RV8-Archive.digest.vol-at
March 17, 2011 - July 27, 2011
Online Versions of Today's List Digest Archive
=================================================
Today's complete RV8-List Digest can also be found in either of the
two Web Links listed below. The .html file includes the Digest formatted
in HTML for viewing with a web browser and features Hyperlinked Indexes
and Message Navigation. The .txt file includes the plain ASCII version
of the RV8-List Digest and can be viewed with a generic text editor
such as Notepad or with a web browser.
HTML Version:
http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter
11-03-16&Archive=RV8
Text Version:
http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter
2011-03-16&Archive=RV8
===============================================
EMail Version of Today's List Digest Archive
===============================================
----------------------------------------------------------
RV8-List Digest Archive
---
Total Messages Posted Wed 03/16/11: 1
----------------------------------------------------------
Today's Message Index:
----------------------
1. 04:58 PM - Re: POH (Peck, Gaillard R CTR USAF ACC USAFWS/CBD)
________________________________ Message 1
_____________________________________
| From: | "Peck, Gaillard R CTR USAF ACC USAFWS/CBD" |
I would appreciate a copy Paul. Gaillard.peck.ctr(at)nellis.af.mil
Thanks,
Gail Peck
F-15, F-22 SME USAF Weapons School
Nellis AFB, NV
RV-8 currently sealing tanks
-----Original Message-----
| From: | owner-rv8-list-server(at)matronics.com |
[mailto:owner-rv8-list-server(at)matronics.com] On Behalf Of Valovich, Paul
Sent: Saturday, March 12, 2011 8:02 AM
Subject: Re: RV8-List: POH
I've assembled three comprehensive DRAFT documents in preparation for
first flight:
1. Test Plan (using Society of Experimental Test Pilots and Navy
Test Pilot
School documents as references)
2. POH (10MB file with pictures and descriptions of avionics)
3. Cockpit Checklist (5x8 cards)
If anyone is interested let me know and I'll email you copies.
Didn't reinvent the wheel but carefully assembled the info posted by
others.
Paul Valovich
N192NM
________________________________________________________________________________
| From: | "Glenn E. Bell" <glennbell(at)cablelynx.com> |
| Subject: | Re: RV8-List Digest: 1 Msgs - 03/16/11 |
I would also like to have a copy
glennbell(at)cablelynx.com
RV8A N246DD 15 hours
thanks
From: owner-rv8-list-server(at)matronics.com
[mailto:owner-rv8-list-server(at)matronics.com] On Behalf Of ESWAN124(at)aol.com
Sent: Thursday, March 17, 2011 10:54 AM
Subject: RV8-List: Re: RV8-List Digest: 1 Msgs - 03/16/11
Paul, will you please forward me a copy of your POH.
I have an RV8 with 150hrs in Florida.
Thanks
Earle Swan
eswan124(at)aol.com
In a message dated 3/17/2011 3:06:21 A.M. Eastern Daylight Time,
rv8-list(at)matronics.com writes:
*
========================
Online Versions of Today's List Digest Archive
========================
Today's complete RV8-List Digest can also be found in either of the
two Web Links listed below. The .html file includes the Digest formatted
in HTML for viewing with a web browser and features Hyperlinked Indexes
and Message Navigation. The .txt file includes the plain ASCII version
of the RV8-List Digest and can be viewed with a generic text editor
such as Notepad or with a web browser.
HTML Version:
http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter
11-03-16&Archive=RV8
Text Version:
http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter
2011-03-16&Archive=RV8
======================
EMail Version of Today's List Digest Archive
======================
----------------------------------------------------------
RV8-List Digest Archive
---
Total Messages Posted Wed 03/16/11: 1
----------------------------------------------------------
Today's Message Index:
----------------------
1. 04:58 PM - Re: POH (Peck, Gaillard R CTR USAF ACC USAFWS/CBD)
________________________________ Message 1
_____________________________________
From: "Peck, Gaillard R CTR USAF ACC USAFWS/CBD"
Subject: RE: RV8-List: POH
I would appreciate a copy Paul. Gaillard.peck.ctr(at)nellis.af.mil
Thanks,
Gail Peck
F-15, F-22 SME USAF Weapons School
Nellis AFB, NV
RV-8 currently sealing tanks
-----Original Message-----
From: owner-rv8-list-server(at)matronics.com
[mailto:owner-rv8-list-server(at)matronics.com] On Behalf Of Valovich, Paul
Sent: Saturday, March 12, 2011 8:02 AM
Subject: Re: RV8-List: POH
I've assembled three comprehensive DRAFT documents in preparation for first
flight:
1. Test Plan (using Society of Experimental Test Pilots and Navy Test
Pilot
School documents as references)
2. POH (10MB file with pictures and descriptions of avionics)
3. Cockpit Checklist (5x8 cards)
If anyone is interested let me know and I'll email you copies.
Didn't reinvent the wheel but carefully assembled the info posted by others.
Paul ies ay - MATRONICS WEB FORUMS - List
Contribution Web Site p;
________________________________________________________________________________
| Subject: | Re: RV8-List Digest: 1 Msgs - 03/16/11 |
| From: | Jim Sherry <jimsherry49(at)gmail.com> |
Hi Paul,
May I have a copy of your POH?
Thanks
Jim Sherry jimsherry49(at)gmail.com
RV-8 350 hours
On Thu, Mar 17, 2011 at 1:48 PM, Glenn E. Bell wrote:
> I would also like to have a copy
>
> glennbell(at)cablelynx.com
>
> RV8A N246DD 15 hours
>
>
> thanks
>
>
> *From:* owner-rv8-list-server(at)matronics.com [mailto:
> owner-rv8-list-server(at)matronics.com] *On Behalf Of *ESWAN124(at)aol.com
> *Sent:* Thursday, March 17, 2011 10:54 AM
> *To:* rv8-list(at)matronics.com
> *Subject:* RV8-List: Re: RV8-List Digest: 1 Msgs - 03/16/11
>
>
> Paul, will you please forward me a copy of your POH.
>
> I have an RV8 with 150hrs in Florida.
>
> Thanks
>
> Earle Swan
>
> eswan124(at)aol.com
>
>
> In a message dated 3/17/2011 3:06:21 A.M. Eastern Daylight Time,
> rv8-list(at)matronics.com writes:
>
> *
>
> ========================
> Online Versions of Today's List Digest Archive
> ========================
>
> Today's complete RV8-List Digest can also be found in either of the
> two Web Links listed below. The .html file includes the Digest formatted
> in HTML for viewing with a web browser and features Hyperlinked Indexes
> and Message Navigation. The .txt file includes the plain ASCII version
> of the RV8-List Digest and can be viewed with a generic text editor
> such as Notepad or with a web browser.
>
> HTML Version:
>
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter 11-03-16&Archive=RV8
>
> Text Version:
>
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter 11-03-16&Archive=RV8
>
>
> ======================
> EMail Version of Today's List Digest Archive
> ======================
>
>
> ----------------------------------------------------------
> RV8-List Digest Archive
> ---
> Total Messages Posted Wed 03/16/11: 1
> ----------------------------------------------------------
>
>
> Today's Message Index:
> ----------------------
>
> 1. 04:58 PM - Re: POH (Peck, Gaillard R CTR USAF ACC USAFWS/CBD)
>
>
> ________________________________ Message 1
> _____________________________________
>
>
> From: "Peck, Gaillard R CTR USAF ACC USAFWS/CBD" <
> gaillard.peck.ctr(at)nellis.af.mil>
> Subject: RE: RV8-List: POH
>
>
> I would appreciate a copy Paul. Gaillard.peck.ctr(at)nellis.af.mil
>
>
> Thanks,
>
> Gail Peck
> F-15, F-22 SME USAF Weapons School
> Nellis AFB, NV
>
> RV-8 currently sealing tanks
>
> -----Original Message-----
> From: owner-rv8-list-server(at)matronics.com [mailto:
> owner-rv8-list-server(at)matronics.com] On Behalf Of Valovich, Paul
> Sent: Saturday, March 12, 2011 8:02 AM
> Subject: Re: RV8-List: POH
>
> I've assembled three comprehensive DRAFT documents in preparation for first
> flight:
>
>
> 1. Test Plan (using Society of Experimental Test Pilots and Navy Test
> Pilot
> School documents as references)
>
> 2. POH (10MB file with pictures and descriptions of avionics)
>
> 3. Cockpit Checklist (5x8 cards)
>
>
> If anyone is interested let me know and I'll email you copies.
