
John and I turned 180 degrees and started back towards Hepler. We were
back up to 150 IAS or so, when I decided that I'd give her an
acceleration check. I gave the black knob a push forward to about 1/2
or maybe 2/3 of full. Things got noisier. My head got pushed back.
John started flying backwards. It was awesome.
John and I began setting up our approach to the airport. Everything was
looking OK, handling was good, etc. I decided that I'd let down for a
practice approach at about 120 IAS. Looking good, feeling rock solid,
probably could have made a nice semi-downwind landing, but this was just
for practice. Or it might be a little tease for the crowd on the
ground.... he, he,he. I pushed the power up and YEEEHAAAA!!! up we
went. The floor of the Evansville airspace is 1700'. John always busts
my chops when I encroach on their turf, so I had to put the nose back
down and be a good boy.
A 270 to the left put me on a proper downwind. I started pulling levers
and setting up for the real landing. Man, rock solid is the only way to
describe how she feels in the pattern. I was getting about 85-90 on the
approach and the LRI (Lift Reserve Indicator) was sliding slowly toward
the red (stall) line. I think I could have crossed my arm and legs and
taken a nap. Rock solid. The crosswind that was making the sock stand
mostly out wasn't even noticable.
As I crossed the threshold, pulled a little more power, and started a
gentle flare, I was still getting that rock solid, smooth power feel.
The wheels brushed the grass just as I gave the stick a healthy tug. I
expected a bounce and then a tailwheel touch, but got a slightly more
nose down attitude instead and no bounce whatsoever. I gave the stick a
BIG tug and got the most perfect wheel landing I have ever seen.
Dang, now I'll be expecting that kind of landing everytime!
As I taxied back to the waiting crowd, I noticed for the first time that
I was fairly drenched in sweat. Hmmmm, and it was only 70 degrees out.
I pulled up onto the concrete pad next to the hangar. I could tell that
my wife was greatly relieved. Me too. Then we took some photos and
popped some cold beers! Woo hoo!!!
I post some pictures on my website Monday.
I do have some comments about the EIS/EFIS combo. They really seem to
work very well, but they have their quirks. One reason that I wasn't
able to monitor the airspeed, altitude, etc as much as I wanted was
because the "Cruise oil pressure" warning was set too high and the EIS
would not leave that display page. That meant that I had to monitor the
engine parameters on the EFIS screen. Yeah, I know that the EIS and
EFIS are supposed to do that for you... but I wanted to see the data
with my own eyes.
Since the EIS was effectively locked on one page, it was actually
somewhat of a distraction. These bugs can be ironed out. It behooves
anyone using this system to really get the darned thing setup BEFORE
flight.
I also got a "Fuel flow too high" on the EFIS each time I put the noise
lever forward. Hmmmm, need to reset that number to a higher value.
So, first flight a success!!! I can't wait to see how fast she'll go
with full throttle... I never had more than about half throttle on this
flight... no kidding! Hmmmm, and it was showing 220 mph IAS at that!
Once again.... WOOOO HOOOOO!!!!
Many Thanks to John Crabtree, Les, Tom, Harry, Fred, Mark, John.... man
I could name a hundred guys but mostly Thanks go to my ever patient
wife, Tammy.
Vince Frazier
3965 Caborn Road
Mount Vernon, IN 47620
812-464-1839 work
812-985-7309 home
F-1H Rocket, N540VF
http://www.usi.edu/science/chemistry/vfrazier/page1.html
==
==
==
==
________________________________________________________________________________
| From: | Jeff Point <jpoint(at)mindspring.com> |
| Subject: | Re: Crazy Horse Flies! |
Congratulations Vince!
One observation about your EIS problems, regarding the fuel flow. What
is the flowscan calibration setting? I started with the recommended
200, which was way to high. I am still tweaking it, but around 170
seems to be a better setting, meaning my flow readings were around 15%
high to begin with. Just something to look at.
Jeff Point
Milwaukee WI
RV-6 and future HRII (someday...)
>
>
________________________________________________________________________________
| From: | "George Steube" <at6c(at)bellsouth.net> |
| Subject: | Crazy Horse Flies! |
Vince,
Congratulations on your first flight. I have a couple of question about
your EFIS setup. Do you have the dual GRT EFIS and engine monitor? If not
whose engine monitor do you have? I look forward to hearing your evaluation
of the EFIS setup.
George
-----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: Crazy Horse Flies!
No, not crazy horse flies that you find in a barn yard, not even Crazy
Horse the notable P-51.... I'm talking about MY Crazy Horse Rocket. It
flies! (Well, it's not quite a Mustang... but it's as close as I'll get
unless I hit the lottery!)
About 6 weeks ago I realized that I was 99% done with the plane. I
began an insane schedule and long hours of work to finish up that last
1%.
Assuming that the plane was 99% complete 6 weeks ago, multiply the time
I've spent since then by a factor of 100 to estimate the amount of time
the other 99% took exactly 1.22 gadzillion hours. Hmmmm, simple
math. Who knew these things took so long?
BTW,I started this project in 1999. The website soon followed. Hoards
of adoring fans came next (I wish). Soon, I had people calling me for
advice (What were they thinking???!). But now.... I've finally flown
one!!! Now, I can pretend to be an expert and have real BS to back it
up! ;-)
My stupendous friend and fellow RV repeat offender, John Crabtree, has
been helping all along. We had put 0.6 hours on the engine previously
while calibrating the GRT EFIS (very nice BTW) and EIS. We had a few
things to fix. One was an oil leak at the vernatherm base gasket which
just needed to be tightened a bit more. The other was to remove the two
washers that I added to the oil pressure relief spring. I had wanted to
make sure that the newly overhauled engine had plenty of oil
pressure.... it did! 110psi at 1200 rpm. We all agreed that was
probably a bit too high so out came the washers and the relief valve had
the same number of washers that it had prior to the overhaul: none.
Ahh, I digress, here's the flight report:
John and I did the final checks this afternoon. Then we did a full power
run-up for one minute. The CHTs went up. Up to 405 on the highest
cylinder. Not good, but not too bad. Oil temp took much longer to come
up and didn't really get warm until after the flight began.
After the run-up, I had settled down a bit and decided to do one last
quick taxi, brake check, watch the temps for any upward trend, etc. The
temps had dropped a bit and there was a small crowd gathered around,
including my wife.
I wasn't paying any attention to them. None whatsoever. John was
ready in his RV-6 chaseplane. Grant, Bud, and Gene were manning the
rescue vehicle. Tammy (my wife) and Margie (John's wife) were doing
whatever women do. I don't know. Like I said, I was busy.
I lined up on Hepler's 2400' turf runway 27 and started easing the black
knob forward. Everything sounded good, strong, smooth acceleration....
hmmmm, I wonder what would happen if I pushed the throttle the remaining
75% of the way???? I'll have to try that in the future because I was
already flying by then. Heck, I wasn't in any huge hurry to find out
whether the torque would cause problems, so a nice smooth takeoff felt
pretty good. I suppose I used 800', maybe more before breaking ground.
It's right about then that the usual thought goes through my head:
"Well, now we're off. I'll worry about coming back down later."
Seeing as I had only used partial throttle to takeoff, I figured I'd
better bump it up a bit. YEEEEEEEEHAAAAAAA!!!! It's like stomping the
gas on my dad's 2002 Corvette. Very smooth, and very powerful. By now
I was passing through 1000' and picking up speed rapidly. I really
don't have a clue as to climb rates, altitudes or speeds, because my
eyes were glued to the EFIS engine page. I was much more concerned
about the temps than the climb rate. Man, I can tell you that the climb
rate and airspeed were just fine and I didn't need a gauge to confirm
it.
The oil temp and pressure were fine, fuel flow and pressure was good,
CHT's were climbing. I dropped the nose a bit more. I was somewhere
around 1500 - 2000' (Who knows? I was busy). The CHT's peaked just
above 400. The highest peaked at about 445... plenty hot, but they came
back down PDQ.
I heard John making his radio calls as he was taking off after I cleared
the area a bit. Our plan was for him to stay on the ground until I was
about a mile out. Our emergency field, Interstate 64, is about 2 miles
from the field, so I was past the point of turning around. BTW, you bet
I'd use that highway if needed! It's lightly travelled and doesn't have
a 20' deep ditch at the end of it like our runway does! The other end
of our runway has a 4' berm just across the road that runs perpedicular
to it. Yikes!
As I levelled off and picked up speed, I started feeling out the
handling and doublechecking the rest of the gauges. Everything was in
the green... although the oil pressure was lower than I wanted to see.
I immediately cursed myself for taking out the washers. I plan to
reinstall one washer tomorrow.
By now, I had time to scroll throught the EFIS screens and see how fast,
how high, etc. I was tooling along at 165mph and John was rapidly
closing the gap. John pulled in close to check for oil leaks, etc.
Not seeing any, he whipped out his trusty digital camera and told me to
just maintain straight and level for a minute. I took a moment to wave
at him, only to see a look of disgust on his face. I knew
immediately.... dead batteries in the digital camera. DOH!
We were over the interstate between Poseyville and the Wabash river,
temps were OK, so I told John it was time to do some stalls. Les
Featherston had warned me that the pitch feel would be quite heavy at
slow speeds. DAMN! He was right. The first power off (well pretty low
power anyway), no flap stall took forever. As I let the speed slowly
bleed off from 90 to 80 to 70... I started thinking "Geez, I'm gonna
pull a muscle in my arm doing this." The pitch feel was that heavy!
Yes, I had the trim all the way nose up! (FWIW, it's an RV-4 tail with
manual trim.) Now, I know why you see Rockets at Oshkosh with huge,
custom trim tabs.
I took my other hand off of the throttle and continued pulling. I don't
recall the IAS at the break, somewhere around 70mph IIRC, but I do know
that there wasn't much of a break, just a lot of turbulence slapping the
stick around.
Temps were still OK, so I pulled on a notch of flaps (manual flaps, my
design, work great, would NOT trade them for electric ever, never, no
way, no how) and tried again. Much the same. A little more aggressive
stick handling gave a small break somewhere around 66mph IAS.
Then full flaps. Since the temps were OK, I swiched on the flight
instrument screen and observed 63mph IAS at the mild break.
After the stall series, I noticed that the ground was somewhat closer
than before. John said he thought I dropped a thousand feet during the
series. Could be. We were definitely sinking fast. Hmmmm, a 1226#
Rocket does sink a heckuva lot faster than the 1000# RV-6 I've been
flying.
John and I turned 180 degrees and started back towards Hepler. We were
back up to 150 IAS or so, when I decided that I'd give her an
acceleration check. I gave the black knob a push forward to about 1/2
or maybe 2/3 of full. Things got noisier. My head got pushed back.
John started flying backwards. It was awesome.
John and I began setting up our approach to the airport. Everything was
looking OK, handling was good, etc. I decided that I'd let down for a
practice approach at about 120 IAS. Looking good, feeling rock solid,
probably could have made a nice semi-downwind landing, but this was just
for practice. Or it might be a little tease for the crowd on the
ground.... he, he,he. I pushed the power up and YEEEHAAAA!!! up we
went. The floor of the Evansville airspace is 1700'. John always busts
my chops when I encroach on their turf, so I had to put the nose back
down and be a good boy.
A 270 to the left put me on a proper downwind. I started pulling levers
and setting up for the real landing. Man, rock solid is the only way to
describe how she feels in the pattern. I was getting about 85-90 on the
approach and the LRI (Lift Reserve Indicator) was sliding slowly toward
the red (stall) line. I think I could have crossed my arm and legs and
taken a nap. Rock solid. The crosswind that was making the sock stand
mostly out wasn't even noticable.
As I crossed the threshold, pulled a little more power, and started a
gentle flare, I was still getting that rock solid, smooth power feel.
The wheels brushed the grass just as I gave the stick a healthy tug. I
expected a bounce and then a tailwheel touch, but got a slightly more
nose down attitude instead and no bounce whatsoever. I gave the stick a
BIG tug and got the most perfect wheel landing I have ever seen.
Dang, now I'll be expecting that kind of landing everytime!
As I taxied back to the waiting crowd, I noticed for the first time that
I was fairly drenched in sweat. Hmmmm, and it was only 70 degrees out.
I pulled up onto the concrete pad next to the hangar. I could tell that
my wife was greatly relieved. Me too. Then we took some photos and
popped some cold beers! Woo hoo!!!
I post some pictures on my website Monday.
I do have some comments about the EIS/EFIS combo. They really seem to
work very well, but they have their quirks. One reason that I wasn't
able to monitor the airspeed, altitude, etc as much as I wanted was
because the "Cruise oil pressure" warning was set too high and the EIS
would not leave that display page. That meant that I had to monitor the
engine parameters on the EFIS screen. Yeah, I know that the EIS and
EFIS are supposed to do that for you... but I wanted to see the data
with my own eyes.
Since the EIS was effectively locked on one page, it was actually
somewhat of a distraction. These bugs can be ironed out. It behooves
anyone using this system to really get the darned thing setup BEFORE
flight.
I also got a "Fuel flow too high" on the EFIS each time I put the noise
lever forward. Hmmmm, need to reset that number to a higher value.
So, first flight a success!!! I can't wait to see how fast she'll go
with full throttle... I never had more than about half throttle on this
flight... no kidding! Hmmmm, and it was showing 220 mph IAS at that!
Once again.... WOOOO HOOOOO!!!!
Many Thanks to John Crabtree, Les, Tom, Harry, Fred, Mark, John.... man
I could name a hundred guys but mostly Thanks go to my ever patient
wife, Tammy.
Vince Frazier
3965 Caborn Road
Mount Vernon, IN 47620
812-464-1839 work
812-985-7309 home
F-1H Rocket, N540VF
http://www.usi.edu/science/chemistry/vfrazier/page1.html
________________________________________________________________________________
| From: | "Wernerworld" <russ(at)wernerworld.com> |
| Subject: | Re: Crazy Horse Flies! |
Congrats Vince! Now the fun really begins! You didn't even tell us how the
thing rolls!
Russ
________________________________________________________________________________
| From: | Morocketman(at)aol.com |
| Subject: | Crazy Horse From LES |
Hey Vince, Congratulations, and job well done. That is one of the most
beautiful HR II's in existance, and you are rightfully proud. Now you can start
the process of trying to fly it one hour for each 853 hours (or approximately
that ratio) you worked on it. The "sweat factor" is O.K. just be sure you
can wear the same pants again after each flight. Fantastic, Les Featherston
HRII N206KT "Airgasm" 112 hrs Do Not Archive!
________________________________________________________________________________
| From: | "Bobby Sather" <sather(at)charter.net> |
| Subject: | Lycoming Engine specs. |
Good morning, Does anyone have an address to the website that shows all the IO540
Lycoming engines with specs. Dog gone computer lost my information and my
memory is shot. The list I had actually covered all lycomings from the beginning.
I am trying to find out the complete specs on the IO540-G1D5
Thanks
Bobby
________________________________________________________________________________
| From: | "Dan Checkoway" <dan(at)rvproject.com> |
| Subject: | Re: Lycoming Engine specs. |
Here's are the TCDSs:
http://www.rvproject.com/tcds/
(they're also somewhere on the FAA's site...I forget where)
)_( Dan
RV-7 N714D
http://www.rvproject.com
----- Original Message -----
From: "Bobby Sather" <sather(at)charter.net>
Subject: Rocket-List: Lycoming Engine specs.
>
> Good morning, Does anyone have an address to the website that shows all
the IO540 Lycoming engines with specs. Dog gone computer lost my
information and my memory is shot. The list I had actually covered all
lycomings from the beginning. I am trying to find out the complete specs on
the IO540-G1D5
> Thanks
> Bobby
>
>
________________________________________________________________________________
| Subject: | RE:Crazy Horse Flies! |
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
From: Jeff Point <jpoint(at)mindspring.com>
Subject: Re: Rocket-List: Crazy Horse Flies!
Congratulations Vince!
One observation about your EIS problems, regarding the fuel flow. What
is the flowscan calibration setting? I started with the recommended
200, which was way to high. I am still tweaking it, but around 170
seems to be a better setting, meaning my flow readings were around 15%
high to begin with. Just something to look at.
Jeff Point
Milwaukee WI
RV-6 and future HRII (someday...)
Thanks Jeff, I'll be checking that as we burn off the gas.
Vince
________________________________ Message 3
_____________________________________
From: "George Steube" <at6c(at)bellsouth.net>
Subject: RE: Rocket-List: Crazy Horse Flies!
Vince,
Congratulations on your first flight. I have a couple of question about
your EFIS setup. Do you have the dual GRT EFIS and engine monitor? If
not
whose engine monitor do you have? I look forward to hearing your
evaluation
of the EFIS setup.
George
Dual EFIS screens, no, can't afford that nor have enough panel space. I
have the GRT EIS engine monitor which feeds the GRT EFIS MFD. The MFD
(multifunction display) couples to the AHRS for flight data and the GPS
for nav data (for those who aren't familiar with it).
You can display just about anything you want to see in any combination
that you like.... but it's still not enough when you're trying to look
at EVERYTHING at once!!!
The problems I was having were caused by having a few of the
programmable engine parameters set too low. Gave too many false
warnings.
The units are very nice. I haven't used any one else's, but the GRT
seems to be a pretty good bang for the buck.
Vince
________________________________________________________________________________
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
Hey guys,
Thanks for the kind words. Russ, I'll let you know about how it rolls,
but first I've got a few bugs to stomp.
What do you know about low (50psi) oil pressure at cruise. Plenty high
at startup (100psi)?
oil temp at cruise is 200, pres 50 psi, CHTs around 400, rpm about 2200
to 2400. Everything else seems OK. Oh yeah, Phillips 20w-50 mineral
oil. OAT 70F.
Sacremento SkyRanch has some info on their website that says that the cs
and fixed pitch engines use a different oil pressure relief spring.
Mine was a fixed pitch engine converted to CS.
They also talk about the possibility of a plug being left out of the
side of the oil pump. Yikes. I don't think that is likely, but ????
Any comments welcome.
Vince
________________________________________________________________________________
| From: | Jones15183(at)aol.com |
| Subject: | Re: RE: Crazy Horse |
Vince, I think that you might see a 20 psi increase in oil pressure by using
a straight grade mineral oil, such as Aeroshell w-100 ( 50 wt. ) or W-80 which
is 40 wt oil. Don't know what your climate is going to be for the winter but
I would'nt recommend a multi visc oil for break in. Didn't know they made a
multi visc. in mineral oil.?? I think 50 PSI is too low for cruise conditions.
I'll bet your idle oil pressure ois also very low. billy 026
________________________________________________________________________________
| From: | "Bill and Janet Asbell" <cottonwood(at)charter.net> |
| Subject: | Re: RE: Crazy Horse |
Vince -- I AGREE 100% you will see the oil temp drop about 20 d and the
press increase as Billy sez.Mineral oil is the ONLY thing for break-in.I
would highly recomend AERO-SHELL 80 for our climate now.Let engine warm up
till ya have at least 100F showing on the oil temp,then do your engine
run-up,less than that you chance you stand a good chance of galling the cam.
I think Lyc recomends 140 on the oil temp fer T.O. to prevent this.If ya
have any ?????? ya got my ph # ,Bubba
Bill helper #32
----- Original Message -----
From: <Jones15183(at)aol.com>
Subject: Re: Rocket-List: RE: Crazy Horse
>
> Vince, I think that you might see a 20 psi increase in oil pressure by
using
> a straight grade mineral oil, such as Aeroshell w-100 ( 50 wt. ) or W-80
which
> is 40 wt oil. Don't know what your climate is going to be for the winter
but
> I would'nt recommend a multi visc oil for break in. Didn't know they made
a
> multi visc. in mineral oil.?? I think 50 PSI is too low for cruise
conditions.
> I'll bet your idle oil pressure ois also very low. billy 026
>
>
________________________________________________________________________________
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
-----Original Message-----
Vince, I think that you might see a 20 psi increase in oil pressure by
using a straight grade mineral oil, such as Aeroshell w-100 ( 50 wt. )
or W-80 which
is 40 wt oil. Don't know what your climate is going to be for the winter
but I would'nt recommend a multi visc oil for break in. Didn't know they
made a multi visc. in mineral oil.?? I think 50 PSI is too low for
cruise conditions.
I'll bet your idle oil pressure ois also very low. billy 026
Billy and others,
Thanks for the advice and comments. I think I've got a handle on it
now.
I had checked the guage against a known guage and even checked the
ground connection at the sender. No problems there.
The Sacramento Sky Ranch website and the Lycoming tech rep tell me that
Lyc. makes 4 different pressure relief springs. Different lengths and
wire diameters for CS or fixed pitch applications.