>
>
> Didn't reinvent the wheel but carefully assembled the info posted by
> others.
>
> Paul ies ay - MATRONICS WEB FORUMS - List
> Contribution Web Site p;
>
>
> * *
>
> * *
>
> **
>
> **
>
> **
>
> **
>
> **
>
> *http://www.matronics.com/Navigator?RV8-List*
>
> **
>
> **
>
> *http://forums.matronics.com*
>
> **
>
> **
>
> **
>
> **
>
> *http://www.matronics.com/contribution*
>
> **
>
> * *
>
> *
>
> *
>
>
________________________________________________________________________________
| From: | "rvg8tor" <rvg8tor(at)comcast.net> |
Paul,
Sorry to pile on but I would appreciate a copy of your POH as well.
Cheers
mikeaway "at" comcast.net
--------
Mike "Nemo" Elliott
RV-8A QB (Fuselage)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=334297#334297
________________________________________________________________________________
| From: | <av8er2fly(at)peoplepc.com> |
I would like one also. thank you
----- Original Message -----
From: "rvg8tor" <rvg8tor(at)comcast.net>
Sent: Friday, March 18, 2011 10:00 AM
Subject: RV8-List: Re: POH
>
> Paul,
>
> Sorry to pile on but I would appreciate a copy of your POH as well.
>
> Cheers
>
> mikeaway "at" comcast.net
>
> --------
> Mike "Nemo" Elliott
> RV-8A QB (Fuselage)
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=334297#334297
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Larry Bowen <larry(at)bowenaero.com> |
If someone forwards this to me, I will put it online for everyone to access.
Mailing onesy-twosy is a little crazy.
On Mar 18, 2011 7:22 PM, wrote:
>
> I would like one also. thank you
> ----- Original Message -----
> From: "rvg8tor" <rvg8tor(at)comcast.net>
> To:
> Sent: Friday, March 18, 2011 10:00 AM
> Subject: RV8-List: Re: POH
>
>
>>
>> Paul,
>>
>> Sorry to pile on but I would appreciate a copy of your POH as well.
>>
>> Cheers
>>
>> mikeaway "at" comcast.net
>>
>> --------
>> Mike "Nemo" Elliott
>> RV-8A QB (Fuselage)
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=334297#334297
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | RV-8 Insurance... |
I've been shopping for a new year of insurance on the RV-8 (current policy is up
on 3/20) and got quotes from Avemco, AOPA, and the EAA (Falcon). The quotes
from the AOPA and EAA were close, although the AOPA came in $500 cheaper than
the EAA's this year. But here was the shocker. Avemco's quote was 2.3 times
higher than the AOPA's quote! I called Avemco to make sure that they just hadn't
done something wrong. It was right. That's just crazy. Apparently Avemco
doesn't really want to write Experimental polices.
Anyway, thought I'd share my experiences.
-
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 150+ Hours TTSN - Paint Job Is All That's Left To Do...
________________________________________________________________________________
| From: | "FLYBOY.BOB" <flyboy.bob(at)gmail.com> |
| Subject: | Re: RV-8 Insurance... |
Matt,
I had a similar experience . . . when I asked the agent she got kind of
snippy with me and told me that=99s what they needed to cover
their expenses? Not when everyone else can do it for less!
Mine=99s for first flight and in type experience becomes an issue
and Avemco had the most liberal restrictions there follow by EAA.
I=99m waiting on some paperwork and the airworthiness inspection .
. . I believe I=99m going to go with EAA (Falcon).
Regards,
Bob Christensen =93 N83RC . . . still waiting!
From: Matt Dralle
Sent: Friday, March 18, 2011 8:53 PM
rv7-list(at)matronics.com
Subject: RV8-List: RV-8 Insurance...
I've been shopping for a new year of insurance on the RV-8 (current
policy is up on 3/20) and got quotes from Avemco, AOPA, and the EAA
(Falcon). The quotes from the AOPA and EAA were close, although the
AOPA came in $500 cheaper than the EAA's this year. But here was the
shocker. Avemco's quote was 2.3 times higher than the AOPA's quote! I
called Avemco to make sure that they just hadn't done something wrong.
It was right. That's just crazy. Apparently Avemco doesn't really want
to write Experimental polices.
Anyway, thought I'd share my experiences.
-
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 150+ Hours TTSN - Paint Job Is All That's Left To Do...
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: RV-8 Insurance... |
Yeah, you can't beat EAA/Falcon for the first year because they will cover the
Test Flight and the First Ten Hours. Avemco made a point of the fact that they
didn't cover either. Okay, I get that, but a year later and with 153 hours
on the RV-8, 153 hours in my logbook in type, and with no incidents, I would have
expected a significant drop. Falcon only came down $100 from last year.
Avemco when UP by $2k.
-
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 150+ Hours TTSN - Paint Job Is All That's Left To Do...
At 03:50 AM 3/19/2011 Saturday, you wrote:
>Matt,
>
>I had a similar experience . . . when I asked the agent she got kind of snippy
with me and told me thats what they needed to cover their expenses? Not when
everyone else can do it for less!
>
>Mines for first flight and in type experience becomes an issue and Avemco had
the most liberal restrictions there follow by EAA. Im waiting on some paperwork
and the airworthiness inspection . . . I believe Im going to go with EAA (Falcon).
>
>Regards,
>Bob Christensen N83RC . . . still waiting!
>
>From: <mailto:dralle(at)matronics.com>Matt Dralle
>Sent: Friday, March 18, 2011 8:53 PM
>To: rv-list(at)matronics.com ; rv8-list(at)matronics.com ; rv7-list(at)matronics.com
>Subject: RV8-List: RV-8 Insurance...
>
>
>
>I've been shopping for a new year of insurance on the RV-8 (current policy is
up on 3/20) and got quotes from Avemco, AOPA, and the EAA (Falcon). The quotes
from the AOPA and EAA were close, although the AOPA came in $500 cheaper than
the EAA's this year. But here was the shocker. Avemco's quote was 2.3 times
higher than the AOPA's quote! I called Avemco to make sure that they just hadn't
done something wrong. It was right. That's just crazy. Apparently Avemco
doesn't really want to write Experimental polices.
>
>Anyway, thought I'd share my experiences.
>
>
>-
>Matt Dralle
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: Carpet Source |
Talk with Luke Doughton luked(at)classic.aero at Classic Aero. They did the upholstery
and carpet on my RV-8 and I couldn't be more pleased. On the carpet for
the RV-8, I did spend a good deal of time laying out exactly what I wanted on
CAD, printing it on a plotter, adjusting the fit, then updating the CAD, etc.
But when I finished that process, I just emailed the CAD file to Luke, and he
converted it into a carpet that literally fits like a glove. I was very impressed.
Quality of the carpet is excellent and Luke makes sure it is fire treated
as well.
http://www.classic.aero
Best upholstery and carpet available for RV's in my opinion.
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 150+ Hours TTSN - Paint Job Is All That's Left To Do...
At 07:51 AM 3/19/2011 Saturday, you wrote:
>--> RV10-List message posted by: Michael Kraus
>
>Has anyone purchased just a carpet kit for the RV-10? I'm looking for a nice,
drop in kit, something that will cover the tunnel (standard layout) and all floors
including the baggage area. Not just floor mats.
>
>I know I can get carpet from Airtex and do it myself, but I was hoping to find
something alittle more drop in.
>
>Any ideas?
>
>Thanks
>-Mike Kraus
-
________________________________________________________________________________
| From: | Michael Kraus <n223rv(at)wolflakeairport.net> |
| Subject: | Re: Carpet Source |
Hey Matt,
That was my first place to look as I bought my seats there years ago.
But no dice.
=46rom their web site:
We don't offer products for the RV-10 at this time. The main reason for
this is that we have decided to continue to focus on our current
products. We plan to further refine and then expand the items that we
make for the RV-7, RV-8, and RV-9.
On Mar 19, 2011, at 1:28 PM, Matt Dralle wrote:
>
> Talk with Luke Doughton luked(at)classic.aero at Classic Aero. They did
the upholstery and carpet on my RV-8 and I couldn't be more pleased. On
the carpet for the RV-8, I did spend a good deal of time laying out
exactly what I wanted on CAD, printing it on a plotter, adjusting the
fit, then updating the CAD, etc. But when I finished that process, I
just emailed the CAD file to Luke, and he converted it into a carpet
that literally fits like a glove. I was very impressed. Quality of the
carpet is excellent and Luke makes sure it is fire treated as well.
>
> http://www.classic.aero
>
> Best upholstery and carpet available for RV's in my opinion.
>
> Matt Dralle
> RV-8 #82880 N998RV
> http://www.mattsrv8.com - Matt's RV-8 Construction Log
> http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
> Status: 150+ Hours TTSN - Paint Job Is All That's Left To Do...
>
>
> At 07:51 AM 3/19/2011 Saturday, you wrote:
>> --> RV10-List message posted by: Michael Kraus
>>
>> Has anyone purchased just a carpet kit for the RV-10? I'm looking
for a nice, drop in kit, something that will cover the tunnel (standard
layout) and all floors including the baggage area. Not just floor mats.
>>
>> I know I can get carpet from Airtex and do it myself, but I was
hoping to find something alittle more drop in.
>>
>> Any ideas?
>>
>> Thanks
>> -Mike Kraus
>
> -
>
>
>
>
>
>
Michael Kraus
n223rv(at)wolflakeairport.net
________________________________________________________________________________
| From: | Speedy11(at)aol.com |
| Subject: | Re: RV8 Insurance |
Matt,
How about a little more info.
What were the quotes for one year policy from the various companies?
Stan Sutterfield
In a message dated 3/19/2011 3:07:47 A.M. Eastern Daylight Time,
rv8-list(at)matronics.com writes:
I've been shopping for a new year of insurance on the RV-8 (current policy
is up
on 3/20) and got quotes from Avemco, AOPA, and the EAA (Falcon). The
quotes
from the AOPA and EAA were close, although the AOPA came in $500 cheaper
than
the EAA's this year. But here was the shocker. Avemco's quote was 2.3
times
higher than the AOPA's quote! I called Avemco to make sure that they just
hadn't
done something wrong. It was right. That's just crazy. Apparently Avemco
doesn't really want to write Experimental polices.
Anyway, thought I'd share my experiences.
________________________________________________________________________________
| Subject: | Re: RV8 Insurance |
| From: | ualpilot3(at)aol.com |
The best rates were from a friend of my who sells insurance, Ladd
Gardner. Link below. Just mention my name, Les Bourne
http://www.laddgardner.com/
-----Original Message-----
From: Speedy11(at)aol.com
Sent: Sat, Mar 19, 2011 3:15 pm
Subject: RV8-List: Re: RV8 Insurance
Matt,
How about a little more info.
What were the quotes for one year policy from the various companies?
Stan Sutterfield
In a message dated 3/19/2011 3:07:47 A.M. Eastern Daylight Time,
rv8-list(at)matronics.com writes:
I've been shopping for a new year of insurance on the RV-8 (current
policy is up
on 3/20) and got quotes from Avemco, AOPA, and the EAA (Falcon). The
quotes
from the AOPA and EAA were close, although the AOPA came in $500
cheaper than
the EAA's this year. But here was the shocker. Avemco's quote was 2.3
times
higher than the AOPA's quote! I called Avemco to make sure that they
just hadn't
done something wrong. It was right. That's just crazy. Apparently
Avemco
doesn't really want to write Experimental polices.
Anyway, thought I'd share my experiences.
________________________________________________________________________________
| Subject: | Flap Acuator Throw |
Hi guys,
I am wiring up my flaps and installing a POS-12 position indicator. I am
some months from installing the wings, so I don't have any way to measure
this directly. I was trying to figure out where to position the flap
actuator so that I could install the POS and get it roughly adjusted.
The throw of the electric screw jack is five inches. What is the position
of the arm that actually moves the flaps oriented when they are fully
extended and fully retracted? Is the arm parallel to the floor at full
extension? Five degrees up, ten degrees? Anyone got a rough approximation?
I am assuming that the actuator uses its full five inches of travel. It
free wheels at either end, which I assume is its limit position. Correct?
Thanks as usual.
Michael Wynn
RV 8 Wiring
San Ramon, CA 94583
________________________________________________________________________________
| From: | Speedy11(at)aol.com |
| Subject: | Re: Flap Actuator Throw |
Michael,
At this link, _http://www.rv-8a.net/2007.htm_
(http://www.rv-8a.net/2007.htm) you can see how I attached my POS-12. Scroll down to 19 Mar 07. The
POS-12 can be adjusted for proper indications after flap installation by
adjusting the clamp as needed. The flap motor does free wheel at it's
limits.
On my web site, look at the photos just above the POS-12 photos (on 14 Mar
07) and you'll see a handy technique that makes installing and removing the
flap mechanism easier. At the top end, I added a nutplate for the bolt to
engage instead of having to fumble with a nut each time. Seems like I
installed and removed the mechanism at least a dozen times while fine tuning
everything.
Regards,
Stan Sutterfield
In a message dated 3/21/2011 3:05:36 A.M. Eastern Daylight Time,
rv8-list(at)matronics.com writes:
I am wiring up my flaps and installing a POS-12 position indicator. I
am
some months from installing the wings, so I don't have any way to measure
this directly. I was trying to figure out where to position the flap
actuator so that I could install the POS and get it roughly adjusted.
The throw of the electric screw jack is five inches. What is the
position
of the arm that actually moves the flaps oriented when they are fully
extended and fully retracted? Is the arm parallel to the floor at full
extension? Five degrees up, ten degrees? Anyone got a rough
approximation?
I am assuming that the actuator uses its full five inches of travel. It
free wheels at either end, which I assume is its limit position. Correct?
Thanks as usual.
Michael Wynn
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: Canopy Skirt Buzz... |
At 10:25 AM 3/22/2011 Tuesday, you wrote:
>Matt,
>Did you settle on a material that you preferred for deadening the canopy buzz
[on your RV-8]? We are experiencing the same thing but at a very narrow speed
range. Before we reinvent the wheel I figured I would ask.
>
>Thanks,
>Robin
Hi Robin,
Yes, solved mostly. Here the stuff to get:
http://cshyde.thomasnet.com/viewitems/tapes-with-psa/uhmw-tape--black-anti-stat-rubber-adhesive?forward=1
This is black UHMW table with a rubber adhesive (good to 150F). I got the .020"
stuff.
Its not very bendable sideways, so don't try to get the .5" kind and wrap it around
the s-curve in the back. It definitely won't stick for very long.
Get the 6" wide stuff - Part number <http://cshyde.thomasnet.com/viewitems/tapes-with-psa//item/tapes-with-psa/uhmw-tape--black-anti-stat-rubber-adhesive/anti-stat-uhmw-19-20blk-6-5?>19-20BLK-6-5 (5 yards) or 19-20BLK-6-18 (18 yards) - and lay it flat over the skirt on the inside and then trace the contour. Move it up by about .75" and then trace again. Then cut out the piece which should be a perfect fit around the inside edge of the canopy skirt. I forgot to take any pictures of the process! That's so not like me! :-)
I also used the .5" stuff (<http://cshyde.thomasnet.com/viewitems/tapes-with-psa//item/tapes-with-psa/uhmw-tape--black-anti-stat-rubber-adhesive/anti-stat-uhmw-19-20blk-5-5?>19-20BLK-.5-5) for along the straight left and right side of the skirt. Although, I wish I'd used the .75 stuff.