Lyc. tells me that we CS 540's need the white one, p/n LW 11713. It
will be here today. Lyc says that adding washers will help, but it's
better to simply get the proper spring.
I'll let you know how it works out.
It would be nice if Lyc. could put more useful info like this in their
OH manuals!!! There isn't one freaking word in the OH manual about how
to set the oil pressure. The parts manual lists the 4 different
springs.... but it also is silent on how to determine which one to use.
I guess you're just supposed to know it. WTF? Well, at least Lyc. has
a tech support number, 1-800-258-3279.
Thanks for the info! I think I'm on to it now. I'm also looking for
some Aeroshell straight wt mineral oil to replace the other.
Vince
________________________________________________________________________________
| From: | "923te" <923te(at)cox.net> |
| Subject: | Re: oil pressure |
Hi Vince,
Looks like you have probably found the source of your low oil psi. Good
news.
I have my ECI "Break-In Instructions" manual before me and wanted to give
you all a quote from it concerning break in oils:
"Phillips SAE 20W-50 multiviscosity oil provides quick lubrication for
improved start-up with the SAE 20W low temperature viscosity. All multi
grade oils lubricate three times faster than straight weight, yet its full
bodied SAE 50 viscosity will completley protect the engine at high
temperatures and operational loads. The ashless dispersant (AD) in this oil
keeps your engine's lubrication system free from oil related contaminants.
The dispersant additive further enhances the system by suspending
contaminants and operational wear metals in solution rather than allowing
them to settle to the bottom of your crankcase forming harmful engine
sludge. Finally this 100% mineral product will enhance the mating of all the
parts invovled in systems requiring operational wear-in."
I purchased this oil for breaking in my engine.
Your Fellow Aviation Enthhusiast,
Ned
----- Original Message -----
From: "Frazier, Vincent A" <VFrazier(at)usi.edu>
Subject: Rocket-List: oil pressure
>
>
> -----Original Message-----
> Vince, I think that you might see a 20 psi increase in oil pressure by
> using a straight grade mineral oil, such as Aeroshell w-100 ( 50 wt. )
> or W-80 which
>
> is 40 wt oil. Don't know what your climate is going to be for the winter
> but I would'nt recommend a multi visc oil for break in. Didn't know they
> made a multi visc. in mineral oil.?? I think 50 PSI is too low for
> cruise conditions.
>
> I'll bet your idle oil pressure ois also very low. billy 026
>
>
> Billy and others,
>
> Thanks for the advice and comments. I think I've got a handle on it
> now.
>
> I had checked the guage against a known guage and even checked the
> ground connection at the sender. No problems there.
>
> The Sacramento Sky Ranch website and the Lycoming tech rep tell me that
> Lyc. makes 4 different pressure relief springs. Different lengths and
> wire diameters for CS or fixed pitch applications.
>
> Lyc. tells me that we CS 540's need the white one, p/n LW 11713. It
> will be here today. Lyc says that adding washers will help, but it's
> better to simply get the proper spring.
>
> I'll let you know how it works out.
>
> It would be nice if Lyc. could put more useful info like this in their
> OH manuals!!! There isn't one freaking word in the OH manual about how
> to set the oil pressure. The parts manual lists the 4 different
> springs.... but it also is silent on how to determine which one to use.
>
> I guess you're just supposed to know it. WTF? Well, at least Lyc. has
> a tech support number, 1-800-258-3279.
>
> Thanks for the info! I think I'm on to it now. I'm also looking for
> some Aeroshell straight wt mineral oil to replace the other.
>
> Vince
>
>
________________________________________________________________________________
| From: | FlyinJon(at)aol.com |
| Subject: | Re: Crazy Horse Flies! |
Cogratulations Vince, Mine is ready SN#129, The FAA will be here Wed the
20th, so first flight soon after. John Lauer
________________________________________________________________________________
| From: | "blairclan" <blairclan(at)bigpond.com> |
| Subject: | Capacative Fuel senders. |
I seem to remember some talk on this recently but can't find the answer
yet!
I'm putting Vans capacitive senders in the large HR2 tanks.
Can anyone advise which ribs they should go on , does it matter?
Thanks
Tony Blair
________________________________________________________________________________
| From: | "Larry James" <larry(at)ncproto.com> |
| Subject: | engine control cables |
Can anyone tell me the brand, style, length, and where to buy the three
control cables for the motor (throttle, prop, and mixture) ??? The only
place I've seen these cables penetrate the firewall is on the left; outboard
of the vertical aluminum angle connecting the motor mount brkts just inside
of the skin. What is the vertical placement ?? Are there other / better
places to penetrate ??
thanks,
Larry E. James
Bellevue, WA HR2 fuselage
________________________________________________________________________________
| From: | "Dan Checkoway" <dan(at)rvproject.com> |
| Subject: | Re: engine control cables |
I bought my custom cables from Van's, but next time I'll probably order 'em
from http://www.cablecraft.com. I've been told they can build you custom
cables with custom throws -- the ones I have from Van's have limited throws.
Hope this helps,
)_( Dan
RV-7 N714D
http://www.rvproject.com
----- Original Message -----
From: "Larry James" <larry(at)ncproto.com>
Subject: Rocket-List: engine control cables
>
> Can anyone tell me the brand, style, length, and where to buy the three
> control cables for the motor (throttle, prop, and mixture) ??? The only
> place I've seen these cables penetrate the firewall is on the left;
outboard
> of the vertical aluminum angle connecting the motor mount brkts just
inside
> of the skin. What is the vertical placement ?? Are there other / better
> places to penetrate ??
> thanks,
> Larry E. James
> Bellevue, WA HR2 fuselage
>
>
________________________________________________________________________________
| From: | Hr2pilot(at)aol.com |
| Subject: | Re: engine control cables |
I used the ACS A920 cables Mix 60"
Thro 60"
prop 66"
________________________________________________________________________________
| From: | "Loren Harmon" <landsharmon(at)tc3net.com> |
| Subject: | engine control cables |
I bought mine from Mark. He had them in stock.
Loren Harmon
F1 s/n 76
Can anyone tell me the brand, style, length, and where to buy the three
control cables for the motor (throttle, prop, and mixture) ??? The only
place I've seen these cables penetrate the firewall is on the left;
outboard
of the vertical aluminum angle connecting the motor mount brkts just
inside
of the skin. What is the vertical placement ?? Are there other /
better
places to penetrate ??
thanks,
Larry E. James
Bellevue, WA HR2 fuselage
==
==
==
==
________________________________________________________________________________
| Subject: | engine control cables |
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
From: "Larry James" <larry(at)ncproto.com>
Subject: Rocket-List: engine control cables
Can anyone tell me the brand, style, length, and where to buy the three
control cables for the motor (throttle, prop, and mixture) ??? The only
place I've seen these cables penetrate the firewall is on the left;
outboard of the vertical aluminum angle connecting the motor mount brkts
just inside of the skin. What is the vertical placement ?? Are there
other / better places to penetrate ??
thanks,
Larry E. James
Bellevue, WA HR2 fuselage***********
Larry,
I used the ACS A-920 cables. I think I used a 60", 63" and a 66"
Regardless of what everyone else uses, you need to measure for yourself!
Your routing might be different than ours.
http://www.usi.edu/science/chemistry/vfrazier/Engine%20and%20Prop.htm
several decent pictures on here if you haven't browsed this page yet.
Vince
________________________________________________________________________________
| From: | "Wernerworld" <russ(at)wernerworld.com> |
| Subject: | Re: engine control cables |
Larry,
I also used the ones from Spruce, except I think I got the prop cable from
Mark. Prop is 66" and the others are 60". I also used a couple of the
little devices that Spruce sells that extend the cable an inch or two. I
modified those to get exactly what I needed on the mixture and the throttle.
The prop cable was fitted at it's actual length.
One thing to watch (I didn't) is that if you want to route your cowl hinge
pins through the firewall, make sure you don't run a cable through a point
directly aft of the hinge eyes.
I will also email you direct a photo of a bracket for the prop cable that
works perfectly and a photo of my cable routing.
Russ
Rocket 99
________________________________________________________________________________
| From: | "Chris Fordham" <consult(at)island.net> |
| Subject: | Capacitance fuel senders |
Hi Tony
I made the same inquiry here a couple of weeks ago, without much response.
I asked the same question on the aeroeletric list this morning and will
keep you posted if I find out anything,
Chris
________________________________________________________________________________
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
OK, it's Friday night and I know that most of you had planned to sit
around all evening, drinking beer, scratching, burping, clicking through
the channels and generally just annoying the wife, the dog, and the
kids.
Well, here's your chance to take the wife to a movie instead, and it
won't cost anything. AND it has a Rocket in the starring role.
By now, you're probably salivating all over yourself, so here's the
deal: Click on the URL then click on the Mpeg files listed just under
the red and yellow checkerboard.
http://www.usi.edu/science/chemistry/vfrazier/page1.html
or just click on these
http://www.usi.edu/science/chemistry/vfrazier/Rocket%20loading%20and%20m
ove.wmv 8 meg
http://www.usi.edu/science/chemistry/vfrazier/Rocket%20flying%2010-8-04.
wmv 21 meg
BTW, the files are huge. Dial-up internet surfers probably don't need
to bother... sorry.
Oh yeah, one more thing... I never said that they were GOOD movies, but
I'm certain that they are much better and more truthful than anything
Michael Moore ever produced.
Enjoy,
Vince
________________________________________________________________________________
| From: | "jrstone" <jrstone(at)insightbb.com> |
| Subject: | Re: Rocket movies |
Vince,
Good flicks, better than the porn I was going to watch.
Jim,
Baffles, and oil cooler
----- Original Message -----
From: "Frazier, Vincent A" <VFrazier(at)usi.edu>
Subject: Rocket-List: Rocket movies
>
>
> OK, it's Friday night and I know that most of you had planned to sit
> around all evening, drinking beer, scratching, burping, clicking through
> the channels and generally just annoying the wife, the dog, and the
> kids.
>
> Well, here's your chance to take the wife to a movie instead, and it
> won't cost anything. AND it has a Rocket in the starring role.
>
> By now, you're probably salivating all over yourself, so here's the
> deal: Click on the URL then click on the Mpeg files listed just under
> the red and yellow checkerboard.
>
> http://www.usi.edu/science/chemistry/vfrazier/page1.html
>
> or just click on these
>
> http://www.usi.edu/science/chemistry/vfrazier/Rocket%20loading%20and%20m
> ove.wmv 8 meg
>
> http://www.usi.edu/science/chemistry/vfrazier/Rocket%20flying%2010-8-04.
> wmv 21 meg
>
> BTW, the files are huge. Dial-up internet surfers probably don't need
> to bother... sorry.
>
> Oh yeah, one more thing... I never said that they were GOOD movies, but
> I'm certain that they are much better and more truthful than anything
> Michael Moore ever produced.
>
> Enjoy,
>
> Vince
>
>
>
________________________________________________________________________________
| From: | "Fred Weaver" <Mytyweav(at)earthlink.net> |
For those that are building...... You might want to take a look at
this.....
http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&category=26436&item=2495336511&rd=1
Brand new Vision System..... Price is Myty Fine....
Weav
________________________________________________________________________________
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
> Guys,
>
> Adding a 50# sand bag to the back seat sure improves the manners of
> the plane by lightening the pitch forces. No, I'm not saying that
> anything is wrong, just that the optimal stick feel is at a CG a
> little farther aft than when I'm in the thing alone.
>
> I have seen a few Rockets with batteries moved nearly to the tail.
> Geez, I hate to carry extra weight and I don't really want to cut a
> battery access hole in the side of the plane. What to do?
>
> Anybody have any convenient way to carry some extra weight when
> there's nobody's butt in the back seat? I was considering a couple
> gallons jugs of water in the baggage compartment.... then just empty
> the water when I have a passenger. Passengers are still down the
> road a ways, but this is what is pressing on my mind today.
>
> FWIW, I have a smaller than usual battery mounted in the usual spot.
> Mark has pointed out that a normal sized battery might be the best.
> Hmmmm, I'll be danged if he wasn't correct. Nonetheless, I still hate
> to carry excess weight.
>
> BTW, I reported previously about using 3M paint protection film in
> scratch-prone areas, like around the cowl/firewall seam. Since then I
> have added it to the front of the tailwheel, top of the flaps beneath
> the wing skin, under the rear edge of the flopper canopy, and a few
> other places. It works GREAT! I think I'll just cover the entire
> plane with it.
>
> Vince Frazier
> 3965 Caborn Road
> Mount Vernon, IN 47620
> 812-464-1839 work
> 812-985-7309 home
> F-1H Rocket, N540VF
> http://www.usi.edu/science/chemistry/vfrazier/page1.html
>
> BTW... Jim and Phil's Rockets aren't flying yet.... so I can still
> tease them a bit.
>
>
________________________________________________________________________________
| From: | "Ron C" <ronc(at)metropolisdesign.com> |
I carry a backpack toolbag with about 10-15 lbs of tools and supplies in
it in the back seat to help w/ the balance.
Ron Carter
----------------------------------------------------
This mailbox protected from junk email by MailFrontier Desktop
from MailFrontier, Inc. http://info.mailfrontier.com
-----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: carrying weight
-->
> Guys,
>
> Adding a 50# sand bag to the back seat sure improves the manners of
> the plane by lightening the pitch forces. No, I'm not saying that
> anything is wrong, just that the optimal stick feel is at a CG a
> little farther aft than when I'm in the thing alone.
>
> I have seen a few Rockets with batteries moved nearly to the tail.
> Geez, I hate to carry extra weight and I don't really want to cut a
> battery access hole in the side of the plane. What to do?
>
> Anybody have any convenient way to carry some extra weight when
> there's nobody's butt in the back seat? I was considering a couple
> gallons jugs of water in the baggage compartment.... then just empty
> the water when I have a passenger. Passengers are still down the
> road a ways, but this is what is pressing on my mind today.
>
> FWIW, I have a smaller than usual battery mounted in the usual spot.
> Mark has pointed out that a normal sized battery might be the best.
> Hmmmm, I'll be danged if he wasn't correct. Nonetheless, I still hate
> to carry excess weight.
>
> BTW, I reported previously about using 3M paint protection film in
> scratch-prone areas, like around the cowl/firewall seam. Since then I
> have added it to the front of the tailwheel, top of the flaps beneath
> the wing skin, under the rear edge of the flopper canopy, and a few
> other places. It works GREAT! I think I'll just cover the entire
> plane with it.
>
> Vince Frazier
> 3965 Caborn Road
> Mount Vernon, IN 47620
> 812-464-1839 work
> 812-985-7309 home
> F-1H Rocket, N540VF
> http://www.usi.edu/science/chemistry/vfrazier/page1.html
>
> BTW... Jim and Phil's Rockets aren't flying yet.... so I can still
> tease them a bit.
>
>
==
direct advertising on the Matronics Forums.
==
==
==
________________________________________________________________________________
| From: | "Fred Weaver" <Mytyweav(at)earthlink.net> |
| Subject: | Re: carrying weight |
Vince.... As I recall, your Tailwheel weight was somewhere near 46 pounds?
That is twice as much as you need.. When is it that you feel the stick
forces are out of line? Are you trying to 3 point the landings? Remember,
when you add a passenger, you have over 220 pounds with your tailwheel
weight to add to the back seat and baggage area while still remaining within
limits. That value varies with your actual tailwheel weight.....I couldn't
remember. Anyway, others haul plenty of golf clubs and other goodies/oil
and tools when they fly alone.
So.......Get over it.. Fly the airplane.... It feels the way it
does....and that isn't bad at all. Right? Hahahhahahhaa....
Weav
----- Original Message -----
From: "Frazier, Vincent A" <VFrazier(at)usi.edu>
Subject: Rocket-List: carrying weight
>
> > Guys,
> >
> > Adding a 50# sand bag to the back seat sure improves the manners of
> > the plane by lightening the pitch forces. No, I'm not saying that
> > anything is wrong, just that the optimal stick feel is at a CG a
> > little farther aft than when I'm in the thing alone.
> >
> > I have seen a few Rockets with batteries moved nearly to the tail.
> > Geez, I hate to carry extra weight and I don't really want to cut a
> > battery access hole in the side of the plane. What to do?
> >
> > Anybody have any convenient way to carry some extra weight when
> > there's nobody's butt in the back seat? I was considering a couple
> > gallons jugs of water in the baggage compartment.... then just empty
> > the water when I have a passenger. Passengers are still down the
> > road a ways, but this is what is pressing on my mind today.
> >
> > FWIW, I have a smaller than usual battery mounted in the usual spot.
> > Mark has pointed out that a normal sized battery might be the best.
> > Hmmmm, I'll be danged if he wasn't correct. Nonetheless, I still hate
> > to carry excess weight.
> >
> > BTW, I reported previously about using 3M paint protection film in
> > scratch-prone areas, like around the cowl/firewall seam. Since then I
> > have added it to the front of the tailwheel, top of the flaps beneath
> > the wing skin, under the rear edge of the flopper canopy, and a few
> > other places. It works GREAT! I think I'll just cover the entire
> > plane with it.
> >
> > Vince Frazier
> > 3965 Caborn Road
> > Mount Vernon, IN 47620
> > 812-464-1839 work
> > 812-985-7309 home
> > F-1H Rocket, N540VF
> > http://www.usi.edu/science/chemistry/vfrazier/page1.html
> >
> > BTW... Jim and Phil's Rockets aren't flying yet.... so I can still
> > tease them a bit.
> >
> >
>
>
________________________________________________________________________________
| Subject: | Re: carrying weight |
Hi Vince,
You could take 12 pounds off of the nose of the Rocket.
Jim Ayers
Less Drag Products, Inc. - An MT Propeller Distributor. :-)
In a message dated 10/18/2004 2:31:05 PM Pacific Daylight Time,
VFrazier(at)usi.edu writes:
--> Rocket-List message posted by: "Frazier, Vincent A"
> Guys,
>
> Adding a 50# sand bag to the back seat sure improves the manners of
> the plane by lightening the pitch forces. No, I'm not saying that
> anything is wrong, just that the optimal stick feel is at a CG a
> little farther aft than when I'm in the thing alone.
>
> I have seen a few Rockets with batteries moved nearly to the tail.
> Geez, I hate to carry extra weight and I don't really want to cut a
> battery access hole in the side of the plane. What to do?
>
> Anybody have any convenient way to carry some extra weight when
> there's nobody's butt in the back seat? I was considering a couple
> gallons jugs of water in the baggage compartment.... then just empty
> the water when I have a passenger. Passengers are still down the
> road a ways, but this is what is pressing on my mind today.
>
> FWIW, I have a smaller than usual battery mounted in the usual spot.
> Mark has pointed out that a normal sized battery might be the best.
> Hmmmm, I'll be danged if he wasn't correct. Nonetheless, I still hate
> to carry excess weight.
>
> BTW, I reported previously about using 3M paint protection film in
> scratch-prone areas, like around the cowl/firewall seam. Since then I
> have added it to the front of the tailwheel, top of the flaps beneath
> the wing skin, under the rear edge of the flopper canopy, and a few
> other places. It works GREAT! I think I'll just cover the entire
> plane with it.
>
> Vince Frazier
> 3965 Caborn Road
> Mount Vernon, IN 47620
> 812-464-1839 work
> 812-985-7309 home
> F-1H Rocket, N540VF
> http://www.usi.edu/science/chemistry/vfrazier/page1.html
>
> BTW... Jim and Phil's Rockets aren't flying yet.... so I can still
> tease them a bit.
________________________________________________________________________________
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
Fred,
Oh, I'm not complaining, just trying to optimize a great ride! Sorta
like telling Cindy Crawford to put a little makeup on first to optimize
the ride. It would still be great either way. ;-)
The stick is very heavy at low speeds. My trim tab isn't big enough to
take all of the weight off the stick unless I have some weight in the
back.
At anything above flap speeds the stick force is fine, but still very
firm. Nothing wrong with that at all.
It does wheel land nicely. I did a fair, but a little bouncy full stall
on my last landing just to give it a try.
Jim Ayers said to take 12 pounds off the nose... but I like my starter.
Maybe he meant that I should remove the alternator? Geez, I can't
figure it out.... nyuck, nyuck, nyuck! ;-) Maybe, just drain all of
the oil or fly without the cowling.....
Vince
-->
Vince.... As I recall, your Tailwheel weight was somewhere near 46
pounds?
That is twice as much as you need.. When is it that you feel the stick
forces are out of line? Are you trying to 3 point the landings?
Remember, when you add a passenger, you have over 220 pounds with your
tailwheel weight to add to the back seat and baggage area while still
remaining within limits. That value varies with your actual tailwheel
weight.....I couldn't remember. Anyway, others haul plenty of golf
clubs and other goodies/oil and tools when they fly alone.