Seems to dampen the vibration and also doesn't mark the paint/metal due to its
low co-efficient of friction. Its basically the same stuff that Van's sells for
the flaps, but much thicker and black. I also like the high-temp rubber adhesive.
We'll see how it holds up over the Summer.
My only complaint is that I wish they made a .040" thick version.
-
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 153+ Hours TTSN - Paint Job Is All That's Left To Do...
________________________________________________________________________________
| From: | scott bilinski <rv8a2001(at)yahoo.com> |
| Subject: | Re: Canopy Skirt Buzz... |
Thick epoxy/flox on the canopy skirt where it touches the fuse. Protect fus
e =0Awith tape or what ever you have, close canopy. come back the next day
and open. =0AThe canopy skirt no fits the fuse EXACTLY perfect, no buzz no
shake no nothin. =0AApply a layer of UHMW tape to the inside of the skirt w
here it contacts the fuse =0Aand ur good to go.-I did this from day one a
nd have no regets, perfect fit all =0Aaround, still, after-10 years.=0A
-Scott =0A=0A=0A=0A=0A________________________________=0AFrom: Matt Drall
e =0ATo: rv-list(at)matronics.com; rv8-list(at)matronics.co
m; rv7-list(at)matronics.com; =0Arv10-list(at)matronics.com=0ASent: Tue, March 22
, 2011 12:15:01 PM=0ASubject: RV8-List: Re: Canopy Skirt Buzz...=0A=0AAt 10
:25 AM 3/22/2011- Tuesday, you wrote:=0A=0AMatt,=0A>Did you settle on a m
aterial that you preferred for deadening the canopy buzz =0A>[on your RV-8]
?- We are experiencing the same thing but at a very narrow speed =0A>rang
e.- Before we reinvent the wheel I figured I would ask.=0A>-=0A>Thanks,
=0A>Robin =0A=0AHi Robin,=0A=0AYes, solved mostly.- Here the stuff to get
:=0A=0Ahttp://cshyde.thomasnet.com/viewitems/tapes-with-psa/uhmw-tape--blac
k-anti-stat-rubber-adhesive?forward=1=0A =0A=0AThis is black UHMW table w
ith a rubber adhesive (good to 150F).- I got the .020" =0Astuff.=0A=0AIts
not very bendable sideways, so don't try to get the .5" kind and wrap it
=0Aaround the s-curve in the back.- It definitely won't stick for very lo
ng.=0A=0AGet the 6" wide stuff - Part number 19-20BLK-6-5 (5 yards) or 19-2
0BLK-6-18 (18 =0Ayards) - and lay it flat over the skirt on the inside and
then trace the =0Acontour.- Move it up by about .75" and then trace again
.- Then cut out the piece =0Awhich should be a perfect fit around the ins
ide edge of the canopy skirt.- I =0Aforgot to take any pictures of the pr
ocess!- That's so not like me!- :-)- =0A=0A=0AI also used the .5" stu
ff (19-20BLK-.5-5) for along the straight left and right =0Aside of the ski
rt.- Although, I wish I'd used the .75 stuff.=0A=0ASeems to dampen the vi
bration and also doesn't mark the paint/metal due to its =0Alow co-efficien
t of friction.- Its basically the same stuff that Van's sells for =0Athe
flaps, but much thicker and black.- I also like the high-temp rubber =0Aa
dhesive.- We'll see how it holds up over the Summer.=0A=0AMy only complai
nt is that I wish they made a .040" thick version.=0A=0A=0A-=0AMatt Dralle
=0ARV-8 #82880 N998RV=0Ahttp://www.mattsrv8.com/ - Matt's RV-8 Construction
Log=0Ahttp://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
=0AStatus: 153+ Hours TTSN - Paint Job Is All That's Left To Do...=0A=0A _
-========================
========== =0A=0A=0A=0A
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: RV-8 Insurance... |
Here's this year's Insurance Quotes along with the coverage details on my RV-8.
Can you guess which one I went with?
$1m/$100k Liability
$5000-$10000 Medical
$0 Deductible
$150k Hull Ground/Air
153 Hours, Aircraft
153 Hours in Type, Pilot
450 Hours Total, Pilot
242 Hours TW, Pilot
Avemco: $5811
EAA/Falcon: $2975 ($3075 last year included Test & 1st 10 hours)
NationAir/Chartis $2888
AOPA/AIG $2475
-
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 160+ Hours TTSN - Paint Job Is All That's Left To Do...
________________________________________________________________________________
| Subject: | Re: RV-8 Insurance... |
| From: | edward Clegg <edwclg(at)gmail.com> |
How much is it insured for? Mine is $80K/$1400./yr All else same except
pilot quals
Ed Clegg
On Tue, Mar 22, 2011 at 5:56 PM, Matt Dralle wrote:
>
> Here's this year's Insurance Quotes along with the coverage details on my
> RV-8. Can you guess which one I went with?
>
> $1m/$100k Liability
> $5000-$10000 Medical
> $0 Deductible
> $150k Hull Ground/Air
>
> 153 Hours, Aircraft
> 153 Hours in Type, Pilot
> 450 Hours Total, Pilot
> 242 Hours TW, Pilot
>
> Avemco: $5811
> EAA/Falcon: $2975 ($3075 last year included Test & 1st
> 10 hours)
> NationAir/Chartis $2888
> AOPA/AIG $2475
>
>
> -
> Matt Dralle
> RV-8 #82880 N998RV
> http://www.mattsrv8.com - Matt's RV-8 Construction Log
> http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
> Status: 160+ Hours TTSN - Paint Job Is All That's Left To Do...
>
>
________________________________________________________________________________
| From: | "Dave Henderson" <wf-k(at)mindspring.com> |
| Subject: | Re: RE: RV7-List: Re: RV-8 Insurance... |
Good Grief, I paid half that on $100,000 RV-7. I have the same amount of
hours in type and total. I suggest you contact my agent and ask her for a
quote: klehman(at)andreini.com Direct 650-378-4310 No harm in at least asking.
Dave Henderson RV-7
N925LW (Lord Willing)
-----Original Message-----
From: owner-rv7-list-server(at)matronics.com
[mailto:owner-rv7-list-server(at)matronics.com] On Behalf Of Matt Dralle
Sent: Tuesday, March 22, 2011 5:56 PM
rv10-list(at)matronics.com
Subject: RV7-List: Re: RV-8 Insurance...
--> RV7-List message posted by: Matt Dralle
Here's this year's Insurance Quotes along with the coverage details on my
RV-8. Can you guess which one I went with?
$1m/$100k Liability
$5000-$10000 Medical
$0 Deductible
$150k Hull Ground/Air
153 Hours, Aircraft
153 Hours in Type, Pilot
450 Hours Total, Pilot
242 Hours TW, Pilot
Avemco: $5811
EAA/Falcon: $2975 ($3075 last year included Test & 1st
10 hours)
NationAir/Chartis $2888
AOPA/AIG $2475
-
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 160+ Hours TTSN - Paint Job Is All That's Left To Do...
________________________________________________________________________________
| From: | Speedy11(at)aol.com |
| Subject: | Re: RV-8 Insurance |
Matt
Thanks for the info. Mine is about $1500 per year for an 8A with your
same coverage and $115 hull.
That's with 150 hrs airplane, 150 hrs type, 15K total.
Mine is too high. I was hoping your quotes would be lower so I could
contact them for a quote.
Stan Sutterfield
In a message dated 3/23/2011 3:05:56 A.M. Eastern Daylight Time,
rv8-list(at)matronics.com writes:
Here's this year's Insurance Quotes along with the coverage details on my
RV-8.
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: RV-8 Insurance... |
Just to follow up on the insurance information I posted, I got an email from EAA/Falcon
this morning indicating that they had quoted this year's policy based
on last year's flight time numbers (basically 0). They re-quoted on my current
hours (153 TTSN) and their quote came more into line at $2490.00. I just wanted
to set the record straight.
Also, the AOPA coverage for $2475 is really with USAIG (United States Aviation
Insurance Group), which is not the bailout "AIG" (American International Group).
At least I don't think so. Here are their respective web sites:
United Status Aviation Insurance Group
http://www.usau.com/usau.nsf/doc/index
American International Group
http://www.aigcorporate.com/index.html
FYI
-
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 160+ Hours TTSN - Paint Job Is All That's Left To Do...
>--> RV-List message posted by: Matt Dralle
>
>Here's this year's Insurance Quotes along with the coverage details on my RV-8.
Can you guess which one I went with?
>
>$1m/$100k Liability
>$5000-$10000 Medical
>$0 Deductible
>$150k Hull Ground/Air
>
>153 Hours, Aircraft
>153 Hours in Type, Pilot
>450 Hours Total, Pilot
>242 Hours TW, Pilot
>
> Avemco: $5811
> EAA/Falcon: $2975 ($3075 last year + Test & 1st 10 hours)
> NationAir/Chartis $2888
> AOPA/AIG $2475
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: NAV/COM/GS Antenna |
>At 02:53 PM 1/26/2011 Wednesday, you wrote:
>Gday all,
>I bought a Comant CI-121 NAV/COM/GS Antenna (V dipole) to install on my VS but
I have discovered that it wont fit.
>The diameter of the mounting base is 2.5 inches and that will not fit into the
Fibreglass Fairing on top of the VS.
>Which V dipoles have other people used on their VS?
>
>Cheers
>
>John MacCallum
>Builder 41016
>
>Rydal NSW Australia
Hi John,
I realize you posted about this a few months old, but I thought I'd comment on
your VOR antenna mounting conundrum. You called out a "CI-121 Nav/COM/GS", but
I think you really meant something like a CI-158C which is a Di-pole VOR/GS/Loc
antenna. The CI-121 is a fiberglass COM antenna only.
Here is the Cheif web page on NAV/GS/Loc antennas:
http://www.chiefaircraft.com/airsec/Aircraft/Antennas/ComantIndustries-NAV.html
In any case, I mounted a CI-158C in the fin of my RV-8 and it works very nicely
there. Here are some pictures of the installation:
Finished Installation:
http://www.mattsrv8.com/users/display_log.php?user=MattsRV8&project=638&log=67041&row=1
Installation Techniques:
http://www.mattsrv8.com/users/display_log.php?user=MattsRV8&project=638&log=66967&row=49
http://www.mattsrv8.com/users/display_log.php?user=MattsRV8&project=638&log=66968&row=48
Best regards,
-
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 160+ Hours TTSN - Paint Job Is All That's Left...
________________________________________________________________________________
| From: | "Pete Cowper" <petercowper(at)att.net> |
| Subject: | RE: Airplane Building Degrees |
Have any of you had any experience with diploma mills who issue Masters
Degrees for "life experience" and other nonsense? I would like to get a
Masters degree to tuck in between my BA and JD degrees on my resume and
figure my 1,800+ hours so far plus a check ought to be right up their alley.
Pete Cowper (retired - paperboy, Woolworth's luncheonette dish washer, Oil
Company "junior executive" & lawyer)
RV8 #81139 - working on upper fuselage skins over instrument panel mounts
________________________________________________________________________________
| Subject: | Re: RE: Airplane Building Degrees |
| From: | "William L. Paulin" <wpaulin(at)usa.net> |
Please ... anyone worth his salt, upon finding you are using this con ... will
think a lot less of you. Why would you do that to yourself?
Bill
On Mar 26, 2011, at 12:18 PM, Pete Cowper wrote:
Have any of you had any experience with diploma mills who issue Masters
Degrees for "life experience" and other nonsense? I would like to get a
Masters degree to tuck in between my BA and JD degrees on my resume and
figure my 1,800+ hours so far plus a check ought to be right up their alley.
Pete Cowper (retired - paperboy, Woolworth's luncheonette dish washer, Oil
Company "junior executive" & lawyer)
RV8 #81139 - working on upper fuselage skins over instrument panel mounts
________________________________________________________________________________
| From: | Mitch Black <mitch1(at)goldstate.net> |
| Subject: | Re: RE: Airplane Building Degrees |
Excuse me, as I am always lurking in the background but had to chime in
on your comment Bill. I've seen plenty of educated, uneducated folk,
stripped of their powers of reason and critical thinking with fancy
titles issued by accredited establishments. So what's the difference?
Bottom line --- one must do some research on the individual and make an
informed judgment as to whatever interest you about their capabilities
and/or character.
Thanks,
Mitch Black
On 3/26/2011 4:37 PM, William L. Paulin wrote:
> --> RV8-List message posted by: "William L. Paulin"
>
> Please ... anyone worth his salt, upon finding you are using this con ... will
think a lot less of you. Why would you do that to yourself?
>
> Bill
>
>
> On Mar 26, 2011, at 12:18 PM, Pete Cowper wrote:
>
> --> RV8-List message posted by: "Pete Cowper"
>
> Have any of you had any experience with diploma mills who issue Masters
> Degrees for "life experience" and other nonsense? I would like to get a
> Masters degree to tuck in between my BA and JD degrees on my resume and
> figure my 1,800+ hours so far plus a check ought to be right up their alley.
> Pete Cowper (retired - paperboy, Woolworth's luncheonette dish washer, Oil
> Company "junior executive"& lawyer)
> RV8 #81139 - working on upper fuselage skins over instrument panel mounts
>
>
________________________________________________________________________________
| Subject: | Re: RE: Airplane Building Degrees |
| From: | "William L. Paulin" <wpaulin(at)usa.net> |
When someone says they want to fake it (a mill, whether you like our academic institutions
or not [I generally don't ... got out of them years ago], is faking
it ... unless they put "purchased for $xx and given for life experience" on
the diploma), has done the research on himself. Why do more?
Bill
**********************************
William L. Paulin, Ph.D.
1575 South Forest Drive
Prescott, AZ 86303
Cell +1 858 722 2905
Office +1 760 720 2905
Europe +358 40 720 4047
wpaulin(at)usa.net
On Mar 26, 2011, at 5:07 PM, Mitch Black wrote:
Excuse me, as I am always lurking in the background but had to chime in on your
comment Bill. I've seen plenty of educated, uneducated folk, stripped of their
powers of reason and critical thinking with fancy titles issued by accredited
establishments. So what's the difference? Bottom line --- one must do some research
on the individual and make an informed judgment as to whatever interest
you about their capabilities and/or character.
Thanks,
Mitch Black
On 3/26/2011 4:37 PM, William L. Paulin wrote:
> --> RV8-List message posted by: "William L. Paulin"
>
> Please ... anyone worth his salt, upon finding you are using this con ... will
think a lot less of you. Why would you do that to yourself?
>
> Bill
>
>
>
> On Mar 26, 2011, at 12:18 PM, Pete Cowper wrote:
>
> --> RV8-List message posted by: "Pete Cowper"
>
> Have any of you had any experience with diploma mills who issue Masters
> Degrees for "life experience" and other nonsense? I would like to get a
> Masters degree to tuck in between my BA and JD degrees on my resume and
> figure my 1,800+ hours so far plus a check ought to be right up their alley.
> Pete Cowper (retired - paperboy, Woolworth's luncheonette dish washer, Oil
> Company "junior executive"& lawyer)
> RV8 #81139 - working on upper fuselage skins over instrument panel mounts
>
>
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: RE: Airplane Building Degrees |
| From: | "William L. Paulin" <wpaulin(at)usa.net> |
Yup.