So.......Get over it.. Fly the airplane.... It feels the way it
does....and that isn't bad at all. Right? Hahahhahahhaa....
Weav
________________________________________________________________________________
| From: | Jones15183(at)aol.com |
| Subject: | Re: Rocket weights |
Vince, you might try adjusting the trim so that you have more up than down on
the elevator trim. You need about 2 times more up on the evev. trim tab than
down trim. Try re-adjusting the tab, maybe this will helo. I can adjust my
elev. trim so that with no power very little pressure is on the stick...
billy 026
________________________________________________________________________________
DomainKey-Signature: a=rsa-sha1; c=nofws;
s=beta; d=gmail.com;
b=edR6CyiZJ1DMRRhnubJhtFVYot7PaK/q8VVeoxwxuuRwAfmQy6SflnfGxYm5Y5TlyoFsFtZrFJ+zvB9JQe2ZJ71MZz5iNAEd3JnS3mUi6etmvb8g+IO6PURJMWrzvtmOp2NmQ3z7SekarT/wCw+EY6X8I4K/EiFh0UQvxkmStTs
| From: | Bob J <rocketbob(at)gmail.com> |
I just want to make a short plug for Todd Silver, dba Todd's Canopies.
He worked very hard to make a custom canopy for me to fit a flopper
frame for my F1. I am very happy with his work. If you're looking
for a blown canopy for a HR2, F1, or RV you will be hard pressed to
find a price better than his, which is $400+shipping. The optical
quality of his canopies is pretty darn good. His website is
www.toddscanopies.com.
Regards,
Bob Japundza
RV-6 flying F1 #80
________________________________________________________________________________
| Subject: | RE:Todd's Canopies |
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
I just want to make a short plug for Todd Silver, dba Todd's Canopies.
He worked very hard to make a custom canopy for me to fit a flopper
frame for my F1. I am very happy with his work. If you're looking for
a blown canopy for a HR2, F1, or RV you will be hard pressed to find a
price better than his, which is $400+shipping. The optical quality of
his canopies is pretty darn good. His website is www.toddscanopies.com.
Regards,
Bob Japundza
RV-6 flying F1 #80***********
I second Bob's comments. Todd made the flopper bubble for mine and it
is excellent... exactly what I wanted.
What Bob didn't mention is that Todd will make you whatever you want.
So if you need a tweaked canopy, Todd is the man.
He should be able to make damned near any kind of Rocket flopper bubble
you could possibly want. He made a "stock" bubble for me, then a much
larger one since changed my mind and wanted to expand the headroom
everywhere, then he made at least two for Bob.
Vince
________________________________________________________________________________
| From: | "lui" <8418signco(at)ev1.net> |
I considering switching my present propeller configuration to a counter
weighted set up.
To do that I would have to change my governor, but more important, sell my
3-blade Hartzell prop HC-F3YR-1ARF7693DF1 & composite spinner & plate. The
prop is new, never used, still in the plastics, and the spinner as well.
The color is silver.
If anyone is interested, please check with me. It is ready, no waiting
time, for $8,500 + shipp.
Later,
Luis E.
Austin, TX
From the Hartzell's Web site:
Propeller Model & Components: Propeller HC-F3YR-1ARF/F7693DF
Spinner C-3535-1(P)
Governor V-3-7 (Narrow deck-IO-540)
Governor V-3-3 (Wide deck-IO-540)
Features:
SPECIALLY DESIGNED HIGH EFFICIENCY AIRFOILS OPTIMIZED TO ENCHANCE CLIMB AND
CRUISE PERFORMANCE OF THE F1 ROCKET.
Compact Series Propeller
Aluminium Hub/Aluminium Blade Construction
Constant-Speed
Non-Feathering
Specifications:
78" DIAMETER 3-BLADE PROPELLER
74 LBS. APPROX
6 YEAR 2400 HOUR TBO
Restrictions:
There are no restrictions on this propeller model.
________________________________________________________________________________
| From: | Hr2pilot(at)aol.com |
Congradulations to John Lauer # 102 to fly his Harmon Rocket II
________________________________________________________________________________
| From: | "Dan Checkoway" <dan(at)rvproject.com> |
| Subject: | Weight & balance database |
http://www.rvproject.com/wab/
I figure the Rocket list might want to know about this as well -- thanks to
Tom Gummo for rattling my brain and reminding me that there are other
aircraft than stock RVs... 8-)
It's a database of weight & balance info. You can add your own data to the
database, then run pre-defined sample & any custom loading scenarios.
Accessible by web from anywhere (i.e. computer at some random FBO).
Customize it with "dynamic stations" for stuff like wingtip lockers, bomb
bay, etc.
Enjoy,
)_( Dan
RV-7 N714D
http://www.rvproject.com
________________________________________________________________________________
| Subject: | Re: eyeball vents |
I just goat an email from Harmon saying that they don't carry the nice
eyeball vents any longer. Somone occasionally pops up on the list hawking some
nicer vents. Can anyone tell me who that is?
Thanks
Cal B
________________________________________________________________________________
| From: | "Loren Harmon" <landsharmon(at)tc3net.com> |
| Subject: | Re: eyeball vents |
Go to airkitllc.com. Expensive, but very nice.
Loren Harmon
s/n 76
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of CalBru(at)aol.com
Subject: Re: Rocket-List: Re: eyeball vents
I just goat an email from Harmon saying that they don't carry the nice
eyeball vents any longer. Somone occasionally pops up on the list hawking
some
nicer vents. Can anyone tell me who that is?
Thanks
Cal B
________________________________________________________________________________
| Subject: | Re: Weight & balance database |
Hi All,
Maybe I missed something. What's a "stock RV"? :-)
Jim Ayers
In a message dated 10/25/2004 9:46:10 PM Pacific Daylight Time,
dan(at)rvproject.com writes:
--> Rocket-List message posted by: "Dan Checkoway"
http://www.rvproject.com/wab/
I figure the Rocket list might want to know about this as well -- thanks to
Tom Gummo for rattling my brain and reminding me that there are other
aircraft than stock RVs... 8-)
(Stuff Cut)
Enjoy,
)_( Dan
RV-7 N714D
http://www.rvproject.com
________________________________________________________________________________
| Subject: | Re: eyeball vents |
I bought a pair of the AL vents from B&B for $65 each at Sun-N-fun. They said they
had bought out some surplus stock and had hundreds of them.
--
Danny Melnik
F1 #25
Melbourne (FL) Rocket Factory
________________________________________________________________________________
| Subject: | Re: eyeball vents |
| From: | "Nuffer, Chuck" <CNuffer(at)it21.com> |
B&B Aircraft Supplies
913) 884-5930
P.O. Box 37
202 S. Center
Gardner, KS 66030
Bought mine from Dan also they were a Wemac part number 2368-503.
Regards,
Chuck Nuffer
www.f1rocket.com
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of VFT(at)aol.com
Subject: RE: Rocket-List: Re: eyeball vents
I bought a pair of the AL vents from B&B for $65 each at Sun-N-fun. They
said they had bought out some surplus stock and had hundreds of them.
--
Danny Melnik
F1 #25
Melbourne (FL) Rocket Factory
==
==
==
==
________________________________________________________________________________
| From: | "Frank Haertlein" <yak52driver(at)earthlink.net> |
Finally, a nonpartisan campaign joke we can all live with!
A powerful senator dies after a prolonged illness. His soul arrives in
Heaven and is met by St. Peter at the entrance.
"Welcome to Heaven," says St. Peter. "Before you settle in, it seems
there is a problem. We seldom see a high official around these
parts, you see, so we're not sure what to do with you."
"No problem, just let me in," says the guy.
"Well, I'd like to but I have orders from higher up. What we'll do
is have you spend one day in Hell and one in Heaven. Then you can
choose where to spend eternity."
"Really, I've made up my mind. I want to be in heaven," says the
senator.
"I'm sorry but we have our rules."
And with that, St. Peter escorts him to the elevator and he goes
down, down, down to Hell. The doors open and he finds himself in the
middle of a green golf course. In the distance is a club and
standing in front of it are all his friends and other politicians
who had worked with him, everyone is very happy and in evening
attire. They run to greet him, hug him, and reminisce about the good
times they had while getting rich at the expense of the people. They
play a friendly game of golf and then dine on lobster and caviar.
Also present is the Devil, who really is a very friendly guy who has
a good time dancing and telling jokes. They are having such a good
time that before he realizes it, it is time to go. Everyone gives
him a big hug and waves while the elevator rises.
The elevator goes up, up, up and the door reopens on Heaven where
St. Peter is waiting for him. "Now it's time to visit Heaven."
So 24 hours pass with the head of state joining a group of contented
souls moving from cloud to cloud, playing the harp and singing. They
have a good time and, before he realizes it, the 24 hours have gone
by and St. Peter returns.
"Well then, you've spent a day in Hell and another in Heaven. Now
choose your eternity."
He reflects for a minute, then the senator answers, "Well, I would
never have said it, I mean Heaven has been delightful, but I think I
would be better off in Hell."
So St. Peter escorts him to the elevator and he goes down, down,
down to Hell.
Now the doors of the elevator open and he is in the middle of a
barren land covered with waste and garbage. He sees all his friends,
dressed in rags, picking up the trash and putting it in black bags.
The Devil comes over to him and lays his arm on his neck. "I don't
understand," stammers the senator. "Yesterday I was here and there
was a golf course and club and we ate lobster and caviar and danced
and had a great time. Now all there is, a wasteland full of garbage
and my friends look miserable.
The Devil looks at him, smiles and says, "Yesterday we
were campaigning...Today you voted for democrats!"
VOTE WISELY THIS COMING ELECTION!!
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | LesDrag feedback |
Hi Rocket men,
I just wanted to pass along to you that I had great experience working with Jim
Ayers (LessDrag) in the purchase of a three blade counterweighted MT prop, spinner
and prop governor. Soon after I ordered the prop from Jim, he gave me
a date MT expected to ship it from Germany (it was right on). The prop came directly
to Louisville Intl. airport via Delta cargo. After it passed customs,
I paid a 25 dollar fee to Delta (import tax) and that was it (no surprises).
The prop came in a nice cardboard box, 81" triangle, 16" or so deep. The spinner
is included and was fitted and drilled by MT, nutplates and all and boxed
separately. Installation was as easy as it can get, a real "bolt on" unit.
If you are considering which prop to buy and who to buy it from (like I did for
many years), I highly recommend Jim Ayers and the MT prop 3 blade.
If you have any questions, please call
Jim Stone
502-254-3214
________________________________________________________________________________
| From: | "Larry James" <larry(at)ncproto.com> |
"RV List"
| Subject: | moving front stick aft 4" |
I spent this weekend solving one of my few complaints with RV's; that being
that the control stick is placed forward such that the pilot has to extend
their arm a fair amount in normal flying. I personally prefer the control
stick to be closer to me so that I have complete range of motion (with no
interference) while maintaining a comfortable reclined seating position.
This can be done; I sacrificed a stock RV-4 control torque tube weldment
over the weekend and worked out all the geometry that ultimately moved the
front stick aft a full 4.0". This placement feels very good. I will now
build the proper fixturing and make a new control torque tube from scratch
without the cobble. I just wanted to let people know that this change is
not that hard.
Larry E. James
Bellevue, WA
HR2 fuselage
________________________________________________________________________________
| Subject: | moving front stick aft 4" |
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
SNIP ********Subject: Rocket-List: moving front stick aft 4"
I spent this weekend solving one of my few complaints with RV's; that
being that the control stick is placed forward such that the pilot has
to extend their arm a fair amount in normal flying. I personally prefer
the control stick to be closer to me so that I have complete range of
motion (with no
interference) while maintaining a comfortable reclined seating position.
This can be done; I sacrificed a stock RV-4 control torque tube weldment
over the weekend and worked out all the geometry that ultimately moved
the front stick aft a full 4.0". This placement feels very good. I
will now build the proper fixturing and make a new control torque tube
from scratch without the cobble. I just wanted to let people know that
this change is not that hard.
Larry SNIP ***********
Larry is correct about the stick being too far forward. An easier fix
is to take your front stick over to the Hausfeld bender, or conduit
bender, and make a nice S-curve in it. I did this and moved the stick
grip aft by 3". It's perfect.
Vince
________________________________________________________________________________
| From: | "Milt" <rocket(at)swmrmc.org> |
Anybody????????????
I have put about 50 hrs on my rocket since I purchased it from Randy Price.
Just had the engine and prop dynamic balanced to .1 ips.
I continue to have a constant airframe vibration (low frequency) that does not
vary with RPM or speed.
It appears whenever I power up (in the air) and remains until I throttle back.
There is visible up and down vibration in the wing tips (approx 1/16-1/8") the
ailerons appear to hold steady in the slipstream as the wing structure moves
up and down.
There is no vibration in the control stick or rudder pedals. The vibration dissappears
when I throttle back for descent.
At first I was concerned it was prop or engine but I think I have eliminated these
as sources.
The shroud around the oil cooler rubs on the airframe engine attach points and
I am going to refabricate this. Also the exhaust is hard mounted to the fuselage
and I am going to install a flexible coupling.
I asked Randy about it and he recalls no "unusal vibrations".
My friends tell me I have been spoiled by 30 years of large twins and am overly
sensitive to vibration.
Others think it is the propwash from the large 2 bladed prop.
Yet others suggest the landing gear maybe wobbling.
I have searched the rocket list archives and have found no mention of this.
Is this something I should worry about?
Anybody have any thoughts on this?
Thanks,
Milt
________________________________________________________________________________
| From: | "Archie" <archie97(at)earthlink.net> |
----- Original Message -----
From: "Milt" <rocket(at)swmrmc.org>
Subject: Rocket-List: Vibration
>
> Anybody????????????
>
> I have put about 50 hrs on my rocket since I purchased it from Randy
> Price.
> Just had the engine and prop dynamic balanced to .1 ips.
>
> I continue to have a constant airframe vibration (low frequency) that does
> not vary with RPM or speed.
>
> It appears whenever I power up (in the air) and remains until I throttle
> back. There is visible up and down vibration in the wing tips (approx
> 1/16-1/8") the ailerons appear to hold steady in the slipstream as the
> wing structure moves up and down.
>
> There is no vibration in the control stick or rudder pedals. The vibration
> dissappears when I throttle back for descent.
>
> At first I was concerned it was prop or engine but I think I have
> eliminated these as sources.
>
> The shroud around the oil cooler rubs on the airframe engine attach points
> and I am going to refabricate this. Also the exhaust is hard mounted to
> the fuselage and I am going to install a flexible coupling.
>
> I asked Randy about it and he recalls no "unusal vibrations".
>
> My friends tell me I have been spoiled by 30 years of large twins and am
> overly sensitive to vibration.
>
> Others think it is the propwash from the large 2 bladed prop.
>
> Yet others suggest the landing gear maybe wobbling.
>
> I have searched the rocket list archives and have found no mention of
> this.
>
> Is this something I should worry about?
>
> Anybody have any thoughts on this?
>
> Thanks,
>
> Milt
==============================================
.1 ips may be OK, but it can/should be better.
I have seen, one time, where there was an engine imbalance so bad,
that by trying to remove it with prop balance, it did not work.
This was due to the fact that the engine's mass imbalance factor was in
another
plane, (the accessory end), and attempting to remove it merely "moved"
the center of balance, not to mention the amount of weight needed.
The result was that they disassembled the engine, I balanced everything,
and the problem went away.
Perhaps not your situation, but if you have a two plane balancing device,
this (if it is your problem) can be isolated.
Archie
________________________________________________________________________________
| From: | arvil(at)bellsouth.net |
Archie,
I worked on an RV-4 some years back that gave a similar typ vibration, it turnd
out to be that the left gear leg fairing was not straight in the air streem it
only was noticeable at air speeds over 130 mph. It also might be a good Ida to
check around the rudder trim to see if you might be getting a vibration if the
rudder has .016 skin. I would recommend going to .020ths.on the rudder and
elevator skins if it dosent allready have it
Arvil
Archie wrote:
>
> ----- Original Message -----
> From: "Milt" <rocket(at)swmrmc.org>
> To:
> Subject: Rocket-List: Vibration
>
> >
> > Anybody????????????
> >
> > I have put about 50 hrs on my rocket since I purchased it from Randy
> > Price.
> > Just had the engine and prop dynamic balanced to .1 ips.
> >
> > I continue to have a constant airframe vibration (low frequency) that does
> > not vary with RPM or speed.
> >
> > It appears whenever I power up (in the air) and remains until I throttle
> > back. There is visible up and down vibration in the wing tips (approx
> > 1/16-1/8") the ailerons appear to hold steady in the slipstream as the
> > wing structure moves up and down.
> >
> > There is no vibration in the control stick or rudder pedals. The vibration
> > dissappears when I throttle back for descent.
> >
> > At first I was concerned it was prop or engine but I think I have
> > eliminated these as sources.
> >
> > The shroud around the oil cooler rubs on the airframe engine attach points
> > and I am going to refabricate this. Also the exhaust is hard mounted to
> > the fuselage and I am going to install a flexible coupling.
> >
> > I asked Randy about it and he recalls no "unusal vibrations".
> >
> > My friends tell me I have been spoiled by 30 years of large twins and am
> > overly sensitive to vibration.
> >
> > Others think it is the propwash from the large 2 bladed prop.
> >
> > Yet others suggest the landing gear maybe wobbling.
> >
> > I have searched the rocket list archives and have found no mention of
> > this.
> >
> > Is this something I should worry about?
> >
> > Anybody have any thoughts on this?
> >
> > Thanks,
> >
> > Milt
> ==============================================
>
> .1 ips may be OK, but it can/should be better.
> I have seen, one time, where there was an engine imbalance so bad,
> that by trying to remove it with prop balance, it did not work.
> This was due to the fact that the engine's mass imbalance factor was in
> another
> plane, (the accessory end), and attempting to remove it merely "moved"
> the center of balance, not to mention the amount of weight needed.
> The result was that they disassembled the engine, I balanced everything,
> and the problem went away.
> Perhaps not your situation, but if you have a two plane balancing device,
> this (if it is your problem) can be isolated.
> Archie
>
________________________________________________________________________________
| From: | "nico css" <nico(at)cybersuperstore.com> |
Surely a dynamic imbalance would vary with the rpm, which Milt said was not
the case. I would suspect the exhaust, perhaps. But the fact that it is
visible in the wingtips is not reassuring. Milt, can you guess the
frequency?
Nico
----- Original Message -----
From: "Archie" <archie97(at)earthlink.net>
Subject: Re: Rocket-List: Vibration
>
>
> ----- Original Message -----
> From: "Milt" <rocket(at)swmrmc.org>
> To:
> Subject: Rocket-List: Vibration
>
>
> >
> > Anybody????????????
> >
> > I have put about 50 hrs on my rocket since I purchased it from Randy
> > Price.
> > Just had the engine and prop dynamic balanced to .1 ips.
> >
> > I continue to have a constant airframe vibration (low frequency) that
does
> > not vary with RPM or speed.
> >
> > It appears whenever I power up (in the air) and remains until I throttle
> > back. There is visible up and down vibration in the wing tips (approx
> > 1/16-1/8") the ailerons appear to hold steady in the slipstream as the
> > wing structure moves up and down.
> >
> > There is no vibration in the control stick or rudder pedals. The
vibration
> > dissappears when I throttle back for descent.
> >
> > At first I was concerned it was prop or engine but I think I have
> > eliminated these as sources.
> >
> > The shroud around the oil cooler rubs on the airframe engine attach
points
> > and I am going to refabricate this. Also the exhaust is hard mounted to
> > the fuselage and I am going to install a flexible coupling.
> >
> > I asked Randy about it and he recalls no "unusal vibrations".
> >
> > My friends tell me I have been spoiled by 30 years of large twins and am
> > overly sensitive to vibration.
> >
> > Others think it is the propwash from the large 2 bladed prop.
> >
> > Yet others suggest the landing gear maybe wobbling.
> >
> > I have searched the rocket list archives and have found no mention of
> > this.
> >
> > Is this something I should worry about?
> >
> > Anybody have any thoughts on this?
> >
> > Thanks,
> >
> > Milt
> ==============================================
>
> .1 ips may be OK, but it can/should be better.
> I have seen, one time, where there was an engine imbalance so bad,
> that by trying to remove it with prop balance, it did not work.
> This was due to the fact that the engine's mass imbalance factor was in
> another
> plane, (the accessory end), and attempting to remove it merely "moved"
> the center of balance, not to mention the amount of weight needed.
> The result was that they disassembled the engine, I balanced everything,
> and the problem went away.
> Perhaps not your situation, but if you have a two plane balancing device,
> this (if it is your problem) can be isolated.
> Archie
>
>
________________________________________________________________________________
| From: | "Milt" <rocket(at)swmrmc.org> |
Nico,
Vibration is in the range of 10-20 cps.