The QUALITY of the experience ... whether in education or business or
engineering or ... is everything ...
**********************************
William L. Paulin, Ph.D.
1575 South Forest Drive
Prescott, AZ 86303
Cell +1 858 722 2905
Office +1 760 720 2905
Europe +358 40 720 4047
wpaulin(at)usa.net
On Mar 26, 2011, at 5:22 PM, Guy Cole wrote:
Once upon a time we (a group of engineers) were mocking a fresh resume
from a recent graduate of a noted diploma mill. The hiring manager said
"now I know he is both uneducated and doesn't know how to spend his
money"
On Sat, Mar 26, 2011 at 4:37 PM, William L. Paulin
wrote:
Please ... anyone worth his salt, upon finding you are using this con
... will think a lot less of you. Why would you do that to yourself?
Bill
On Mar 26, 2011, at 12:18 PM, Pete Cowper wrote:
Have any of you had any experience with diploma mills who issue Masters
Degrees for "life experience" and other nonsense? I would like to get a
Masters degree to tuck in between my BA and JD degrees on my resume and
figure my 1,800+ hours so far plus a check ought to be right up their
alley.
Pete Cowper (retired - paperboy, Woolworth's luncheonette dish washer,
Oil
Company "junior executive" & lawyer)
RV8 #81139 - working on upper fuselage skins over instrument panel
mounts
--
=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=
-=-=-=-=-=-=-=-=-=-=-
Guy Cole "Expert Plain And Fancy Bit Twiddling" guycole(at)gmail.com
________________________________________________________________________________
| From: | Mitch Black <mitch1(at)goldstate.net> |
| Subject: | Re: RE: Airplane Building Degrees |
The general purpose of the "diploma mills" certainly seems to be faking
it. I am in total agreement that presenting yourself to be something
one isn't, is a good indication of poor character. I think that many
post grads today are in a very real sense faking it just as if they went
out and purchased their diploma. Seems to me that academe has moved its
emphasis to successful completion of tests and strengthening of ones
mind by improving cognitive skills are left to the dust bin. ---- So,
now we are beset with grads who excel at memorization. Great Jeopardy
contestants, no doubt.
Of course I am making generalizations here, so I don't want to exclude
exceptions to my jaded, prejudiced opinion. haha!
Mitch Black
On 3/26/2011 5:31 PM, William L. Paulin wrote:
> --> RV8-List message posted by: "William L. Paulin"
>
> When someone says they want to fake it (a mill, whether you like our academic
institutions or not [I generally don't ... got out of them years ago], is faking
it ... unless they put "purchased for $xx and given for life experience" on
the diploma), has done the research on himself. Why do more?
>
> Bill
> **********************************
> William L. Paulin, Ph.D.
> 1575 South Forest Drive
> Prescott, AZ 86303
>
> Cell +1 858 722 2905
> Office +1 760 720 2905
> Europe +358 40 720 4047
>
> wpaulin(at)usa.net
>
>
> On Mar 26, 2011, at 5:07 PM, Mitch Black wrote:
>
> --> RV8-List message posted by: Mitch Black
>
> Excuse me, as I am always lurking in the background but had to chime in on your
comment Bill. I've seen plenty of educated, uneducated folk, stripped of their
powers of reason and critical thinking with fancy titles issued by accredited
establishments. So what's the difference? Bottom line --- one must do some
research on the individual and make an informed judgment as to whatever interest
you about their capabilities and/or character.
>
> Thanks,
>
> Mitch Black
>
> On 3/26/2011 4:37 PM, William L. Paulin wrote:
>> --> RV8-List message posted by: "William L. Paulin"
>>
>> Please ... anyone worth his salt, upon finding you are using this con ... will
think a lot less of you. Why would you do that to yourself?
>>
>> Bill
>>
>>
>>
>> On Mar 26, 2011, at 12:18 PM, Pete Cowper wrote:
>>
>> --> RV8-List message posted by: "Pete Cowper"
>>
>> Have any of you had any experience with diploma mills who issue Masters
>> Degrees for "life experience" and other nonsense? I would like to get a
>> Masters degree to tuck in between my BA and JD degrees on my resume and
>> figure my 1,800+ hours so far plus a check ought to be right up their alley.
>> Pete Cowper (retired - paperboy, Woolworth's luncheonette dish washer, Oil
>> Company "junior executive"& lawyer)
>> RV8 #81139 - working on upper fuselage skins over instrument panel mounts
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
________________________________________________________________________________
| Subject: | Re: RE: Airplane Building Degrees |
| From: | "William L. Paulin" <wpaulin(at)usa.net> |
I left academe years ago because I was interested in: 1. knowing my subject (engineering
& business) and 2. teaching, in that order. I was less interested in
publication of statistical from a distance observations ... which is really
the only way to get promoted in most major universities. So I went into business
... and now have learned enough so that my publications might be useful to
the business community. But it is too late for that.
*********************************
William L. Paulin, Ph.D.
PaulinNeal Associates
1575 South Forest Drive
Prescott, AZ 86303
Cell +1 858 722 2905
Office +1 760 720 2905
Europe +358 40 720 4047
wpaulin(at)paulinneal.com
On Mar 26, 2011, at 6:24 PM, Mitch Black wrote:
The general purpose of the "diploma mills" certainly seems to be faking it. I am
in total agreement that presenting yourself to be something one isn't, is a
good indication of poor character. I think that many post grads today are in
a very real sense faking it just as if they went out and purchased their diploma.
Seems to me that academe has moved its emphasis to successful completion of
tests and strengthening of ones mind by improving cognitive skills are left
to the dust bin. ---- So, now we are beset with grads who excel at memorization.
Great Jeopardy contestants, no doubt.
Of course I am making generalizations here, so I don't want to exclude exceptions
to my jaded, prejudiced opinion. haha!
Mitch Black
On 3/26/2011 5:31 PM, William L. Paulin wrote:
> --> RV8-List message posted by: "William L. Paulin"
>
> When someone says they want to fake it (a mill, whether you like our academic
institutions or not [I generally don't ... got out of them years ago], is faking
it ... unless they put "purchased for $xx and given for life experience" on
the diploma), has done the research on himself. Why do more?
>
> Bill
> **********************************
> William L. Paulin, Ph.D.
> 1575 South Forest Drive
> Prescott, AZ 86303
>
> Cell +1 858 722 2905
> Office +1 760 720 2905
> Europe +358 40 720 4047
>
> wpaulin(at)usa.net
>
>
> On Mar 26, 2011, at 5:07 PM, Mitch Black wrote:
>
> --> RV8-List message posted by: Mitch Black
>
> Excuse me, as I am always lurking in the background but had to chime in on your
comment Bill. I've seen plenty of educated, uneducated folk, stripped of their
powers of reason and critical thinking with fancy titles issued by accredited
establishments. So what's the difference? Bottom line --- one must do some
research on the individual and make an informed judgment as to whatever interest
you about their capabilities and/or character.
>
> Thanks,
>
> Mitch Black
>
> On 3/26/2011 4:37 PM, William L. Paulin wrote:
>> --> RV8-List message posted by: "William L. Paulin"
>>
>> Please ... anyone worth his salt, upon finding you are using this con ... will
think a lot less of you. Why would you do that to yourself?
>>
>> Bill
>>
>>
>>
>> On Mar 26, 2011, at 12:18 PM, Pete Cowper wrote:
>>
>> --> RV8-List message posted by: "Pete Cowper"
>>
>> Have any of you had any experience with diploma mills who issue Masters
>> Degrees for "life experience" and other nonsense? I would like to get a
>> Masters degree to tuck in between my BA and JD degrees on my resume and
>> figure my 1,800+ hours so far plus a check ought to be right up their alley.
>> Pete Cowper (retired - paperboy, Woolworth's luncheonette dish washer, Oil
>> Company "junior executive"& lawyer)
>> RV8 #81139 - working on upper fuselage skins over instrument panel mounts
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Pete Cowper" <petercowper(at)att.net> |
| Subject: | RE: Airplane Building Degrees |
"...presenting yourself to be something one isn't, is a good indication of
poor character."