Milt
________________________________________________________________________________
| From: | Morocketman(at)aol.com |
Hi Milt, Whose exhaust system do you have? I think the "hard mounted"
exhaust is the likely culprut. One other thought that I had was the wing root
fairing possibly causing low frequency vibration. What wing root fairing do
you have? You seem to indicate that the vibs were associated with engine rpm.
Is it engine power, or airspeed? I.E. "power" or "aerodynamic". We had a
very serious vibration problem with an airline transport aircraft (which
shall go un-named) when the wing root fairing was loose, or worse yet, missing.
Hope this helps. Les Featherston Do Not Archive
________________________________________________________________________________
Hi All,
There was an RV-8 that had an engine baffle seal formed aft that caused a
vibration. You might check your baffles seals while you're at it.
Regards,
Jim Ayers
In a message dated 11/11/2004 10:05:57 AM Pacific Standard Time,
Morocketman(at)aol.com writes:
--> Rocket-List message posted by: Morocketman(at)aol.com
Hi Milt, Whose exhaust system do you have? I think the "hard mounted"
exhaust is the likely culprut. One other thought that I had was the wing
root
fairing possibly causing low frequency vibration. What wing root fairing
do
you have? You seem to indicate that the vibs were associated with engine
rpm.
Is it engine power, or airspeed? I.E. "power" or "aerodynamic". We had
a
very serious vibration problem with an airline transport aircraft (which
shall go un-named) when the wing root fairing was loose, or worse yet,
missing.
Hope this helps. Les Featherston Do Not Archive
________________________________________________________________________________
| From: | Harry Paine <hpaine(at)earthlink.net> |
| Subject: | In Memory of Carl & Sue Daughters |
It will be one year today, Veterans Day and I am a Vietnam Vet. Still no
final on the NSTB report on what happened to one of my best friend and his
wife, man are they slow. Unfortunately we may never know what happened that
fateful day. I was also flying that day at the same time about 150 miles
from the accident site and even though the report says the weather was
clear it wasn=92t were I was flying and it looked ugly in the direction where
647C crashed. So there may have been some weather issues.
I first met Carl n Sue back in the early 90=92s I had the same type of
airplane he was building a T-18 and I had a hanger down in Santa Maria. I
asked Carl if he would like to share a hanger and he said sure. Since we
both had the same type, we would do many things together like go to
different flyins and have little gatherings at the hanger. Sue was very
good at seamstress work and made some very soft wing and canopy covers for
our planes. We called them pajama=92s and they helped keep the dirt and sand
off the airplanes because although we were hangered the Santa Maria winds
would blow in the dirt and dust
During the mid 90=92s Carl celebrated his 50th birthday party. It was a
surprise party with Sue doing all the planning and roasting. It was great
Carl got a wheel chair a bedpan lots of Geritol, he received a lot of his
own medicine that day. I think he was planning the same type of thing for
Sue but was not able to do it.
During our years of sharing a hanger, we would go through many different
experiences. There were times when our machines needed work and we would go
down and fix them and would get frustrated and happy sometimes on the same
day. Sue decided that the hanger needed more decoration and put some of our
old airplane pictures on poster board and put them all around the hanger to
spruce it up.
When I decided to build a Harmon Rocket, I knew there would be times when I
needed help. Carl was always ready to help out when I need another bucking
partner. In fact he was probably very helpful in a lot of aspects looking
at the various stages of construction making his usual wry comments
sometimes even being serious. When I sold the T-18 to buy the engine and
propeller Carl gladly allowed me to fly his beloved Teachers Pet 647C .
Other than Carl I had the most hours flying 647C. This was a big help to
relieve the flying bug that takes effect when you are in the midst of
building a part for the third time, and about to quit the building process
in complete frustration.. He was there when I took off on the first flite I
was so wired up you couldn=92t have stuck a needle up my butt. Before I sold
my Thorpe Sue said don=92t let them have the pajamas, I will alter them for
the rocket when it is done. I still have them today and use them for the
hanger at French Valley Airport where the wind blows there too.
Then there was the time when we flew with our kids to Hawaii. It was an
interesting trip =85on our way back to the States at the airport we heard
that the airplane was delayed in Los Angeles. Well delayed in =93Charted
Airline Speak=94 really meant that the DC-10 flying out to Maui two hours or
about 1,000 miles over the pacific developed engine problems on the
starboard engine and had to shut it down and return back to LA. We stayed
in Hawaii another extra day. For our troubles, we received two
complementary round trip tickets to Maui. We decided since our money was
gone, we gave the tickets to Carl n Sue. They loved it and that was the
beginning when they would go to Hawaii about every other year.
The computer I am writing this letter with was purchased from Carl. He
loved working with computers and would buy and sell them as a side hobby.
He would always help with a computer problem. Even after we moved away to
San Diego I would still call him and ask for advice on a particular problem.
I really think Carl could have been a stand in Comedian for a second job. I
would call him up and I would say, =93 good afternoon he would said =93good
evening=94 I said hey you=92ve been on my mind=94 he=92d say really I=92ve lost
mine
and can=92t find it, or something crazy like that!
Young Eagles with the EAA was something they both loved. Carl would do the
flying and Sue would take care of the logistical paperwork. Carl was able
to pursue two of his passions with young eagles flying and teaching kids. I
was able to help out once with this process and really enjoyed it. Had I
stayed in the 5 cities area I would have been more involved flying kids.
We were planning to have a BBQ to honor my Rockets first flite. We just
about had the date set when Carl broke his foot. He did not want to do much
for a while and I put the idea on hold. We had done one about 4 years ago
and it was great and had lots of participation of local and out of town
pilots. Unfortunately, I will not be able to do that now with two people I
loved
It is hard not to think about them as I am reminded of them everytime I
turn on the computer or take off the pajamas on 266HP to go flying. I
believe that God puts these reminders on my heart to realize that life is
precious and we should cherish it as much as possible. I also believe in
the promises of the Bible verses of
Romans 6:23 =93For the wages of sin is death, But the free gift of God is
eternal life in Christ Jesus our Lord.=94
John 3:16 =93For God So loved the world that He gave his only begotten
Son (Jesus) that whoever believes in Him Shall not perish but have Eternal
Life.
You could sum up what I think about life in this song by Petra.
I believe in God the Father - maker of heaven and earth
and in Jesus Christ His only Son
I believe in the virgin birth
I believe in the Man of Sorrows bruised for iniquities
I believe in the Lamb who was crucified and hung between two thieves
I believe in the resurrection on the third and glorious day
and I believe in the empty tomb and the stone that the angel rolled away
He descended and set the captives free
and now He sits at God's right hand and prepares a place for me
this is my creed - the witness I have heard
the faith that has endured
this truth is assured
through the darkest ages past
though persecuted, it will last
and I will hold steadfast to this creed
I believe He sent His Spirit to comfort and to reveal
to lead us into the truth and light, to baptize and to seal
I believe that He will come back the way He went away
and receive us all unto Himself, but no man knows the day
I believe He is the Judge of all men, small and great
the resurrected souls of men receive from Him their fate
some to death and some to life, some to their reward
some to sing eternal praise forever to our Lord
266HP
Harry Paine
1826 Avenida Segovia
Oceanside, California 92056
________________________________________________________________________________
| From: | "nico css" <nico(at)cybersuperstore.com> |
| Subject: | Re: In Memory of Carl & Sue Daughters |
What a beautiful account of your friendship, Harry. Thanks for sharing. At
first I thought it's too long, I will read it later (which I never do) but
now I am glad that I did. Thank you for your testimony in Christ also.
Christians do not ask for much. Just to be left alone and to let us know
when you need something.
Let us know when you hear details about 647C.
Thanks
Nico
----- Original Message -----
From: "Harry Paine" <hpaine(at)earthlink.net>
Subject: Rocket-List: In Memory of Carl & Sue Daughters
>
> It will be one year today, Veterans Day and I am a Vietnam Vet. Still no
> final on the NSTB report on what happened to one of my best friend and his
> wife, man are they slow. Unfortunately we may never know what happened
that
> fateful day. I was also flying that day at the same time about 150 miles
> from the accident site and even though the report says the weather was
> clear it wasn=92t were I was flying and it looked ugly in the direction
where
> 647C crashed. So there may have been some weather issues.
>
> I first met Carl n Sue back in the early 90=92s I had the same type of
> airplane he was building a T-18 and I had a hanger down in Santa Maria. I
> asked Carl if he would like to share a hanger and he said sure. Since we
> both had the same type, we would do many things together like go to
> different flyins and have little gatherings at the hanger. Sue was very
> good at seamstress work and made some very soft wing and canopy covers for
> our planes. We called them pajama=92s and they helped keep the dirt and
sand
> off the airplanes because although we were hangered the Santa Maria winds
> would blow in the dirt and dust
>
> During the mid 90=92s Carl celebrated his 50th birthday party. It was a
> surprise party with Sue doing all the planning and roasting. It was great
> Carl got a wheel chair a bedpan lots of Geritol, he received a lot of his
> own medicine that day. I think he was planning the same type of thing for
> Sue but was not able to do it.
>
> During our years of sharing a hanger, we would go through many different
> experiences. There were times when our machines needed work and we would
go
> down and fix them and would get frustrated and happy sometimes on the same
> day. Sue decided that the hanger needed more decoration and put some of
our
> old airplane pictures on poster board and put them all around the hanger
to
> spruce it up.
>
> When I decided to build a Harmon Rocket, I knew there would be times when
I
> needed help. Carl was always ready to help out when I need another bucking
> partner. In fact he was probably very helpful in a lot of aspects looking
> at the various stages of construction making his usual wry comments
> sometimes even being serious. When I sold the T-18 to buy the engine and
> propeller Carl gladly allowed me to fly his beloved Teachers Pet 647C .
> Other than Carl I had the most hours flying 647C. This was a big help to
> relieve the flying bug that takes effect when you are in the midst of
> building a part for the third time, and about to quit the building process
> in complete frustration.. He was there when I took off on the first flite
I
> was so wired up you couldn=92t have stuck a needle up my butt. Before I
sold
> my Thorpe Sue said don=92t let them have the pajamas, I will alter them
for
> the rocket when it is done. I still have them today and use them for the
> hanger at French Valley Airport where the wind blows there too.
>
> Then there was the time when we flew with our kids to Hawaii. It was an
> interesting trip =85on our way back to the States at the airport we heard
> that the airplane was delayed in Los Angeles. Well delayed in =93Charted
> Airline Speak=94 really meant that the DC-10 flying out to Maui two hours
or
> about 1,000 miles over the pacific developed engine problems on the
> starboard engine and had to shut it down and return back to LA. We stayed
> in Hawaii another extra day. For our troubles, we received two
> complementary round trip tickets to Maui. We decided since our money was
> gone, we gave the tickets to Carl n Sue. They loved it and that was the
> beginning when they would go to Hawaii about every other year.
>
> The computer I am writing this letter with was purchased from Carl. He
> loved working with computers and would buy and sell them as a side hobby.
> He would always help with a computer problem. Even after we moved away to
> San Diego I would still call him and ask for advice on a particular
problem.
>
> I really think Carl could have been a stand in Comedian for a second job.
I
> would call him up and I would say, =93 good afternoon he would said
=93good
> evening=94 I said hey you=92ve been on my mind=94 he=92d say really
I=92ve lost mine
> and can=92t find it, or something crazy like that!
>
> Young Eagles with the EAA was something they both loved. Carl would do the
> flying and Sue would take care of the logistical paperwork. Carl was able
> to pursue two of his passions with young eagles flying and teaching kids.
I
> was able to help out once with this process and really enjoyed it. Had I
> stayed in the 5 cities area I would have been more involved flying kids.
>
> We were planning to have a BBQ to honor my Rockets first flite. We just
> about had the date set when Carl broke his foot. He did not want to do
much
> for a while and I put the idea on hold. We had done one about 4 years ago
> and it was great and had lots of participation of local and out of town
> pilots. Unfortunately, I will not be able to do that now with two people I
> loved
>
> It is hard not to think about them as I am reminded of them everytime I
> turn on the computer or take off the pajamas on 266HP to go flying. I
> believe that God puts these reminders on my heart to realize that life is
> precious and we should cherish it as much as possible. I also believe in
> the promises of the Bible verses of
>
> Romans 6:23 =93For the wages of sin is death, But the free gift of God
is
> eternal life in Christ Jesus our Lord.=94
>
> John 3:16 =93For God So loved the world that He gave his only begotten
> Son (Jesus) that whoever believes in Him Shall not perish but have
Eternal
> Life.
>
> You could sum up what I think about life in this song by Petra.
>
>
> I believe in God the Father - maker of heaven and earth
> and in Jesus Christ His only Son
> I believe in the virgin birth
> I believe in the Man of Sorrows bruised for iniquities
> I believe in the Lamb who was crucified and hung between two thieves
>
> I believe in the resurrection on the third and glorious day
> and I believe in the empty tomb and the stone that the angel rolled away
> He descended and set the captives free
> and now He sits at God's right hand and prepares a place for me
>
> this is my creed - the witness I have heard
> the faith that has endured
> this truth is assured
> through the darkest ages past
> though persecuted, it will last
> and I will hold steadfast to this creed
>
> I believe He sent His Spirit to comfort and to reveal
> to lead us into the truth and light, to baptize and to seal
> I believe that He will come back the way He went away
> and receive us all unto Himself, but no man knows the day
>
> I believe He is the Judge of all men, small and great
> the resurrected souls of men receive from Him their fate
> some to death and some to life, some to their reward
> some to sing eternal praise forever to our Lord
>
> 266HP
> Harry Paine
> 1826 Avenida Segovia
> Oceanside, California 92056
>
>
________________________________________________________________________________
| From: | "Lee Taylor " <leetay(at)comcast.net> |
This is in reference to a problem discussed a couple of months back, where
some owners were experiencing a rudder oscillation/tail wag problem:
Re Rocket Tail Wag:
This is not directed specifically at the Rocket, but I had a similar
problem with my Midget Mustang, except it was on the ELEVATOR. It also had
a folded-skin trailing edge, and it would oscillate the same as described as
the rudder oscillation you guys are talking about with the Rocket. Elevator
oscillation is a "little more noticeable" than rudder oscillation, tho!
My problem was that the fold for the trailing edge wasn't completely
finished,--- the builder allowed the ribs to finish pulling the skin into
alignment, which left a small "bow" on the skins' railing edge, rather than
a straight line across the surface. This was seemingly inconsequential,
except what it did was make a small AIRFOIL on the trailing edge.
This airfoil was not totally symmetrical, so the effect was that at
normal displacements, this airfoil had a slight lifting effect,--i.e, an
"up-elevator" trim effect. Left alone, it would "lift" the trailing edge of
the elevator until that side of the airfoil lost lift, then the
opposite-side airfoil would take over and "de-lift" it back the other
direction.
The result, if not stick-force damped, was an elevator oscillation
that was downright impressive! I could develop +,- 3 G's real quick! This
stick-force damping is exactly the same as some of the guys describing
holding a firm rudder pressure to dampen your rudder oscillations.
The fix was simple. Finish the bend so that there was no skin bulge
at the trailing edge. I ran a 3/32" dowel down the inside of the bend, (to
assure maintaining a bend radius), then using two 2x4's for clamp jaws,
C-clamped the 2x4's down squeezing the trailing edge until the trailing edge
bend was completed, and there was no curvature remaining at the trailing
edge of the skins.
VIOLA! Oscillation gone, and a very nice, perfectly trimmed stable
airplane obtained.
I feel that the Rocket rudder oscillation is probably the same
effect, and reason. Also, the riveted trailing edges rudders DON'T have the
problem, for the same reason.
If you are experiencing this rudder oscillation with
folded-trailing-edge skins, check if you might have this slight bow in the
skins at your trailing edges. If you do, do the same as I did, and
eliminate it. I think your problem will go away.
Lee Taylor
________________________________________________________________________________
| From: | "Fred Weaver" <Mytyweav(at)earthlink.net> |
Nope..... Not even close to the same symptoms.. But a nice try.
Weav
----- Original Message -----
From: "Lee Taylor " <leetay(at)comcast.net>
Subject: Re: Rocket-List: tail wag
>
> This is in reference to a problem discussed a couple of months back, where
> some owners were experiencing a rudder oscillation/tail wag problem:
>
> Re Rocket Tail Wag:
>
> This is not directed specifically at the Rocket, but I had a
similar
> problem with my Midget Mustang, except it was on the ELEVATOR. It also
had
> a folded-skin trailing edge, and it would oscillate the same as described
as
> the rudder oscillation you guys are talking about with the Rocket.
Elevator
> oscillation is a "little more noticeable" than rudder oscillation, tho!
> My problem was that the fold for the trailing edge wasn't
completely
> finished,--- the builder allowed the ribs to finish pulling the skin into
> alignment, which left a small "bow" on the skins' railing edge, rather
than
> a straight line across the surface. This was seemingly inconsequential,
> except what it did was make a small AIRFOIL on the trailing edge.
> This airfoil was not totally symmetrical, so the effect was that
at
> normal displacements, this airfoil had a slight lifting effect,--i.e, an
> "up-elevator" trim effect. Left alone, it would "lift" the trailing edge
of
> the elevator until that side of the airfoil lost lift, then the
> opposite-side airfoil would take over and "de-lift" it back the other
> direction.
> The result, if not stick-force damped, was an elevator oscillation
> that was downright impressive! I could develop +,- 3 G's real quick! This
> stick-force damping is exactly the same as some of the guys describing
> holding a firm rudder pressure to dampen your rudder oscillations.
> The fix was simple. Finish the bend so that there was no skin
bulge
> at the trailing edge. I ran a 3/32" dowel down the inside of the bend,
(to
> assure maintaining a bend radius), then using two 2x4's for clamp jaws,
> C-clamped the 2x4's down squeezing the trailing edge until the trailing
edge
> bend was completed, and there was no curvature remaining at the trailing
> edge of the skins.
> VIOLA! Oscillation gone, and a very nice, perfectly trimmed
stable
> airplane obtained.
> I feel that the Rocket rudder oscillation is probably the same
> effect, and reason. Also, the riveted trailing edges rudders DON'T have
the
> problem, for the same reason.
> If you are experiencing this rudder oscillation with
> folded-trailing-edge skins, check if you might have this slight bow in the
> skins at your trailing edges. If you do, do the same as I did, and
> eliminate it. I think your problem will go away.
>
> Lee Taylor
>
>
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________________________________________________________________________________
| From: | "JOHN STARN" <jhstarn(at)verizon.net> |
| Subject: | Re: RV-List: Re: Canopy latch |
On HRII N561FS we tapped the far ends of the canopy rods (not sure but I
think 1/4X20) screwed in a bolt and ground down the end to a rounded point.
Used 3/4" long grade 8 bolts, w/ little or no shank, just because we had two
of them. Used JBWeld lightly on the threads and when it was screwed in it
created a "donut" at the end of the rod (1/8" or so). Kept the donut and
used it as part of the ground down area. This made the point a little longer
than just the thickness of the bolt head. The idea was the "harden" the tip
and protect from wear on the exposed rod aluminum end. Looks good & works
great. KABONG 8*)
----- Original Message -----
From: "Dave Durakovich" <ddurakovich(at)yahoo.com>
Subject: RV-List: Re: Canopy latch
> --> RV-List message posted by: Dave Durakovich
>
> I took some "Alumiweld" (Wicks has it), filled the end of the tube, then
> ground it down to the shape I wanted. Took about 10 minutes! Make sure you
> "clean" the inside bore with a drill bit first, SS brush won't reach in
> far enough. Ground down with no evidence of cracking, so I think I got
> decent penetration. No experience with use yet....
>> I asked a while back about the hand formed clevis at the handle end
>> of the canopy
>> latch rods on the 4. Well, after making them I just couldn't accept
>> their looks
>> and the function was less than perfect too. What I came up with was
>> to replace
>> the .058 wall tubing with .083, which allowed me to tap them to
>> 1/4-28.
>> I then attached some real nice little balljoints at the ends with
>> studs that slip
>> right into the handle. I know it's a very small detail, but the ball
>> joints
>> pivot nicely and it looks much better than smashing the ends flat. I
>> now want
>> to finish the job by putting some sort of bullet shaped tip on the
>> ends that
>> penetrate the bulkheads to replace the half-tapered tips called out
>> in the plans.
>> I'm picturing something like the point on a target arrow, hopefully
>> with
>> a 1/4-28 thread on it. It could also be JB Welded in if it has some
>> sort of stud
>> on it. I'm hoping that someone will have a good idea of what I can
>> use. Thanks
>> for the assist.
>>
>> Steve Zicree
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________________________________________________________________________________
| From: | Hr2pilot(at)aol.com |
| Subject: | Harmon Rocket inquiry |
From: HarmonRocket(at)aol.com
Date: Mon, 15 Nov 2004 11:50:00 EST
Subject: Harmon Rocket inquiry
-------------------------------1100537400
Thanks for your recent interest in a Harmon Rocket project. I have sent your
inquiry to the Rocket list. There you will get some great advise and input
from Harmon Rocket owners, builders and those who will have future projects. Let
me know if you have any specific questions for me.
You will love the performance of the Harmon Rocket series. You can check our
website for updates of builders in the completion process of their projects. I
update it daily as information is sent to me.
Harmon Rocket....BEYOND TOTAL EXPERIENCE
Chrissy
-------------------------------1100537400
Thanks for your recent interest in a Harmon Rocket project. I have sent your inquiry
to the Rocket list. There you will get some great advise and input from
Harmon Rocket owners, builders and those who will have futureprojects. Let me
know if youhave any specific questions for me.
You will love the performance of the Harmon Rocket series.You can check our website
for updates of builders in the completion process of their projects. I update
it daily as information is sent to me.
Harmon Rocket....BEYOND TOTAL EXPERIENCE
Chrissy
-------------------------------1100537400--
________________________________________________________________________________
| From: | Hr2pilot(at)aol.com |
| Subject: | Harmon Rocket inquiry |
Email: mnash30(at)sbcglobal.net
Name: Michael Nash
Question: I am interested in knowing if there is a mailing list that I can
get on regarding the Harmon Rocket? I was turned on to the Harmon Rocket by a
guy that is building one here at CPM.
I am VERY interested in learning more about the Rocket!
Thank you for your time and I look forward to your response!
Michael Nash.
________________________________________________________________________________
| From: | "Russ Werner" <russ(at)wernerworld.com> |
| Subject: | IO-540 Breather lines |
I'm interested in what kind of fittings folks are using on the breather line
on their engines, particularly if you have the B & C oil filter adapter
installed. I went to great lengths to get something that works, but Ly-Con
says it isn't big enough. Between the engine mount and the adapter there
isn't much room to turn from heading up to going down!
Russ
HRII
________________________________________________________________________________
| From: | "JOHN STARN" <jhstarn(at)verizon.net> |
"rocket-list"
| Subject: | "sunny" So. Calif... |
If you recall we at APV brag about the 360 days we have sunny (windy at
times but sunny) weather. Well today is one of the 4-5 days a year where we
have less than perfect weather. Yes Georgia today it's snowing in Apple
Valley. Not a lot & it melts soon after contact with the ground but the sky
is heavy overcast gray with wet snow. Got to find something to do inside
'cause it's 31 degrees outside. KABONG (GBA & GWB) 8*)
________________________________________________________________________________
| From: | "Ron C" <ronc(at)metropolisdesign.com> |
| Subject: | IO-540 Breather lines |
Hi Russ-
I am using a big fuel line type hose with a spring inside. The spring
keeps the hose from collapsing when you bend it in a small radius to get
it going down hill. The springs are available from Christen enterprises
in afton,WY. I don't have the p/n. One thought ids to get the vent line
to rout up to the top of the cowling to give the oil more chance to run
back into the engine before making it over the "hill" and down the pipe
to the bottom of the plane. Other options are to go to Checker and ask
to look at their stock hoses. They have dozens of them in many prebent
shapes thus negating the spring requirement.
Good luck.
P.S. I did 245 mph indicated yesterday in cedar valley!
Ron Carter
N230RC
----------------------------------------------------
This mailbox protected from junk email by MailFrontier Desktop
from MailFrontier, Inc. http://info.mailfrontier.com
-----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: IO-540 Breather lines
I'm interested in what kind of fittings folks are using on the breather
line on their engines, particularly if you have the B & C oil filter
adapter installed. I went to great lengths to get something that works,
but Ly-Con says it isn't big enough. Between the engine mount and the
adapter there isn't much room to turn from heading up to going down!
Russ
HRII
________________________________________________________________________________
| From: | "Rocket Shop" <russ(at)wernerworld.com> |
| Subject: | IO-540 Breather lines |
I like the speed! I have a big hose with the Christen spring, but they
didnt like the fitting I was using. Apparantly these engines really
need to breathe to keep the oil leaking under control!
Russ
>
> Hi Russ-
>
> I am using a big fuel line type hose with a spring inside. The spring
> keeps the hose from collapsing when you bend it in a small radius to
get
> it going down hill. The springs are available from Christen
enterprises
> in afton,WY. I don't have the p/n. One thought ids to get the vent
line
> to rout up to the top of the cowling to give the oil more chance to
run
> back into the engine before making it over the "hill" and down the
pipe
> to the bottom of the plane. Other options are to go to Checker and ask
> to look at their stock hoses. They have dozens of them in many prebent
> shapes thus negating the spring requirement.
>
> Good luck.
>
> P.S. I did 245 mph indicated yesterday in cedar valley!
>
> Ron Carter
> N230RC
>
>
> ----------------------------------------------------
> This mailbox protected from junk email by MailFrontier Desktop
> from MailFrontier, Inc. http://info.mailfrontier.com
>
>
> -----Original Message-----
> From: owner-rocket-list-server(at)matronics.com
> [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Russ
Werner
> To: rocket-list(at)matronics.com
> Subject: Rocket-List: IO-540 Breather lines
>
>
>
> I'm interested in what kind of fittings folks are using on the
breather
> line on their engines, particularly if you have the B & C oil filter
> adapter installed. I went to great lengths to get something that
works,
> but Ly-Con says it isn't big enough. Between the engine mount and the
> adapter there isn't much room to turn from heading up to going down!
>
> Russ
> HRII
>
>
> _-
=====================================================================
> _-> _-
=====================================================================
> _-
=====================================================================
> _-
=====================================================================
>
>
>
>
>
>
--
________________________________________________________________________________
| From: | "Archie" <archie97(at)earthlink.net> |
| Subject: | Re: IO-540 Breather lines |
If you have the ability to receive cad files, I will show you part
of a system that may help alleviate this problem if you are using
conventional piston rings, and consuming excess oil.
The basic components can be purchased at any automotive
speed shop.
In racing, this system has been employed for years to create
negative crankase pressure. In fact, we also incorporate vacuum
pumps to to increase vacuum to the level that main oil seals must
be installed backwards.
Archie Frangoudis,
Archie's Racing Service
________________________________________________________________________________
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
SNIP
I am using a big fuel line type hose with a spring inside. The spring
keeps the hose from collapsing when you bend it in a small radius to get
it going down hill. The springs are available from Christen enterprises
in afton,WY. I don't have the p/n. One thought ids to get the vent line
to rout up to the top of the cowling to give the oil more chance to run
back into the engine before making it over the "hill" and down the pipe
to the bottom of the plane. Other options are to go to Checker and ask
to look at their stock hoses. They have dozens of them in many prebent
shapes thus negating the spring requirement.
Good luck.
P.S. I did 245 mph indicated yesterday in cedar valley!
Ron Carter
N230RC SNIP
I tried to get the oil vapors to burn off on the hot exhaust pipe. Some
burned, but the rest just ends up on the belly. Not much, but any is
too much.
I'm going to make a oil separator today to match the one I had on my
RV-4. It worked very well. Never had a drop of oil on that belly.
Take a medium sized (8 oz or larger is good) of Oatey PVC cement, like
you'd use on PVC pipe. Throw away the cement and clean out the can.
Solder two 5/8 x 3/4 brass hose barbs to the bottom of the can. Loosely
fill the can with pieces of scotchbrite, screen mesh, or other material
that will give the oil vapor somewhere to condense. Mount the hole
thing in the engine compartment so that you can run the vent line to it
and away from it.
To clean, simply remove the large cap and drain out any oil goo that
accumulates. Mount the thing so the cap is on the bottom.
Don't forget to cut a whistle slot in the upper part of your vent line.
Vince
________________________________________________________________________________
| From: | "Archie" <archie97(at)earthlink.net> |
3.60 ALT_MED Misspelled medication name
I have had so many inquiries to my commentary, will attempt to cover some here
just one time.
First, the best time to stop oil burning and leakage is during overhaul.
If you believe that the factory has all the best overhaul procedures,
stop here, because I am not a proponent of model T technology.
Throw those factory rings away, and place a mirror finish on the cylinders.
For more on this, you must take in one of my seminars at OSH.
Regarding the vacuum system, nothing is plumbed to the atmosphere per se.
We want to generate negative pressure in the engine crankcase.
The drawing I sent out is incorporated into the exhaust system to generate
vacuum at cruising rpm. At lower speed, a line is "T"d in to the induction
manifold to generate low rpm vacuum. any residual oil will be drawn into the
exhaust, and not on the belly of the AC.
On the racing versions, an additional pump is incorporated to increase
vacuum to the point that crank seals must be installed backwards.
The system works just fine, even with old style rings.
Hp can be increased if incorporating modern cylinder wall prep and rings
during overhaul.
With a bit of additional work, can also be used as a backup vacuum for
instruments. I make my own parts for customers, but
basic component kits are available at speed shops, or from
www.cantonracingproducts.com believe the part number is 65-something.
________________________________________________________________________________
| From: | Hr2pilot(at)aol.com |
| Subject: | Re: List Contributors Lagging By 38%... |
Your down on contributions because we cant use our VISA cards
John Harmon
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: List Contributors Lagging By 38%... |
Hi John,
I've seen your attempts and I really appreciate your tenacity! For some
reason your specific card number is being declined. Other cards are going
through alright. I'll email you off line to see if we can resolve the
specific problem.
Thanks,
Matt
At 05:35 AM 11/26/2004 Friday, you wrote:
>
>Your down on contributions because we cant use our VISA cards
>John Harmon
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: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Lister Comments - Please Support The Lists |
Dear Listers,
Wow! People have been including some very nice comments along with their
Contributions lately! I've included another set of below and will send
another set in a couple of days.
Guys, I really appreciate your kind words and support. In the last few
days, the contributions have really started to come in and its looking like
support this year may slightly surpass last year's. There's still a few
days left in this year's Fund Raiser, so if you've been waiting until the
last minute to make your Contribution, now's the time!
Make Your Contribution Today: http://www.matronics.com/contribution
Thank you!
Matt Dralle
Email List Administrator
----------------- More of What Listers Are Saying... --------------------
Every morning 5:30 am, coffee and the "List". It's how I start my day.
Robert G.
The list is still my favorite aviation magazine.
Roger H.
Great resource, without the distraction of pop ups and ads!
Douglas D.
I look forward to my daily list reading almost as much as my coffee!
Hal K.
Great service!
Aaron G.
I have made some great friends, because of it!
Bob D.
Great resource!!
Richard S.
I learn something of value every time I read the messages.
Stan S.
Great list!
Thomas E.
Now that I am close to completion of my [homebuilt], I look back
and wonder how I could ever have made it this far without [the Lists].
Jeff O.
Outstanding site and administration.
Anthony S.
Great forum for our projects.
Darrel M.
I have become a List Addict!
George M.
A very helpful resource for me.
Dennis K.
Great for staying up on the latest.
Forrest L.
Valuable benefit for the users.
George A.
Great tool for all [builders].
Tony M.
Can't tell you how much I appreciate the archives.
Ken B.
I really enjoy the sharing of information and the "discussions" that come up.
Ross S.
[The List] reminds us home builders that help is just a few clicks away.
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Always a pleasure to support this list!
Richard W.
Thanks for helping all of us build better aircraft.
John P.
Great list(s)for data, info and making friends.
John S.
[The] List has helped me much with my building process.
Raimo T.
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: | LKDAUDT2(at)aol.com |
| Subject: | Re: More Lister Comments - Last Official Day of List Fund |
Raiser...
Please change this address to unlkd(at)aol.com Thanks
________________________________________________________________________________
| From: | "Milt" <rocket(at)swmrmc.org> |
I appreciate everyones input on this and am sorry I haven't got back to everyone
sooner but work sometimes buries us to the exclusion of all else.
I have pretty much (after a great deal of input) come to the same conclusion as
Mark in that I think it is propwash from that long 2 blade and will probably
soon opt for a 3 blade conversion.
That brings up an entire host of new issues ie: which prop.
And what are the thoughts of an engine "taking a set" to a 2 blade and not being
convertible to a 3 blade after so many hours.
Again thanks for all the input.
Milt
________________________________________________________________________________
Hi Milt,
A 2 blade propeller has a 2nd order harmonic. The 3 blade propeller does
not have this 2nd order harmonic. The harmonic doesn't "take a set". It's
there with 2 blades, and not there with 3 blades.
I have two Rocket 3 blade MT propellers listed on my website in the "New &
Used" page under "Propellers". One standard propeller and one aerobatic
propeller.
_www.lessdrag.com_ (http://www.lessdrag.com)
Regards,
Jim Ayers
Less Drag Products, Inc. - An MT Propeller distributor
In a message dated 12/03/2004 7:11:34 AM Pacific Standard Time,
rocket(at)swmrmc.org writes:
--> Rocket-List message posted by: "Milt"
I appreciate everyones input on this and am sorry I haven't got back to
everyone sooner but work sometimes buries us to the exclusion of all else.
I have pretty much (after a great deal of input) come to the same conclusion
as Mark in that I think it is propwash from that long 2 blade and will
probably soon opt for a 3 blade conversion.
That brings up an entire host of new issues ie: which prop.
And what are the thoughts of an engine "taking a set" to a 2 blade and not
being convertible to a 3 blade after so many hours.
Again thanks for all the input.
Milt
________________________________________________________________________________
DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws;
s=beta; d=gmail.com;
b=HgriYXW4evEKEiYGN5z3gVPQqs1vhkM5eUv/beTmjLXKecmmNX8UJg4Ny03c8082aMiomDccQxp/QEQ8Lw0mQNsa4lvFEBjOevYdwo2vf3cdXuYmAwjT5lCIyNSXWBerG/wjfA9L91srOw4Z3Wqcyr4k+qKK1D0iI0qQscct+moReceived:
by 10.38.70.8 with SMTP id s8mr1658430rna;
| From: | Bob J <rocketbob(at)gmail.com> |
Jim, respectfully that is not true. This "thumping" vibration is
still present with the MT installations, though it is diminished. It
is smoother no doubt but it is inaccurate to say that the "thumping"
vibration goes away with the MT. That has been my experience with it.
My 180hp RV with a Hartzell is smoother than a 540 with an MT in a
Rocket.
Regards,
Bob
>
> Hi Milt,
>
> A 2 blade propeller has a 2nd order harmonic. The 3 blade propeller does
> not have this 2nd order harmonic. The harmonic doesn't "take a set". It's
> there with 2 blades, and not there with 3 blades.
>
> I have two Rocket 3 blade MT propellers listed on my website in the "New &
> Used" page under "Propellers". One standard propeller and one aerobatic
> propeller.
> _www.lessdrag.com_ (http://www.lessdrag.com)
>
> Regards,
> Jim Ayers
> Less Drag Products, Inc. - An MT Propeller distributor
>
> In a message dated 12/03/2004 7:11:34 AM Pacific Standard Time,
>
>
> rocket(at)swmrmc.org writes:
>
> --> Rocket-List message posted by: "Milt"
>
> I appreciate everyones input on this and am sorry I haven't got back to
> everyone sooner but work sometimes buries us to the exclusion of all else.
>
> I have pretty much (after a great deal of input) come to the same conclusion
> as Mark in that I think it is propwash from that long 2 blade and will
> probably soon opt for a 3 blade conversion.
>
> That brings up an entire host of new issues ie: which prop.
>
> And what are the thoughts of an engine "taking a set" to a 2 blade and not
> being convertible to a 3 blade after so many hours.
>
> Again thanks for all the input.
>
> Milt
>
>
>
________________________________________________________________________________
DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws;
s=beta; d=gmail.com;
b=HgriYXW4evEKEiYGN5z3gVPQqs1vhkM5eUv/beTmjLXKecmmNX8UJg4Ny03c8082aMiomDccQxp/QEQ8Lw0mQNsa4lvFEBjOevYdwo2vf3cdXuYmAwjT5lCIyNSXWBerG/wjfA9L91srOw4Z3Wqcyr4k+qKK1D0iI0qQscct+moReceived:
by 10.38.70.8 with SMTP id s8mr1658430rna;
| From: | Bob J <rocketbob(at)gmail.com> |
Jim, respectfully that is not true. This "thumping" vibration is
still present with the MT installations, though it is diminished. It
is smoother no doubt but it is inaccurate to say that the "thumping"
vibration goes away with the MT. That has been my experience with it.
My 180hp RV with a Hartzell is smoother than a 540 with an MT in a
Rocket.
Regards,
Bob
>
> Hi Milt,
>
> A 2 blade propeller has a 2nd order harmonic. The 3 blade propeller does
> not have this 2nd order harmonic. The harmonic doesn't "take a set". It's
> there with 2 blades, and not there with 3 blades.
>
> I have two Rocket 3 blade MT propellers listed on my website in the "New &
> Used" page under "Propellers". One standard propeller and one aerobatic
> propeller.
> _www.lessdrag.com_ (http://www.lessdrag.com)
>
> Regards,
> Jim Ayers
> Less Drag Products, Inc. - An MT Propeller distributor
>
> In a message dated 12/03/2004 7:11:34 AM Pacific Standard Time,
>
>
> rocket(at)swmrmc.org writes:
>
> --> Rocket-List message posted by: "Milt"
>
> I appreciate everyones input on this and am sorry I haven't got back to
> everyone sooner but work sometimes buries us to the exclusion of all else.
>
> I have pretty much (after a great deal of input) come to the same conclusion
> as Mark in that I think it is propwash from that long 2 blade and will
> probably soon opt for a 3 blade conversion.
>
> That brings up an entire host of new issues ie: which prop.
>
> And what are the thoughts of an engine "taking a set" to a 2 blade and not
> being convertible to a 3 blade after so many hours.
>
> Again thanks for all the input.
>
> Milt
>
>
>
________________________________________________________________________________
Hi Bob,
Then the "thumping" isn't a 2nd order engine harmonic.
On a Lycoming 540 engine in a HR2, I've experienced the 2nd order harmonic
with a two different 2 blade propellers and the lack of the 2nd order harmonic
with a 3 blade propeller.
"Thumping" can be almost anything. I wish you luck in isolating the
"thumper".
(If it's airframe related, it will eventually fatigue and break. If it's
engine and airframe related, there should be chaffing marks showing up. Best
to find it first.)
Regards,
Jim Ayers
In a message dated 12/03/2004 2:23:15 PM Pacific Standard Time,
rocketbob(at)gmail.com writes:
--> Rocket-List message posted by: Bob J
Jim, respectfully that is not true. This "thumping" vibration is
still present with the MT installations, though it is diminished. It
is smoother no doubt but it is inaccurate to say that the "thumping"
vibration goes away with the MT. That has been my experience with it.
My 180hp RV with a Hartzell is smoother than a 540 with an MT in a
Rocket.
Regards,
Bob
________________________________________________________________________________
DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws;
s=beta; d=gmail.com;
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by 10.54.33.28 with SMTP id g28mr349693wrg;
| From: | Bob J <rocketbob(at)gmail.com> |
Jim how do you know this is a 2nd order vibration? Do you have
analyzer plots to prove it?
Respectfully I must say that I raise an eyebrow when I hear people say
that that I need to drop ten grand on a prop to get rid of a
vibration, when in reality the ten grand prop only mitigates the
vibration problem marginally at cruise. Its like listening to a tire
guy saying the only way to get rid of my steering wheel shake is to
buy new tires from him.
'Thumping' may not be the best term for this vibration, but it is a
low frequency vibration. It is definitely engine/prop/airframe
related. This is the annoying vibration that is present in the
rockets, and is the one that guys are trying to get rid of by changing
props.
I've talked to a Hartzell engineer I know several times about this,
and they suspect a change in propeller clocking may solve the issue,
but they have no idea on where to begin since no rocket owner has ever
supplied them with the balancer data or worked with them on the
problem directly, which they are more than willing to do. The
solution to the annoying low frequency vibration could be a simple
one, but nobody that I'm aware of has done the due dilligence to
figure out what the heck it really is. To say purchasing a three
blade MT prop solves all your vibration problems isn't true. It
doesn't. That's my story and I'm sticking to it :).
I will give some credit to the MT prop, it is electric motor smooth on
startup and shutdown, it does mitigate the cruise vibration problem
somewhat, is sexy and has a neat sound to it.
Regards,
Bob Japundza
RV-6 flying F1 #80
>
>
> Hi Bob,
>
> Then the "thumping" isn't a 2nd order engine harmonic.
>
> On a Lycoming 540 engine in a HR2, I've experienced the 2nd order harmonic
> with a two different 2 blade propellers and the lack of the 2nd order harmonic
> with a 3 blade propeller.