Okay, okay, hold off on the character assassination . . . most would say as
an attorney retired from a long career in the courts of criminal, divorce,
and personal injury claims my "character" has already been tainted.
I shall narrow my search for a mail-order degree to a Masters in Engineering
so as to have some semblance of experience in my field. As I am pretty much
retired at age 63 and only keeping my bar card current in hopes of a
lucrative government position, I will probably not be using my "new" Masters
for more than idle cocktail party chatter.
Pete Cowper
RV8 #81139 (fabricating wedge shaped fillers to fill the gap on either side
between the side skins and the instrument panel mounts above the upper
longerons)
________________________________________________________________________________
| From: | Mitch Black <mitch1(at)goldstate.net> |
| Subject: | Re: RE: Airplane Building Degrees |
Pete,
When I complete my Barracuda I am definitely applying for SOME type of
degree. I mean damn! This figuring out how to cut and glue all these
wood pieces together ought to be worth something more than just a flying
aircraft! --- I give myself two more years. Yeah!
Mitch
On 3/27/2011 12:09 PM, Pete Cowper wrote:
> --> RV8-List message posted by: "Pete Cowper"
>
> "...presenting yourself to be something one isn't, is a good indication of
> poor character."
> Okay, okay, hold off on the character assassination . . . most would say as
> an attorney retired from a long career in the courts of criminal, divorce,
> and personal injury claims my "character" has already been tainted.
> I shall narrow my search for a mail-order degree to a Masters in Engineering
> so as to have some semblance of experience in my field. As I am pretty much
> retired at age 63 and only keeping my bar card current in hopes of a
> lucrative government position, I will probably not be using my "new" Masters
> for more than idle cocktail party chatter.
> Pete Cowper
> RV8 #81139 (fabricating wedge shaped fillers to fill the gap on either side
> between the side skins and the instrument panel mounts above the upper
> longerons)
>
>
________________________________________________________________________________
| From: | "Pete Cowper" <petercowper(at)ATT.NET> |
| Subject: | RE: Airplane Building Degrees |
Okay fellow builders, I think I am going to get serious about this. If I
start my own University to award Doctor of Engineering degrees online to RV
builders, let's see . . . how many do I have to sell at $49.99 to pay myself
for the 1,800+ hours I have spent so far on my project?
I have been a Mensa member for years which should make me Chancellor of my
new University and if I enter the field of education with my JD degree all
my friends will have to start calling me Dr. Cowper for the rest of my life.
Yeah, I'm in now . . .
Pete Cowper
(ending this thread right now)
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Heavy Right Wing... |
Dear Listers,
Well, taking the RV-8 in for paint is getting closer and closer and I'm trying
to get all the little things that need doing done before then. Dealing with the
heavy right wing is the next thing on the list. Currently, at low speed I
have about neutral aileron trim. The faster I go, the more LEFT trim I need.
Above 200mph, I run out of left trim and the left aileron is noticeably "up",
maybe .125" or so. Both of my ailerons are "chubby" at the trailing edge. I
wanted to confirm with the List that "squeezing" the RIGHT aileron will add a
bit of lift on the RIGHT side and hopefully neutralize the issue?
Thanks!
Matt
-
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 160+ Hours TTSN - Paint job is all that's left...
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Low RPM/High MP vs. High RPM/Low MP... |
Dear Listers,
With the IO-390 and Hartzell 72" CS on my RV-8, a combination of 2150 RPM and 25-26
MP gives me nice 200MPH True and about 10.5-10.8 GPH. These number are down
low, maybe 3000ft. Higher altitude gives lower GPHs. At 2150, the cockpit
is pretty quiet too.
Increasing the RPM and Decreasing the MP doesn't really change the GPH that much,
but starts dropping the speed.
In all configurations, I'm running LOP at about 1360 on the hottest cylinder.
Oil temps are about 178 F. Max MP at low altitude is about 28-29.
Are there any issues running in a low-RPM, high-MP configuration as described above?
Thanks,
-
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 160+ Hours TTSN - Paint job is all that's left...
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: Heavy Right Wing... |
Thanks to everyone for the great feedback on this issue!!
I went out after work tonight and had a look at the aileron alignment and sure
enough, the outboard edge of the right aileron was high by about 1/16-3/32 of
an inch. I took the hinge off the aileron and elongated the holes slightly and
reassembled, dropping the outboard side by about 1/16". I went out and took
it up to about 220mph and now - are you ready for this - it requires full RIGHT
trim! Completely the opposite from before. So, obviously I need to reduce
the drop by 50% and I should be dead-on neutral trim! Its amazing to me how
such a little movement had such a HUGE impact on the trim. No, aileron edge smooshing
necessary, by the way! Whew!
Best,
-
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 160+ Hours TTSN - Paint job is all that's left...
At 09:10 AM 3/31/2011 Thursday, Matt Dralle wrote:
>--> RV-List message posted by: Matt Dralle
>
>
>Dear Listers,
>
>Well, taking the RV-8 in for paint is getting closer and closer and I'm trying
to get all the little things that need doing done before then. Dealing with
the heavy right wing is the next thing on the list. Currently, at low speed I
have about neutral aileron trim. The faster I go, the more LEFT trim I need.
Above 200mph, I run out of left trim and the left aileron is noticeably "up",
maybe .125" or so. Both of my ailerons are "chubby" at the trailing edge.
I wanted to confirm with the List that "squeezing" the RIGHT aileron will add
a bit of lift on the RIGHT side and hopefully neutralize the issue?
>
>Thanks!
>
>Matt
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: Low RPM/High MP vs. High RPM/Low MP... |
Hum, interesting. In that graph, albeit for the IO-360, the "Limiting MP For Continuous
Ops" at 26 MP is 2100 RPM. 27 MP is 2200. Assuming the IO-390 is similar,
2150 at 26.5 ought to be good to go. BTW, I flew tonight and at 26/2150
I was seeing about 10.2-10.5 GPH @ 2500ft. Better than I recalled.
Where can I get a sweet chart like that for my IO-390? I looked quickly though
the manuals that came with the engine, and I didn't see one.
Thanks for the feedback everyone!
-
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 160+ Hours TTSN - Paint job is all that's left...
At 10:07 AM 3/31/2011 Thursday, you wrote:
>Matt,
>
>I don't have an IO390 but the manual for my IO360B shows that combination as outside
of the suggested area of continuous operation - yes it was a quick look
and I didn't purely run the numbers.
>
>I would guess that combination might be detonation-prone.
>
>YMMV - see if you can get the appropriate chart for the IO390. They are a bugger
to figure out too - but there are some guidelines.
>
>Ralph
>
>
>-----Original Message-----
>>From: Matt Dralle <dralle(at)matronics.com>
>>Sent: Mar 31, 2011 12:21 PM
>>To: rv-list(at)matronics.com, rv8-list(at)matronics.com, rv7-list(at)matronics.com
>>Subject: RV-List: Low RPM/High MP vs. High RPM/Low MP...
>>
>>--> RV-List message posted by: Matt Dralle
>>
>>Dear Listers,
>>
>>With the IO-390 and Hartzell 72" CS on my RV-8, a combination of 2150 RPM and
25-26 MP gives me nice 200MPH True and about 10.5-10.8 GPH. These number are
down low, maybe 3000ft. Higher altitude gives lower GPHs. At 2150, the cockpit
is pretty quiet too.
>>
>>Increasing the RPM and Decreasing the MP doesn't really change the GPH that much,
but starts dropping the speed.
>>
>>In all configurations, I'm running LOP at about 1360 on the hottest cylinder.
Oil temps are about 178 F. Max MP at low altitude is about 28-29.
>>
>>Are there any issues running in a low-RPM, high-MP configuration as described
above?