>
> "Thumping" can be almost anything. I wish you luck in isolating the
> "thumper".
> (If it's airframe related, it will eventually fatigue and break. If it's
> engine and airframe related, there should be chaffing marks showing up. Best
> to find it first.)
>
> Regards,
> Jim Ayers
>
> In a message dated 12/03/2004 2:23:15 PM Pacific Standard Time,
>
>
> rocketbob(at)gmail.com writes:
>
> --> Rocket-List message posted by: Bob J
>
> Jim, respectfully that is not true. This "thumping" vibration is
> still present with the MT installations, though it is diminished. It
> is smoother no doubt but it is inaccurate to say that the "thumping"
> vibration goes away with the MT. That has been my experience with it.
> My 180hp RV with a Hartzell is smoother than a 540 with an MT in a
> Rocket.
>
> Regards,
> Bob
>
>
>
________________________________________________________________________________
| From: | "Milt" <rocket(at)swmrmc.org> |
Vibration was probably a poor choice of words for my original post.
It is probably better described as a rythmic thumping or beat that intensifies
with thrust and decreases with decreasing thrust.
I have flown in 2 bladed and 3 bladed RV-8s they have similiar rythmic thuming
to a lesser degree and the 3 blade less so than the 2 blade. It's just really
annoying.
Milt
________________________________________________________________________________
Hi Milt,
I don't know if this helps, but I believe John Harmon uses Lord engine
mounts. The engine runs smoother on Lord engine mounts than on Barry engine
mounts, but they cost a little more.
Regards,
Jim Ayers
(805) 795-5377
In a message dated 12/06/2004 6:27:46 AM Pacific Standard Time,
rocket(at)swmrmc.org writes:
--> Rocket-List message posted by: "Milt"
Vibration was probably a poor choice of words for my original post.
It is probably better described as a rythmic thumping or beat that
intensifies with thrust and decreases with decreasing thrust.
I have flown in 2 bladed and 3 bladed RV-8s they have similiar rythmic
thuming to a lesser degree and the 3 blade less so than the 2 blade. It's just
really annoying.
Milt
________________________________________________________________________________
| From: | Hr2pilot(at)aol.com |
| Subject: | Fwd: bronze class |
klaus(at)lightspeedengineering.com, lcobb(at)airrace.org, Mlfred(at)aol.com,
md11plt(at)attglobal.net, Morocketman(at)aol.com, rocket2@etcrier,
rocket-list(at)matronics.com, russ(at)wernerworld.com, rocket2(at)etcrier.net,
cm0312(at)commspeed.net, t.weaver(at)cimdata.com, wayneloeber(at)comcast.net
From: "Bob & Toodie Marshall" <rtmarshall(at)osb.net>
Subject: bronze class
Date: Tue, 7 Dec 2004 13:28:09 -0800
Hey john, I was speaking to Dante about the sport class racing, he feels that the
racers and non racers who want to see a bronze sport class, should write/petition
the RARA exec committee and get them off dead center,I met one of the exec
committee recently and he says that they are always trying to make it a better
show but certain things will not be eliminated and F ! and biplane are for
sure not going just yet! He did mention that the jet class is=20like watching
paint dry.
Now I am just the Tech rep and do not have the name recognition that you and
some of the boys do and I also know that the class pres will not go to bat
for the bronze boys (a conflict of $ $) out of their pockets,
So You know all the pilots, what do you think about about writing to the RARA
board ? since I live up here I would be willing to help out If the class wants
me to?
In another vein, why do you think the sport class website is not changing
to reflect the results ?
Take care, Bob Marshall
Hey john, I was speaking to Dante about
the sport class racing, he feels that the racers and non racers who want to=20see
a bronze sport class, should write/petition the RARA exec committee and get=20them
off dead center,I met one of the exec committee recently and he says that
they are always trying to make it a better show but certain things will not=20be
eliminated and F ! and biplane are for sure not going just yet! He did mention
that the jet class is like watching paint dry.
Now I am just=20the Tech
rep and do not have the name recognition that you and some of the boys do and I
also know that the class pres will not go to bat for the bronze boys
(a conflict of $ $) out of their pockets,
So You know all the pilots, what
do you think about about writing to the RARA board ? since I live up
here I would be willing to help out If the classwants me to?
In another vein,
why do you think the sport class website is not changing to reflect the
results?
Take care, Bob
Marshall
________________________________________________________________________________
| From: | "PATRICK LADD" <pj.ladd(at)btinternet.com> |
| Subject: | Re: Rocket Rides |
I had given ONE HUNDRED (different people - repeats don't count) Rocket
rides.>>
Hi all,
I am an interloper from the Kolb list but usually read the Rocket list stuff
as well.
Regarding the 100 flights mentioned above I thought you might be interested
to know that Edwin Shackleton who is a member of my local Strut of the
Popular Flying Association her in the UK added 20 new types to his log book
in the last year.
Edwin is not a pilot but he has flown in more types than anyone else in the
world.
Everything from Concorde to powered parachutes. I flew him in my Challenger
many years ago.
For the incredible total of types he has blagged his way in to see the
Guinness Book of Records web page.
He takes very good photographs too. Often seen in Flying Mags.
Cheers
Pat
________________________________________________________________________________
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
Guys,
I need an elegant way to latch my flopper canopy to the roll bar so I
can taxi with the flopper about 1/2 way open. Anyone have pictures of
a working latch? Or can you describe a good technique other than
holding it with my third hand... which I don't have.
BTW, I don't mean a few inches open for ventilation. I've got that
covered. I mean open such that I can stick my head out and look down
either side of the plane.
Ground visibility over the nose of this thing is not the best. Yeah,
s-turns, I know all about them, save your breath. I want to have the
OPTION of taxiing with the lid open so I don't run over a baby stroller
at Oshkosh or taxi into a hole on some grass strip.
Vince
F-1H Rocket, N540VF
http://www.usi.edu/science/chemistry/vfrazier/page1.html
________________________________________________________________________________
| From: | "Archie" <archie97(at)earthlink.net> |
| Subject: | Re: flopper latch |
I made a telescopic device (not for an RV), out of 3/4' sq tube,
and then with a series of holes, made it almost infinitely adjustable
using one finger to make the adjustment.
Archie
----- Original Message -----
From: "Frazier, Vincent A" <VFrazier(at)usi.edu>
Subject: Rocket-List: flopper latch
>
>
> Guys,
> I need an elegant way to latch my flopper canopy to the roll bar so I
> can taxi with the flopper about 1/2 way open. Anyone have pictures of
> a working latch? Or can you describe a good technique other than
> holding it with my third hand... which I don't have.
> BTW, I don't mean a few inches open for ventilation. I've got that
> covered. I mean open such that I can stick my head out and look down
> either side of the plane.
> Ground visibility over the nose of this thing is not the best. Yeah,
> s-turns, I know all about them, save your breath. I want to have the
> OPTION of taxiing with the lid open so I don't run over a baby stroller
> at Oshkosh or taxi into a hole on some grass strip.
>
> Vince
> F-1H Rocket, N540VF
> http://www.usi.edu/science/chemistry/vfrazier/page1.html
>
>
>
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | Throttle arm hits lower cowling |
To the HR guys,
Does anyone have a solution for the throttle arm on the servo hitting the lower
cowl?
I considered two options, a blister in the cowl, and drilling a hole in the arm
above the one in use. Drilling a new hole in the arm seems the natural solution
but I'm concerned that I would no longer have full throw of the throttle lever.
BTW the throw is perfect in the existing hole.
Thanks,
Jim Stone
Louisville
________________________________________________________________________________
| From: | Hr2pilot(at)aol.com |
| Subject: | Re: Throttle arm hits lower cowling |
Drill a new hole and get on with it.
John
________________________________________________________________________________
| From: | "Wernerworld" <russ(at)wernerworld.com> |
| Subject: | Re: Throttle arm hits lower cowling |
Drill a new hole and whack off the excess.
Russ
----- Original Message -----
From: "Jim Stone" <jrstone(at)insightbb.com>
Subject: Rocket-List: Throttle arm hits lower cowling
>
> To the HR guys,
> Does anyone have a solution for the throttle arm on the servo hitting the
> lower cowl?
> I considered two options, a blister in the cowl, and drilling a hole in
> the arm above the one in use. Drilling a new hole in the arm seems the
> natural solution but I'm concerned that I would no longer have full throw
> of the throttle lever. BTW the throw is perfect in the existing hole.
> Thanks,
> Jim Stone
> Louisville
>
>
>
________________________________________________________________________________
| From: | "lui" <8418signco(at)ev1.net> |
| Subject: | Mitchell Tach for Sale |
For sale:
2-1/4 MECHANICAL TACH WITH HOURMETER
Non lighted, use standard tachometer shaft and housing. Manufactured by Mitchell
Instrument. Now TSO'd. Driven from tach cable. New, never used or installed.
$180 + shipp. Contact Luis @ 8418signco(at)ev1.net . First come.
________________________________________________________________________________
| From: | HPaine <hpaine(at)earthlink.net> |
| Subject: | nice rocket in Dec 04 Sport Aviation |
Nice Rocket picture on page 64. Don't know who guy is with big dorky hat?
________________________________________________________________________________
| From: | "Cory Emberson" <bootless(at)earthlink.net> |
| Subject: | Santa Maria (CA) Fly-in Weekend (April 22-24 2005) - SMXgig |
Hello everyone!
With Matt Dralle's blessing (thank you, Matt!), I'm pleased to post this
announcement for a terrific aviation fly-in weekend. SMXgig (in Santa Maria,
CA) has become the year's largest face-to-face get-together of
electronically networked aviators. We hope you'll plan to attend because we
expect this year's gig to be the best ever.
People come from all over the country (and sometimes overseas) to attend,
and most of the sessions qualify for FAA Wings cards. The dates are April
22-24, 2005 (Friday-Sunday). It's a lot of fun, and a great chance for
pilots from all over to mingle and share aviation stories, ideas, etc.
I have had quite a few inquiries about SMXgig, especially from several
groups, so I anticipate that it's going to fill up this year.
The sessions are still being developed, but I will post an update when we
have the roster of speakers and their sessions.
The announcement below contains most of the crucial information, and you can
get the rest from the website (www.smxgig.org). If you have any questions at
all, just let me know, and thanks!
~Cory Emberson
KHWD
cory(at)smxgig.org
>>>NOTICE TO AIRMEN<<<
The Seventeenth Annual SMXgig
April 22-24, 2005
PRE-REGISTRATION
SMXgig 2005 will be held from April 22-24, 2005, at the Santa Maria, CA,
Radisson, right on the airport ramp. Because of the anticipated demand,
we'll start registration soon, and are now taking pre-registration
reservations with a small ($50 per person) deposit. The deposit may be paid
by check, PayPal, and all major credit cards. Of course, if the unexpected
occurs and you're not able to make SMXgig after all (sniff!), your deposit
will be fully refundable within the refund window (usually about two weeks
before the gig).
Your pre-registration and deposit will guarantee your SMXgig reservation. As
soon as I have the rest of the program finalized, we'll start the regular
registration process. If you believe you can make it, please reserve your
spot with this pre-registration form. First come, first served! The hotel is
otherwise sold out during that weekend, so it will be nice to know you've
got a place in line. You do *not* need to register with the hotel - just
give me your preferences, and
I will take care of the reservations.
SUPERSONIC SURVIVOR
Hanging in the straps of his parachute and feeling the cold night air on his
face, Brian Udell felt as if a freight train had collided with his body. As
he struggled to inflate his life preserver before plunging into the icy
waters of the Atlantic Ocean, he realized it had shredded with the force of
the supersonic windblast.
With his teeth and one functioning arm, Brian feverishly retrieved a one-man
life raft that hung from a fifteen-foot lanyard off his right hip only
seconds before entering the water. After popping back to the surface like a
bobber on a fishing line, the salt water made him painfully aware of the
open wounds, cuts, and scrapes that were strewn over his broken body. The
thought of blood pouring into the water inviting sharks for a late night
meal motivated him to attempt to get into the partially inflated raft.
As he kicked his legs, Brian's lower limbs felt as though only a thread
attached them. Exhausted and unable to enter the raft, thoughts of death
quickly consumed his mind. Knowing he would be unable to survive the night
under the extreme conditions, Brian began to pray. The next several hours of
survival and the many months of excruciating rehabilitation deliver an
almost unbelievable story.
Brian holds the record for surviving the highest speed ejection from a U.S.
Fighter Aircraft at nearly 800 MPH. He survived four grueling hours 65 miles
off the Atlantic Coast in 60-degree water, 5-foot seas, and 15 MPH winds at
night. Brian's determination, perseverance, faith, and sheer will to survive
is unparalleled. His story of survival, recovery, and return to the Strike
Eagle is an inspiration to everyone.
Brian is a very accomplished aviator. He began flying at age nine and took
his first cross-country flight at age ten. Since that time he has
accumulated over 4000 hours in a variety of both civil and military
aircraft.
He was one of only sixty candidates across the United States selected to
attend the Euro-NATO Joint Jet Pilot Training program. Brian graduated
number one in his class and was awarded the Air Training Command -
Commanders Cup Trophy. Brian was one of the first Lieutenants selected to
fly the F-15E Strike Eagle. He graduated from Strike Eagle training and
received the top academic award. Brian went on to his operational unit where
he became an Instructor, Mission Commander, and Air to Ground Top Gun
winner. He has flown over 100 combat missions in Southwest Asia and logged
nearly 2000 hours in the Strike Eagle.
Brian received four Air Medals and three Aerial Achievement Medal for combat
missions over the skies of Iraq. Brian's military career spanned ten years.
He left the Air Force in 1999 and he is currently a pilot with Southwest
Airlines.
"Brian Udell kept us spellbound for 45 minutes. You could hear a pin drop,
except when he made everyone laugh. The story of his four-hour ordeal was
gripping and moving. He certainly won the audience."
T. Karr, President
Carolina Aero Club
Just as in previous years, there will be one flat all-encompassing "gig" fee
that covers all events that involve significant out-of-pocket costs for the
organizers. The fee will be determined with the events is finalized (it
should be about $170), and will cover:
- Friday afternoon welcome party
- Friday evening dinner banquet, featuring Capt. Brian Udell, Supersonic
Survivor
- Saturday and Sunday tech sessions
- Saturday SMX-style BBQ lunch
- Saturday evening events (to be announced)
- Saturday evening movie extravaganza
- Meeting rooms and coffee service at the Santa Maria Radisson
- BFUB transportation to (and from) the Saturday evening event
Lodging at the SMX Radisson will cost $89.00/night for either a single or
double room, which is far below the regular hotel room rate. Be sure you
check in as a SMXgig attendee and get the special rate. We have our
definitive preference listed with the hotel for rampside rooms - early
registration can only help, but of course, the rampside rooms are subject to
availability depending on how many existing guests are in those rooms.
>>>SMXgig 2005<<<
April 22-24, 2005
ELECTRONIC PRE-REGISTRATION FORM
When you send your pre-registration, receipt of your deposit will be noted,
and your registration updated when the full registration process begins. The
credit card information for your hotel reservation will be requested at that
time.
Please fill in as completely as possible and send to Cory Emberson via:
1. Email at registration(at)smxgig.org .
2. Fax at: 510.782.0415
3. Regular mail to:
Cory Emberson - SMXgig
20511 Skywest Drive
Hayward, CA 94541
If youre making your deposit by credit card, and dont feel comfortable
emailing that information, please feel free to call me at 510.783.4410. If
you get my voicemail, I will return your call. Otherwise, both regular mail
or fax are safe.
GENERAL INFORMATION
Your name: _____________________________
Your email address: ____________________
Your daytime phone: (___) ___-____
Your evening phone: (___) ___-____
This form is: _ an original pre-registration
_ an amended pre-registration
_ a cancellation
How confident are you of attending?:
__ almost certain
__ probably
__ maybe
Anticipated arrival date and time: ________ at about ____
Departure date and time: ________ at about ____
How are you getting to SMX?:
__ Own plane, type __ N#_____
__ Hitching with_____________
__ Airline flight into_____
Number of attendees in your group: __
Names of others in your group:______________________________
HOTEL RESERVATION INFO
Number of rooms: __
Number of persons: __
Special requests:
__ King bed
__ Queen/Queen bed
__ Double/Double bed
__ Smoking
__ Non-smoking
__ Other:____________________
Sharing room with:_____________________________
CREDIT CARD INFO:
Card #__________________________ exp.______
PayPal address: bootless(at)earthlink.net
ANTICIPATED EVENT ATTENDANCE
Number of people in my party who I expect to attend the following events:
Friday afternoon welcome party ___
Friday evening dinner banquet: __
Saturday morning technical sessions: __
Saturday lunch barbecue: __
Saturday evening event (TBD): __
Sunday morning technical sessions: __
We look forward to seeing you there!
________________________________________________________________________________
| From: | David Lind <davelind(at)earthlink.net> |
| Subject: | Member photo in magazine |
Congratulations to Harry Paine! He and his Harmon Rocket II are in
page 65 of the current issue (December) of Sport Aviation. (Page 66
too if you look closely enough).
dave
________________________________________________________________________________
| From: | Hr2pilot(at)aol.com |
| Subject: | Fwd: LIST OF ROCKETS FLYING IN SO CAL |
Date: Sun, 19 Dec 2004 08:46:13 -0800
From: HPaine <hpaine(at)earthlink.net>
Subject: LIST OF ROCKETS FLYING IN SO CAL
Hey John:
Could you have Crissy email me a list of rocket drivers in so cal with
phone numbers to me.
Merry Chrsitmas
Harry Paine
________________________________________________________________________________
| From: | "Jeff" <F1Rocket(at)telus.net> |
| Subject: | Propeller contol |
Hi all,
Just hooked up my Jihostroj prop governor with a Vans throttle quadrant. I can
get full forward (fine pitch) no problem (adjusted for this), but when I pull
the prop control back, it doesn't come all the way back on the prop governor
(about 1/4" short).
Should I drill another hole and get full stroke on the governor, or do we ever
pull it all the way coarse?
Jeff
________________________________________________________________________________
| From: | "Wernerworld" <russ(at)wernerworld.com> |
| Subject: | Re: Propeller contol |
It will work fine just like that. Press on!
Russ
HRII
----- Original Message -----
From: "Jeff" <F1Rocket(at)telus.net>
Subject: Rocket-List: Propeller contol
>
> Hi all,
>
> Just hooked up my Jihostroj prop governor with a Vans throttle quadrant.
> I can get full forward (fine pitch) no problem (adjusted for this), but
> when I pull the prop control back, it doesn't come all the way back on the
> prop governor (about 1/4" short).
>
> Should I drill another hole and get full stroke on the governor, or do we
> ever pull it all the way coarse?
>
> Jeff
>
>
>
________________________________________________________________________________
| From: | "Fred Weaver" <Mytyweav(at)earthlink.net> |
| Subject: | Re: Propeller contol |
Jeff.... Just fly it that way first... You will probably never use the
govenor to get to full coarse pitch. Typically, you will certainly use the
fine pitch portion of the curve and you would be surprised (at least I was)
at how little rotation the governor arm has to make to increase the pitch of
the blades...
Just fly it and then adjust for what you might need.
Weav
----- Original Message -----
From: "Jeff" <F1Rocket(at)telus.net>
Subject: Rocket-List: Propeller contol
>
> Hi all,
>
> Just hooked up my Jihostroj prop governor with a Vans throttle quadrant.
I can get full forward (fine pitch) no problem (adjusted for this), but when
I pull the prop control back, it doesn't come all the way back on the prop
governor (about 1/4" short).
>
> Should I drill another hole and get full stroke on the governor, or do we
ever pull it all the way coarse?
>
> Jeff
>
>
________________________________________________________________________________
| From: | Morocketman(at)aol.com |
| Subject: | Re: Fwd: LIST OF ROCKETS FLYING IN SO CAL |
Likewise, why don't we have a list of all the "Rocketeers" (who want to be
on it) distributed. I for one would very much enjoy any Rocket Pilots, or
RV'ers to fly into Rebel's Bluff for a visit. You can come and stay, or........
just grab lunch and a fillup of the least expensive fuel anywhere. You are
welcome! Just ask Harry Paine, Vince Frazier, or Paul Rosales. Rebel's
Bluff is 2 miles north of Mt Vernon (MISSOURI) International Airport. N37 06.1
and W93 52.2. I will hangar your airplane and treat you to the finest Ozarks
Hospitality. Let's get together and share our passion for the Rocket Ride,
or better yet, do as Harry and I did, and fly a Rocket vacation together.
Les Featherston 417-466-4663 or
_morocketman(at)aol.com_ (mailto:morocketman(at)aol.com)
________________________________________________________________________________
| From: | pfsiegel <psiegel(at)fuse.net> |
| Subject: | Prop Pitch Control Authority |
Re: Prop Control
If you ever lose power on your IO-540, you WILL want to get as close to
feather on your prop pitch controller as possible! That big prop is a
VERY efficient speed brake!!! (Don't ask me how I know this.) I
suggest you set up you linkage to get full throw capability!
Paul Siegel
________________________________________________________________________________
| From: | HPaine <hpaine(at)earthlink.net> |
| Subject: | Re: Prop Pitch Control Authority |
>
>Re: Prop Control
>
>If you ever lose power on your IO-540, you WILL want to get as close to
>feather on your prop pitch controller as possible! That big prop is a
>VERY efficient speed brake!!! (Don't ask me how I know this.) I
>suggest you set up you linkage to get full throw capability!
>
>Paul Siegel
>
>Paul:
We want to know how you know this. whats the details??? and How in the heck
did you get full throw???
________________________________________________________________________________
| Subject: | Re: Prop Pitch Control Authority: commercial plug! |
In a message dated 12/22/2004 9:43:22 AM Central Standard Time,
hpaine(at)earthlink.net writes:
and How in the heck
did you get full throw???
Hey Harry:
We sell a quadrant that allows full throw on all controls. Look in the
catalog under engine accessories...
Happy Holidays!
Mark
Team Rocket LP
www.teamrocketaircraft.com
________________________________________________________________________________
| Subject: | Re: Prop Pitch Control Authority: commercial plug! |
Hi All,
With the counterweighted blade MT Propeller, when you loss oil pressure, the
propeller goes to coarse pitch. But you probably already knew that.
Regards,
Jim Ayers
Less Drag Products, Inc.
An MT Propeller Distributor - Plug intended :-)
_www.lessdrag.com_ (http://www.lessdrag.com)
In a message dated 12/22/2004 7:49:14 AM Pacific Standard Time,
Mlfred(at)aol.com writes:
--> Rocket-List message posted by: Mlfred(at)aol.com
In a message dated 12/22/2004 9:43:22 AM Central Standard Time,
hpaine(at)earthlink.net writes:
and How in the heck
did you get full throw???
Hey Harry:
We sell a quadrant that allows full throw on all controls. Look in the
catalog under engine accessories...
Happy Holidays!
Mark
Team Rocket LP
www.teamrocketaircraft.com
________________________________________________________________________________
| From: | "nico css" <nico(at)cybersuperstore.com> |
| Subject: | Re: Prop Pitch Control Authority |
Paul is right. We once had access to a Cherokee 180 with a VP prop and
tested the rate of descent with the engine idling and the prop full coarse.
Instead of about 1000 fpm we reduced the rate to about 750.
There are two problems, of course. If you practice forced landings with a
prop windmilling in fine pitch and then execute it for real at a
substantially different rate of descent, how would that assist in hitting
the mark? Secondly, we also found that the largest effect on the rate of
descent occurred within the first inch or so off the fine-pitch mark. After
that there was no substantial gain.
So, it appears that if your restricted pitch travel doesn't compromise
safety, leave it where it is.
Nico
----- Original Message -----
From: "pfsiegel" <psiegel(at)fuse.net>
Subject: Rocket-List: Prop Pitch Control Authority
>
> Re: Prop Control
>
> If you ever lose power on your IO-540, you WILL want to get as close to
> feather on your prop pitch controller as possible! That big prop is a
> VERY efficient speed brake!!! (Don't ask me how I know this.) I
> suggest you set up you linkage to get full throw capability!
>
> Paul Siegel
>
>
________________________________________________________________________________
| From: | "Larry James" <larry(at)ncproto.com> |
| Subject: | prop pitch control |
So the real question is: what is the true necessary throw for all controls
?? (This is for us that build our own control quadrants :-)
Can someone provide the linear control throw for:
Throttle
Propeller pitch
Mixture
thanks !!
Larry E. James
Bellevue, WA HR2 fuselage/systems
________________________________________________________________________________
| From: | Morocketman(at)aol.com |
| Subject: | Re: Dan's New NTSB program |
Either I cannot divulge where I got my information, or not sign my name to
this, but................. My RV-4 w Lycoming IO-360 had 32.2 gals of fuel
capacity when calibrated after the tanks were emptied. I was approaching my
destination airport about 1 1/2 years ago when the "6 P's" caught up with me.
And while it "was" Ph-leur of Pressurized Ph-uel Ph-lowing to Power Plant!
The real cause was Piss-Poor-Planning-Preventing-Proper-Performance. Enough
said! I did discover incidentally, that when you reach best L-O-D airspeed,
and lower the attitude from the cruise A-O-A, that the remaining 17 ounces of
fuel do ignite, and restore your confidence for about 44 seconds.
Fortunately, that few seconds made the difference, and I made a very nice landing
about
one-third of the way down the runway. Hoping that no one noticed that the
prop was stopped vertically, I let it roll to the turn off, and made it about
50' short of the fuel depot. I quickly jumped out, pushed the airplane into
an appropriate position, and grabbed the hose with an intensity that was
approximate to my blood pressure. Soon, the pump indicated exactly what I
suspected it would, 32.3 gallons. I am convinced that the RV fuel tanks have
very, VERY little unusable capacity. So, now that I have bared my sole, where
do
we go with this? And are there any other's out there who are willing to
sacrifice their reputations to validate my claims? I will let the proper
authorities know about this event--hopefully anonymously. By the way, I am pretty
sure you are referring to an accident that happened to my friend from a very
nearby airport. Like my father told me, don't do as I do, but do as I said
to do, Les Featherston
________________________________________________________________________________
| From: | "nico css" <nico(at)cybersuperstore.com> |
| Subject: | Re: Dan's New NTSB program |
You are a very brave man, Les. And, since there is no such thing as luck,
very fortunate.
A similar incident (not about fuel though) happened many years ago when a
charter pilot flew above cloud over some very high and rough mountainous
terrain when the single Comanche's engine lost oil pressure and eventually
quit. They glided into the soup with the passengers praying and some near
panic. There was nothing else to do but wait ... at best they would descend
into a valley. He knew the mountains were engulfed in cloud. So, they sat
there in eerie calm waiting for the windscreen to suddenly fill up with the
side of a mountain. When they broke cloud at about 50' above ground, they
were on final approach to a local farmer's private dirt strip on top of a
plateau. The pilot dropped the wheels and landed. They, too, were not
lucky -- they were fortunate.
There are two kinds of pilots. Those who practiced the 6-P's and those who
will.
Nico
----- Original Message -----
From: <Morocketman(at)aol.com>
Subject: Re: Rocket-List: Dan's New NTSB program
>
> Either I cannot divulge where I got my information, or not sign my name to
> this, but................. My RV-4 w Lycoming IO-360 had 32.2 gals of
fuel
> capacity when calibrated after the tanks were emptied. I was approaching
my
> destination airport about 1 1/2 years ago when the "6 P's" caught up with
me.
> And while it "was" Ph-leur of Pressurized Ph-uel Ph-lowing to Power
Plant!
> The real cause was Piss-Poor-Planning-Preventing-Proper-Performance.
Enough
> said! I did discover incidentally, that when you reach best L-O-D
airspeed,
> and lower the attitude from the cruise A-O-A, that the remaining 17
ounces of
> fuel do ignite, and restore your confidence for about 44 seconds.
> Fortunately, that few seconds made the difference, and I made a very nice
landing about
> one-third of the way down the runway. Hoping that no one noticed that
the
> prop was stopped vertically, I let it roll to the turn off, and made it
about
> 50' short of the fuel depot. I quickly jumped out, pushed the airplane
into
> an appropriate position, and grabbed the hose with an intensity that was
> approximate to my blood pressure. Soon, the pump indicated exactly what I
> suspected it would, 32.3 gallons. I am convinced that the RV fuel tanks
have
> very, VERY little unusable capacity. So, now that I have bared my sole,
where do
> we go with this? And are there any other's out there who are willing to
> sacrifice their reputations to validate my claims? I will let the
proper
> authorities know about this event--hopefully anonymously. By the way, I
am pretty
> sure you are referring to an accident that happened to my friend from a
very
> nearby airport. Like my father told me, don't do as I do, but do as I
said
> to do, Les Featherston
>
>
________________________________________________________________________________
| Subject: | Re: prop pitch control |
Hi All,
On the P-440-15 governor for the counterweighted blade MT Propeller, I
measured 2 1/4" of travel from the factory. Anyone get anything different?
If you have the narrow deck engine MT governor on a wide deck engine the
travel will be greater, since the low pitch (high RPM) stop has to be turned
almost totally back in the pitch stop block.
Regards,
Jim Ayers
In a message dated 12/23/2004 9:39:07 AM Pacific Standard Time,
larry(at)ncproto.com writes:
--> Rocket-List message posted by: "Larry James"
So the real question is: what is the true necessary throw for all controls
?? (This is for us that build our own control quadrants :-)
Can someone provide the linear control throw for:
Throttle
Propeller pitch
Mixture
thanks !!
Larry E. James
Bellevue, WA HR2 fuselage/systems
________________________________________________________________________________
| From: | "Loren Harmon" <landsharmon(at)tc3net.com> |
| Subject: | prop pitch control |
I received a P-880-3 governor for my 3 bladed MTV-9-B-C/C198-52
counterweighted propeller. Narrow deck. Hasn't been started yet.
Loren Harmon
s/n 76
-----Original Message-----
Hi All,
On the P-440-15 governor for the counterweighted blade MT Propeller, I
measured 2 1/4" of travel from the factory. Anyone get anything different?
If you have the narrow deck engine MT governor on a wide deck engine the
travel will be greater, since the low pitch (high RPM) stop has to be
turned
almost totally back in the pitch stop block.
Regards,
Jim Ayers
In a message dated 12/23/2004 9:39:07 AM Pacific Standard Time,
larry(at)ncproto.com writes:
--> Rocket-List message posted by: "Larry James"
So the real question is: what is the true necessary throw for all controls
?? (This is for us that build our own control quadrants :-)
Can someone provide the linear control throw for:
Throttle
Propeller pitch
Mixture
thanks !!
Larry E. James
Bellevue, WA HR2 fuselage/systems
________________________________________________________________________________
| Subject: | Re: prop pitch control |
Hi All,
The P-880-3 is the new part number for the counterweighted blade MT
Propeller on the narrow deck 540 engine. It has a single control lever. The
six
screws on the top of the unit are loosened to rotate the arm into the desired
position, and then tightened again.
The P-440-15 unit has two arms. The lower arm is the control stop arm. The
upper arm is removable on a splined shaft, and can be positioned where
required.
Regards,
Jim Ayers
In a message dated 12/24/2004 8:17:43 PM Pacific Standard Time,
landsharmon(at)tc3net.com writes:
--> Rocket-List message posted by: "Loren Harmon"
I received a P-880-3 governor for my 3 bladed MTV-9-B-C/C198-52
counterweighted propeller. Narrow deck. Hasn't been started yet.
Loren Harmon
s/n 76
-----Original Message-----
Hi All,
On the P-440-15 governor for the counterweighted blade MT Propeller, I
measured 2 1/4" of travel from the factory. Anyone get anything different?
If you have the narrow deck engine MT governor on a wide deck engine the
travel will be greater, since the low pitch (high RPM) stop has to be
turned
almost totally back in the pitch stop block.
Regards,
Jim Ayers
In a message dated 12/23/2004 9:39:07 AM Pacific Standard Time,
larry(at)ncproto.com writes:
--> Rocket-List message posted by: "Larry James"
So the real question is: what is the true necessary throw for all controls
?? (This is for us that build our own control quadrants :-)
Can someone provide the linear control throw for:
Throttle
Propeller pitch
Mixture
thanks !!
Larry E. James
Bellevue, WA HR2 fuselage/systems
________________________________________________________________________________
| From: | "Jeff" <F1Rocket(at)telus.net> |
Does anyone have a good source for a cabin heat muff (exhaust) for the vetterman
exhaust?
The Vans is too small in diameter.
Jeff
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | Re: Cabin Heat Muff |
Try John Harmon, his fits nicely on my exhaust. Also try Rick Robbins @ 303 423-7002
.
Jim Stone
HRII
----- Original Message -----
From: "Jeff" <F1Rocket(at)telus.net>
Subject: Rocket-List: Cabin Heat Muff
>
> Does anyone have a good source for a cabin heat muff (exhaust) for the vetterman
exhaust?
>
> The Vans is too small in diameter.
>
> Jeff
>
>
________________________________________________________________________________
| From: | "Wernerworld" <russ(at)wernerworld.com> |
| Subject: | Re: Cabin Heat Muff |
Rick Robbins will make one pointing any way you want and they are very nice.
Russ
----- Original Message -----
From: "Jim Stone" <jrstone(at)insightbb.com>
Subject: Re: Rocket-List: Cabin Heat Muff
>
> Try John Harmon, his fits nicely on my exhaust. Also try Rick Robbins @
> 303 423-7002 .
> Jim Stone
> HRII
> ----- Original Message -----
> From: "Jeff" <F1Rocket(at)telus.net>
> To:
> Subject: Rocket-List: Cabin Heat Muff
>
>
>>
>> Does anyone have a good source for a cabin heat muff (exhaust) for the
>> vetterman exhaust?
>>
>> The Vans is too small in diameter.
>>
>> Jeff
>>
>>
>
>
>
________________________________________________________________________________
| From: | "Jeff" <F1Rocket(at)telus.net> |
| Subject: | Re: Cabin Heat Muff |
Thanks Jim, Rick was the man, and knew exactly what I needed.
Jeff
----- Original Message -----
From: "Jim Stone" <jrstone(at)insightbb.com>
Subject: Re: Rocket-List: Cabin Heat Muff
>
> Try John Harmon, his fits nicely on my exhaust. Also try Rick Robbins @
> 303 423-7002 .
> Jim Stone
> HRII
> ----- Original Message -----
> From: "Jeff" <F1Rocket(at)telus.net>
> To:
> Subject: Rocket-List: Cabin Heat Muff
>
>
>>
>> Does anyone have a good source for a cabin heat muff (exhaust) for the
>> vetterman exhaust?
>>
>> The Vans is too small in diameter.
>>
>> Jeff
>>
>>
>
>
>
________________________________________________________________________________
| From: | "Archie" <archie97(at)earthlink.net> |
| Subject: | Happy New Year - 2005 |
Happy New Year !!
http://web.icq.com/friendship/swf/0,,16961_rs,00.swf
________________________________________________________________________________
| From: | Hr2pilot(at)aol.com |
| Subject: | Harmon Rocket II Inquiry from web |
I have sent your question to the rocket-list
From: HarmonRocket(at)aol.com
Date: Mon, 3 Jan 2005 11:38:31 EST
Subject: Fwd: Rocket Inquiry MAIN Page
-------------------------------1104770311
-------------------------------1104770311
-------------------------------1104770311--
Date: Sat, 01 Jan 2005 16:47:42 -0800
From: support(at)ncws.com
Subject: Rocket Inquiry MAIN Page
Below is the result of your feedback form. It was submitted by
() on Saturday, January 1, 2005 at 16:47:41
Email: dred(at)centurytel.net
Phone: 541-466-5119
Calltime: 10 am. or later
Name: David B Red
Question: Hi all
I'm looking for some help in an area that maybe you folks haven't worked in=20before.
I very much want to fly an RV-3B.
My question is: Even though you folks only work with the RV-4.or higher numbers.
Could you point me in the right direction,that I might find some help=20in
widening the cockpit ,of the RV-3, by 3 inches.
(Alright I heard that, about going on a diet!)
Has any one accomplished this modification..?
Thanks for your time and effort.....Dave
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | Inverted Oil system overboard line |
Rocket guys with inverted systems,
I'm trying to figure a better way to get rid of oil from the inverted oil tank
overboard line. I've considered running a 3/4 inch line all the way back to the
tail and decided that there would be too many holes and a lot of weight. Some
folks have run a line down to and almost touching the exhaust pipe near the
cowl exit. This method is simple but I think with a quart of oil exiting the
tank, a lot of smoke and fumes would be generated, not to mention a potential
for fire.
I'm thinking the best way to go is to weld a short piece of 3/4"SS tube at a 30-45
degree angle to one of the exhaust pipes and hook the hose to that. My concerns
are one, what happens in the event of a backfire? And two, how hot will
that SS tube get that is attached to a hose, IOW, will the hose withstand that
kind of temps.
Thanks,
Jim Stone
Louisville
________________________________________________________________________________
| From: | Weasel Graber <rv4flyboy(at)yahoo.com> |
| Subject: | Re: Inverted Oil system overboard line |
Hey jim i have this set up in my rv4 and it seems to
work 4 me the only diff is i dont have an inverted sys
i just ran the breather into the ext. Weasel -4
--- owner-rocket-list-server(at)matronics.com
wrote:
>
> Rocket guys with inverted systems,
> I'm trying to figure a better way to get rid of oil
from the inverted oil tank overboard line. I've
considered running a 3/4 inch line all the way back to
the tail and decided that there would be too many
holes and a lot of weight. Some folks have run a line
down to and almost touching the exhaust pipe near the
cowl exit. This method is simple but I think with a
quart of oil exiting the tank, a lot of smoke and
fumes would be generated, not to mention a potential
for fire.
> I'm thinking the best way to go is to weld a short
piece of 3/4"SS tube at a 30-45 degree angle to one of
the exhaust pipes and hook the hose to that. My
concerns are one, what happens in the event of a
backfire? And two, how hot will that SS tube get that
is attached to a hose, IOW, will the hose withstand
that kind of temps.
> Thanks,
> Jim Stone
> Louisville
>
>
>
Contributions
any other
Forums.
>
http://www.matronics.com/subscription
http://www.matronics.com/FAQ/Rocket-List.htm
http://www.matronics.com/browse/rocket-list
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http://www.matronics.com/contribution
>
>
>
>
>
__________________________________
http://info.mail.yahoo.com/mail_250
________________________________________________________________________________
| From: | "FRED LAFORGE" <fred.laforge(at)verizon.net> |
| Subject: | Re: Inverted Oil system overboard line |
Jim, I have the Christian inverted oil system in my RV-4. I just ran a hose
out near the exhaust. it hardly has any oil film on the inside of the hose.
I really dont loose oil through the breather.
Fred LaForge RV-4 0-360 CS EAA Tech Counselor
----- Original Message -----
From: "Jim Stone" <jrstone(at)insightbb.com>
Subject: Rocket-List: Inverted Oil system overboard line
>
> Rocket guys with inverted systems,
> I'm trying to figure a better way to get rid of oil from the inverted oil
> tank overboard line. I've considered running a 3/4 inch line all the way
> back to the tail and decided that there would be too many holes and a lot
> of weight. Some folks have run a line down to and almost touching the
> exhaust pipe near the cowl exit. This method is simple but I think with a
> quart of oil exiting the tank, a lot of smoke and fumes would be
> generated, not to mention a potential for fire.
> I'm thinking the best way to go is to weld a short piece of 3/4"SS tube at
> a 30-45 degree angle to one of the exhaust pipes and hook the hose to
> that. My concerns are one, what happens in the event of a backfire? And
> two, how hot will that SS tube get that is attached to a hose, IOW, will
> the hose withstand that kind of temps.
> Thanks,
> Jim Stone
> Louisville
>
>
>
________________________________________________________________________________
| From: | dralle(at)matronics.com (Matt Dralle) |
| Subject: | [PLEASE READ NOW] - Addressing Upgrade At Matronics TONIGHT! |
Dear Listers,
Service Provider to upgrade to a larger IP subnet. I will be
re-addressing all of the machines on the network including the
Matronics Web Server and Matronics Email Server at that time. Name
Service will be updated at that time as well and most things should
work again pretty quick. There may be some bounced email for a few hours
or even a day or so as the new name-to-ip-address resolutions propagate
into the depths of the Internet.
If you have problems posting a message to one of the Lists or get a
bounced message back, please wait a couple of hours and try sending it
again. Generally, access to the web site should work within 1-hour of
Hopefully the transition will go smoothly and you'll hardly even
notice! :-)
Thanks for your patience!
Matt Dralle
List Administrator
--
Matt G. Dralle | Matronics | P.O. Box 347 | Livermore | CA | 94551
925-606-1001 Voice | 925-606-6281 FAX | dralle(at)matronics.com Email
http://www.matronics.com/ W.W.W. | Featuring Products For Aircraft
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | Re: Inverted Oil system overboard line |
Thanks Fred,
I wonder if I should expect the same with my IO-540.
Jim
----- Original Message -----
From: "FRED LAFORGE" <fred.laforge(at)verizon.net>
Subject: Re: Rocket-List: Inverted Oil system overboard line
>
>
> Jim, I have the Christian inverted oil system in my RV-4. I just ran a
> hose
> out near the exhaust. it hardly has any oil film on the inside of the
> hose.
> I really dont loose oil through the breather.
> Fred LaForge RV-4 0-360 CS EAA Tech Counselor
> ----- Original Message -----
> From: "Jim Stone" <jrstone(at)insightbb.com>
> To:
> Subject: Rocket-List: Inverted Oil system overboard line
>
>
>>
>> Rocket guys with inverted systems,
>> I'm trying to figure a better way to get rid of oil from the inverted oil
>> tank overboard line. I've considered running a 3/4 inch line all the way
>> back to the tail and decided that there would be too many holes and a lot
>> of weight. Some folks have run a line down to and almost touching the
>> exhaust pipe near the cowl exit. This method is simple but I think with a
>> quart of oil exiting the tank, a lot of smoke and fumes would be
>> generated, not to mention a potential for fire.
>> I'm thinking the best way to go is to weld a short piece of 3/4"SS tube
>> at
>> a 30-45 degree angle to one of the exhaust pipes and hook the hose to
>> that. My concerns are one, what happens in the event of a backfire? And
>> two, how hot will that SS tube get that is attached to a hose, IOW, will
>> the hose withstand that kind of temps.
>> Thanks,
>> Jim Stone
>> Louisville
>>
>>
>>
>
>
>
________________________________________________________________________________
| From: | "FRED LAFORGE" <fred.laforge(at)verizon.net> |
| Subject: | Re: Inverted Oil system overboard line |
I dont know why not,just install it like they tell you, oil seperator can
high, shuttle valve low.
Fred LaForge RV-4 0-360 CS EAA Tech Counselor
----- Original Message -----
From: "Jim Stone" <jrstone(at)insightbb.com>
Subject: Re: Rocket-List: Inverted Oil system overboard line
>
> Thanks Fred,
> I wonder if I should expect the same with my IO-540.
> Jim
> ----- Original Message -----
> From: "FRED LAFORGE" <fred.laforge(at)verizon.net>
> To:
> Subject: Re: Rocket-List: Inverted Oil system overboard line
>
>
>>
>>
>> Jim, I have the Christian inverted oil system in my RV-4. I just ran a
>> hose
>> out near the exhaust. it hardly has any oil film on the inside of the
>> hose.
>> I really dont loose oil through the breather.
>> Fred LaForge RV-4 0-360 CS EAA Tech Counselor
>> ----- Original Message -----
>> From: "Jim Stone" <jrstone(at)insightbb.com>
>> To:
>> Subject: Rocket-List: Inverted Oil system overboard line
>>
>>
>>>
>>> Rocket guys with inverted systems,
>>> I'm trying to figure a better way to get rid of oil from the inverted
>>> oil
>>> tank overboard line. I've considered running a 3/4 inch line all the
>>> way
>>> back to the tail and decided that there would be too many holes and a
>>> lot
>>> of weight. Some folks have run a line down to and almost touching the
>>> exhaust pipe near the cowl exit. This method is simple but I think with
>>> a
>>> quart of oil exiting the tank, a lot of smoke and fumes would be
>>> generated, not to mention a potential for fire.
>>> I'm thinking the best way to go is to weld a short piece of 3/4"SS tube
>>> at
>>> a 30-45 degree angle to one of the exhaust pipes and hook the hose to
>>> that. My concerns are one, what happens in the event of a backfire?
>>> And
>>> two, how hot will that SS tube get that is attached to a hose, IOW, will
>>> the hose withstand that kind of temps.
>>> Thanks,
>>> Jim Stone
>>> Louisville
>>>
>>>
>>>
>>
>>
>>
>
>
>
________________________________________________________________________________
| From: | "Larry James" <larry(at)ncproto.com> |
"Rocket List"
Hi All,
I'm still deciding between a tip-over and slider canopy. I was discussing
this with a fellow builder this past week, and he offered that he'd seen
some fluid dynamic data that showed the very crest of the canopy to be one
of the highest pressure areas of the airframe; and therefore any
discontinuity in this area would be very draggy. If this is true, another
point against a slider. Anyone with some experience with this ??
Larry E. James
Bellevue, WA Harmon Rocket II fuselage/systems
________________________________________________________________________________
| From: | "u2nelson" <u2nelson(at)prodigy.net> |
Actually this is one of the lowest pressure areas, but you are correct that
any disturbance there would be bad. I have a slider and I went out of my
way to keep the bump as small as possible, to keep the potential drag
penalty low. I believe I succeeded, as my rocket is one of the fastest out
there. Check out the Reno race results, compare with the other rockets,
just a tad behind John and the impressive HRIII, and better than the other
HRIIs with flip overs.
I think the choice really comes down to better visibility (only marginally)
vrs hanging your arm over the edge on a hot day. The slider is really a nice
addition IMOP for ground operations.
Greg Nelson
N144X
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com]On Behalf Of Larry James
Subject: Rocket-List: canopy bow drag
Hi All,
I'm still deciding between a tip-over and slider canopy. I was discussing
this with a fellow builder this past week, and he offered that he'd seen
some fluid dynamic data that showed the very crest of the canopy to be one
of the highest pressure areas of the airframe; and therefore any
discontinuity in this area would be very draggy. If this is true, another
point against a slider. Anyone with some experience with this ??
Larry E. James
Bellevue, WA Harmon Rocket II fuselage/systems
________________________________________________________________________________
| From: | "Larry James" <larry(at)ncproto.com> |
"RV List"
Thanks for the input so far!
Pro's for the tip over:
simple
light
better visibility
easier ingress/egress
Pro's for the slider:
safety in fixed windscreen (thanks Doug)
safety in stronger windscreen (my original reason for exploring this option)
cool factor (well, it does count; doesn't it?)
My reasoning so far goes like this: I think I can build a slider with very
little to no weight penalty to a tip-over; and I like having that fixed
windscreen in case of a bird strike; and I have significantly changed my
cockpit layout such that ingress/egress to the pilot would be fine with the
slider. I also think I can build the canopy bow to minimize visibility
impairment and drag (all composite bow and canopy frame/skirt). So far the
slider is winning. Any more input ??
cheers,
Larry E. James
Bellevue, WA HR2 fuselage/systems
________________________________________________________________________________
| From: | "Bill and Janet Asbell" <cottonwood(at)charter.net> |
| Subject: | Re: canopy bow drag |
how much bird do you think is going to make it thru that prop. jets I grant
ya that is a big prob,but from experience just alot of blood,guts,and small
pieces came in to visit me,helluva mess on the windshield.Didn`t even crack
the w/s.
Bill A #32 helper
----- Original Message -----
From: "Larry James" <larry(at)ncproto.com>
Subject: Rocket-List: canopy bow drag
>
> Thanks for the input so far!
> Pro's for the tip over:
> simple
> light
> better visibility
> easier ingress/egress
>
> Pro's for the slider:
> safety in fixed windscreen (thanks Doug)
> safety in stronger windscreen (my original reason for exploring this
option)
> cool factor (well, it does count; doesn't it?)
>
> My reasoning so far goes like this: I think I can build a slider with
very
> little to no weight penalty to a tip-over; and I like having that fixed
> windscreen in case of a bird strike; and I have significantly changed my
> cockpit layout such that ingress/egress to the pilot would be fine with
the
> slider. I also think I can build the canopy bow to minimize visibility
> impairment and drag (all composite bow and canopy frame/skirt). So far
the
> slider is winning. Any more input ??
> cheers,
> Larry E. James
> Bellevue, WA HR2 fuselage/systems
>
>
________________________________________________________________________________
| From: | Denis Walsh <denis.walsh(at)comcast.net> |
| Subject: | Re: canopy bow drag |
On the six My balance sheet was: The tip up is cheaper, faster to
build, less drag, better visibility, lighter and better on ingress.
The slider is harder to build, costlier, worse visibility, more drag,
heavier, harder to get into.
The slider wins the cool factor and leaks less.
ABSOLUTELY NO CONTEST! SLIDER WINS. Asks any one who owns one.
Probably because all the negatives are very small but the cool factor
and the no water leaks on instruments are very large/
Denis
On Jan 11, 2005, at 7:44 PM, Bill and Janet Asbell wrote:
>
>
> how much bird do you think is going to make it thru that prop. jets I
> grant
> ya that is a big prob,but from experience just alot of blood,guts,and
> small
> pieces came in to visit me,helluva mess on the windshield.Didn`t even
> crack
> the w/s.
> Bill A #32 helper
> ----- Original Message -----
> From: "Larry James" <larry(at)ncproto.com>
> To: "Rocket List" ; "RV List"
>
> Subject: Rocket-List: canopy bow drag
>
>
>>
>> Thanks for the input so far!
>> Pro's for the tip over:
>> simple
>> light
>> better visibility
>> easier ingress/egress
>>
>> Pro's for the slider:
>> safety in fixed windscreen (thanks Doug)
>> safety in stronger windscreen (my original reason for exploring this
> option)
>> cool factor (well, it does count; doesn't it?)
>>
>> My reasoning so far goes like this: I think I can build a slider with
> very
>> little to no weight penalty to a tip-over; and I like having that
>> fixed
>> windscreen in case of a bird strike; and I have significantly changed
>> my
>> cockpit layout such that ingress/egress to the pilot would be fine
>> with
> the
>> slider. I also think I can build the canopy bow to minimize
>> visibility
>> impairment and drag (all composite bow and canopy frame/skirt). So
>> far
> the
>> slider is winning. Any more input ??
>> cheers,
>> Larry E. James
>> Bellevue, WA HR2 fuselage/systems
>>
>>
>
>
________________________________________________________________________________
| Subject: | slider vs flopper |
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
I have a flopper on my Rocket.
Here's one benefit of a slider that I didn't hear mentioned: A slider
can be opened during taxiing so you can tip your head to the side and
see where you're going.
I like my flopper, but I dislike the poor visibility for ground ops....
can't see past the engine!
Vince
________________________________________________________________________________
| From: | <mrguitarweller(at)yahoo.com> |
| Subject: | builders in California |
Are there any Rocket builders in California? I'd love
to check out a kit in progress.
Thanks!
Rick
__________________________________
http://my.yahoo.com
________________________________________________________________________________
| From: | Winnick645(at)cs.com |
| Subject: | Re: slider vs flopper |
You can't beat the slider for cabin comfort, it's the cheapest air
conditioner you can install. My first experimental was an RV3 with a slider, that
aircraft convinced me the slider is the only way to go.
Rich
________________________________________________________________________________
| Subject: | builders in California |
| From: | "Swaney, Mark CAPT NAVAIRWARCENWPNDIV Bldg 36, Rm 2305" <mark.swaney(at)navy.mil> |
36, Rm 2305"
I'm sure folks would tell you that California is the home and birthplace of Rockets,
but it's a big state. Where are you located?
Mark Swaney
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of mrguitarweller(at)yahoo.com
Subject: Rocket-List: builders in California
Are there any Rocket builders in California? I'd love
to check out a kit in progress.
Thanks!
Rick
__________________________________
http://my.yahoo.com
________________________________________________________________________________
| From: | <mrguitarweller(at)yahoo.com> |
| Subject: | builders in California |
Hi Mark,
Thanks for the reply. I live in Southern California,
Downey.
The Rocket appears to be an incredible machine,
looking forward to viewing one up close!
Rick
--- "Swaney, Mark CAPT NAVAIRWARCENWPNDIV Bldg 36, Rm
2305" wrote:
> CAPT NAVAIRWARCENWPNDIV Bldg 36, Rm 2305"
>
>
> I'm sure folks would tell you that California is the
> home and birthplace of Rockets, but it's a big
> state. Where are you located?
> Mark Swaney
>
>
> -----Original Message-----
> From: owner-rocket-list-server(at)matronics.com
> [mailto:owner-rocket-list-server(at)matronics.com] On
> Behalf Of mrguitarweller(at)yahoo.com
> Sent: Thursday, January 13, 2005 7:41
> To: rocket-list(at)matronics.com
> Subject: Rocket-List: builders in California
>
>
>
> Are there any Rocket builders in California? I'd
> love
> to check out a kit in progress.
>
> Thanks!
>
> Rick
>
>
>
> __________________________________
> http://my.yahoo.com
>
>
>
> Contributions
> any other
> Forums.
>
> http://www.matronics.com/subscription
> http://www.matronics.com/FAQ/Rocket-List.htm
> http://www.matronics.com/archives
> http://www.matronics.com/photoshare
> http://www.matronics.com/emaillists
>
>
>
>
>
>
__________________________________
http://my.yahoo.com
________________________________________________________________________________
| Subject: | Re: slider vs flopper |
Hi Vince,
I heard there was a strange attachment on the back of the Rocket to help
this situation. I think it's called a rudder.
However, while taxiing an AT-6 from the back seat, I was told to make long
runs across the taxiway rather than short runs across the centerline.
Something about looking like a drunkin' sailor. :-)
Regards,
Jim Ayers
In a message dated 01/13/2005 6:45:52 AM Pacific Standard Time,
VFrazier(at)usi.edu writes:
I like my flopper, but I dislike the poor visibility for ground ops....
can't see past the engine!
Vince
________________________________________________________________________________
| Subject: | Re: builders in California |
I'm in Oxnard, CA. Mark Swaney is at Camarillo, CA.
John Harmon is in Bakersfield, CA. Also projects at Massey Aircraft Service
on Shafter Airport and the Heavily brothers at another field south of
Bakersfield.
Jerry Scott is at Chino, CA.
There's more I don't know about.
Regards,
Jim Ayers
In a message dated 01/13/2005 7:42:04 AM Pacific Standard Time,
mrguitarweller(at)yahoo.com writes:
--> Rocket-List message posted by:
Are there any Rocket builders in California? I'd love
to check out a kit in progress.
Thanks!
Rick
________________________________________________________________________________
| From: | "nico css" <nico(at)cybersuperstore.com> |
| Subject: | Re: builders in California |
I would like to take some pics and video of Rockets (in progress and
completed) to post on the list. Mission experience makes for a great
write-up and folks like to read it.
Jim, are you and Mark OK with that? Oxnard and Camarillo are just up the
road from where I am. (Gives me a reason to hang out at the airport.)
Nico
----- Original Message -----
From: <LesDrag(at)aol.com>
Subject: Re: Rocket-List: builders in California
>
>
> I'm in Oxnard, CA. Mark Swaney is at Camarillo, CA.
>
> John Harmon is in Bakersfield, CA. Also projects at Massey Aircraft
Service
> on Shafter Airport and the Heavily brothers at another field south of
> Bakersfield.
>
> Jerry Scott is at Chino, CA.
>
> There's more I don't know about.
>
> Regards,
> Jim Ayers
>
> In a message dated 01/13/2005 7:42:04 AM Pacific Standard Time,
> mrguitarweller(at)yahoo.com writes:
>
> --> Rocket-List message posted by:
>
> Are there any Rocket builders in California? I'd love
> to check out a kit in progress.
>
> Thanks!
>
> Rick
>
>
________________________________________________________________________________
| Subject: | builders in California |
| From: | "Swaney, Mark CAPT NAVAIRWARCENWPNDIV Bldg 36, Rm 2305" <mark.swaney(at)navy.mil> |
36, Rm 2305"
It's okay with me. I'll send you my contact info off-line.
Mark
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of nico css
Subject: Re: Rocket-List: builders in California
I would like to take some pics and video of Rockets (in progress and
completed) to post on the list. Mission experience makes for a great
write-up and folks like to read it.
Jim, are you and Mark OK with that? Oxnard and Camarillo are just up the
road from where I am. (Gives me a reason to hang out at the airport.)
Nico
----- Original Message -----
From: <LesDrag(at)aol.com>
Subject: Re: Rocket-List: builders in California
>
>
> I'm in Oxnard, CA. Mark Swaney is at Camarillo, CA.
>
> John Harmon is in Bakersfield, CA. Also projects at Massey Aircraft
Service
> on Shafter Airport and the Heavily brothers at another field south of
> Bakersfield.
>
> Jerry Scott is at Chino, CA.
>
> There's more I don't know about.
>
> Regards,
> Jim Ayers
>
> In a message dated 01/13/2005 7:42:04 AM Pacific Standard Time,
> mrguitarweller(at)yahoo.com writes:
>
> --> Rocket-List message posted by:
>
> Are there any Rocket builders in California? I'd love
> to check out a kit in progress.
>
> Thanks!
>
> Rick
>
>
________________________________________________________________________________
| From: | "FRED LAFORGE" <fred.laforge(at)verizon.net> |
| Subject: | Re: builders in California |
Im building a HR-2 at Cable (CCB)
Fred LaForge RV-4 0-360 CS EAA Tech Counselor
----- Original Message -----
From: <mrguitarweller(at)yahoo.com>
Subject: Rocket-List: builders in California
>
> Are there any Rocket builders in California? I'd love
> to check out a kit in progress.
>
> Thanks!
>
> Rick
>
>
>
> __________________________________
> http://my.yahoo.com
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Brian Dal Porto" <bdalporto(at)sbcglobal.net> |
| Subject: | Builders in Northern California |
I am finally ready to take the plunge into a kit plane. I have narrowed my choices
to Harmon Rocket (#1) or an RV-7 (#2). But I still have concerns about how
much more work a Rocket is than an RV-7. I would like to visit some one building
a rocket to take a look and talk about what's involved.
Brian
________________________________________________________________________________
| From: | "Fred Weaver" <Mytyweav(at)earthlink.net> |
| Subject: | Re: Builders in Northern California |
Geez Brian.... You just missed out on a fabulous RV8 that sold up in
Quincy... And dude.... There is a big difference between a Rocket and a
7... Go for the Rocket..
Weav
----- Original Message -----
From: "Brian Dal Porto" <bdalporto(at)sbcglobal.net>
Subject: Rocket-List: Builders in Northern California
>
> I am finally ready to take the plunge into a kit plane. I have narrowed my
choices to Harmon Rocket (#1) or an RV-7 (#2). But I still have concerns
about how much more work a Rocket is than an RV-7. I would like to visit
some one building a rocket to take a look and talk about what's involved.
>
> Brian
>
>
________________________________________________________________________________
| From: | "Ron C" <ronc(at)metropolisdesign.com> |
| Subject: | Builders in Northern California |
Brian-
I have a Rocket I am ready to sell. $125,000 Very nice example. Contact
off line at 801-699-2609 if interested.
Ron Carter
HRII s/n 149
N230RC
----------------------------------------------------
This mailbox protected from junk email by MailFrontier Desktop
from MailFrontier, Inc. http://info.mailfrontier.com
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Brian Dal
Porto
Subject: Rocket-List: Builders in Northern California
-->
I am finally ready to take the plunge into a kit plane. I have narrowed
my choices to Harmon Rocket (#1) or an RV-7 (#2). But I still have
concerns about how much more work a Rocket is than an RV-7. I would like
to visit some one building a rocket to take a look and talk about what's
involved.
Brian
________________________________________________________________________________
| From: | James Baldwin <rocket2man(at)isp.com> |
| Subject: | Re: Builders in Northern California |
Brian -
I've not seen the prefab completeness of an RV7 and really can't compare
the difference in work required, but have you taken a ride in John's
Rocket? There is really no comparison in performance. I'm using an old
old RV4 kit to convert to my Rocket which is a lot of head scratching
for a first time builder. Thankfully it is pretty well documented on
various websites where the differences in construction are. Of course,
there is the quickbuild F1 Rocket available also. Depends on bucks and
building time availabe, but you can have a Rocket . I personally will
never understand how a guy would choose to build an RV8 instead of a
Rocket. JBB
Brian Dal Porto wrote:
>
>I am finally ready to take the plunge into a kit plane. I have narrowed my choices
to Harmon Rocket (#1) or an RV-7 (#2). But I still have concerns about how
much more work a Rocket is than an RV-7. I would like to visit some one building
a rocket to take a look and talk about what's involved.
>
>Brian
>
>
>
>
________________________________________________________________________________
| From: | "lui" <8418signco(at)ev1.net> |
| Subject: | Builders in Northern California |
Brian:
When I met John Harmon over the phone he asked me a few questions to
determine my expectations, time available to build, etc.
Based on our conversation, he recommended me to check the F-1 quick build
kit or buy one already built. The F-1 is a different airplane but with
some similarities. This has been the best advice John has given me. Even
a quick build takes some time to figure out a few things. If you don't
have much time to build or experience from other projects consider a quick
build or one already built. The bottom line: the best looking airplane in
the market and fast! - nothing near a RV.
L.
-------------------
> From: "Brian Dal Porto" <bdalporto(at)sbcglobal.net>
> Subject: Rocket-List: Builders in Northern California
July 23, 2004 - January 16, 2005
Rocket-Archive.digest.vol-am