>>
>>Thanks,
>>
>>-
>>Matt Dralle
________________________________________________________________________________
| From: | "Gordon or Marge" <gcomfo(at)tc3net.com> |
| Subject: | Re: Low RPM/High MP vs. High RPM/Low MP... |
-----Original Message-----
From: owner-rv8-list-server(at)matronics.com
[mailto:owner-rv8-list-server(at)matronics.com] On Behalf Of Matt Dralle
Sent: Thursday, March 31, 2011 11:55 PM
Subject: RV8-List: Re: Low RPM/High MP vs. High RPM/Low MP...
Hum, interesting. In that graph, albeit for the IO-360, the "Limiting MP
For Continuous Ops" at 26 MP is 2100 RPM. 27 MP is 2200. Assuming the
IO-390 is similar, 2150 at 26.5 ought to be good to go. BTW, I flew tonight
and at 26/2150 I was seeing about 10.2-10.5 GPH @ 2500ft. Better than I
recalled.
Where can I get a sweet chart like that for my IO-390? I looked quickly
though the manuals that came with the engine, and I didn't see one.
Thanks for the feedback everyone!
-
Matt Dralle
Matt: The charts for the Lycoming IO360B series engines are not appropriate
for the IO360A series engines. Your engine resembles the IO360A12B6 but with
larger bore cylinders and pistons. It has a counterweighted crank and the so
called angle valve heads and the operating limits are quite different from
the "B" suffix engines. If your engine builder cannot provide you with
better information, Lycoming should be able to give you charts for the A1B6.
I believe the IO390 has been TC'd now and maybe Lycoming has charts for your
engine. Please don't make operating decisions based on the parallel valve
engines charts.
Gordon Comfort
________________________________________________________________________________
| From: | "Gordon or Marge" <gcomfo(at)tc3net.com> |
| Subject: | Re: Low RPM/High MP vs. High RPM/Low MP... |
-----Original Message-----
From: owner-rv8-list-server(at)matronics.com
[mailto:owner-rv8-list-server(at)matronics.com] On Behalf Of Gordon or Marge
Sent: Friday, April 01, 2011 7:35 AM
Subject: RE: RV8-List: Re: Low RPM/High MP vs. High RPM/Low MP...
-
Matt Dralle
Matt: The charts for the Lycoming IO360B series engines are not appropriate
for the IO360A series engines. Your engine resembles the IO360A12B6 but with
larger bore cylinders and pistons. It has a counterweighted crank and the so
called angle valve heads and the operating limits are quite different from
the "B" suffix engines. If your engine builder cannot provide you with
better information, Lycoming should be able to give you charts for the A1B6.
I believe the IO390 has been TC'd now and maybe Lycoming has charts for your
engine. Please don't make operating decisions based on the parallel valve
engines charts.
Gordon Comfort
Matt: I see a typo that I missed in the above message. The first descriptor
should be IO360A1B6. Sorry. Somewhere in my collection I have a handbook
on the 360's and if I can find it I might be able to send you a copy of the
power chart.
Gordon
________________________________________________________________________________
| From: | "Ralph E. Capen" <recapen(at)earthlink.net> |
| Subject: | Re: RV-List: Re: Low RPM/High MP vs. High RPM/Low MP... |
Matt,
I did some research and came up with another 390 user.....:
http://www.io-390.com/IO-390.com/GRT_Perf_Tables.html
Maybe that'll help.
Meanwhile - you should already know how much value these lists add to our ventures.....
Ralph
-----Original Message-----
>From: Matt Dralle <dralle(at)matronics.com>
>Sent: Mar 31, 2011 11:54 PM
>To: rv-list(at)matronics.com, rv8-list(at)matronics.com, rv7-list(at)matronics.com
>Subject: RV-List: Re: Low RPM/High MP vs. High RPM/Low MP...
>
>Hum, interesting. In that graph, albeit for the IO-360, the "Limiting MP For
Continuous Ops" at 26 MP is 2100 RPM. 27 MP is 2200. Assuming the IO-390 is
similar, 2150 at 26.5 ought to be good to go. BTW, I flew tonight and at 26/2150
I was seeing about 10.2-10.5 GPH @ 2500ft. Better than I recalled.
>
>Where can I get a sweet chart like that for my IO-390? I looked quickly though
the manuals that came with the engine, and I didn't see one.
>
>Thanks for the feedback everyone!
>
>
>-
>Matt Dralle
>RV-8 #82880 N998RV
>http://www.mattsrv8.com - Matt's RV-8 Construction Log
>http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
>Status: 160+ Hours TTSN - Paint job is all that's left...
>
>
>At 10:07 AM 3/31/2011 Thursday, you wrote:
>>Matt,
>>
>>I don't have an IO390 but the manual for my IO360B shows that combination as
outside of the suggested area of continuous operation - yes it was a quick look
and I didn't purely run the numbers.
>>
>>I would guess that combination might be detonation-prone.
>>
>>YMMV - see if you can get the appropriate chart for the IO390. They are a bugger
to figure out too - but there are some guidelines.
>>
>>Ralph
>>
>>
>>-----Original Message-----
>>>From: Matt Dralle <dralle(at)matronics.com>
>>>Sent: Mar 31, 2011 12:21 PM
>>>To: rv-list(at)matronics.com, rv8-list(at)matronics.com, rv7-list(at)matronics.com
>>>Subject: RV-List: Low RPM/High MP vs. High RPM/Low MP...
>>>
>>>--> RV-List message posted by: Matt Dralle
>>>
>>>Dear Listers,
>>>
>>>With the IO-390 and Hartzell 72" CS on my RV-8, a combination of 2150 RPM and
25-26 MP gives me nice 200MPH True and about 10.5-10.8 GPH. These number are
down low, maybe 3000ft. Higher altitude gives lower GPHs. At 2150, the cockpit
is pretty quiet too.
>>>
>>>Increasing the RPM and Decreasing the MP doesn't really change the GPH that
much, but starts dropping the speed.
>>>
>>>In all configurations, I'm running LOP at about 1360 on the hottest cylinder.
Oil temps are about 178 F. Max MP at low altitude is about 28-29.
>>>
>>>Are there any issues running in a low-RPM, high-MP configuration as described
above?
>>>
>>>Thanks,
>>>
>>>-
>>>Matt Dralle
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: Heavy Right Wing... (Additional Thoughts) |
After a good night's rest I got to thinking about these most recent observations.
Dropping the RIGHT aileron a 1/16" caused the trim requirement at high speed
to go from the previous full-LEFT to a full-RIGHT setting. Wouldn't this
imply that now the LEFT aileron needs a similar adjustment perhaps? Maybe only
a 1/32" on the left side? Seems that if a given aileron that was too HIGH was
dropped too much it would still cause the same drag/trim problem if its too
LOW? So the fact that now my trim is completely the opposite implies that the
RIGHT aileron is probably now exactly on and moreover, it was TWICE as much
too high as the LEFT aileron still is.
Does any of this make sense?
-
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 160+ Hours TTSN - Paint job is all that's left...
At 08:47 PM 3/31/2011 Thursday, you wrote:
>--> RV-List message posted by: Matt Dralle
>
>Thanks to everyone for the great feedback on this issue!!
>
>I went out after work tonight and had a look at the aileron alignment and sure
enough, the outboard edge of the right aileron was high by about 1/16-3/32 of
an inch. I took the hinge off the aileron and elongated the holes slightly and
reassembled, dropping the outboard side by about 1/16". I went out and took
it up to about 220mph and now - are you ready for this - it requires full RIGHT
trim! Completely the opposite from before. So, obviously I need to reduce
the drop by 50% and I should be dead-on neutral trim! Its amazing to me how
such a little movement had such a HUGE impact on the trim. No, aileron edge
smooshing necessary, by the way! Whew!
>
>Best,
>-
>Matt Dralle
>
>At 09:10 AM 3/31/2011 Thursday, Matt Dralle wrote:
>>--> RV-List message posted by: Matt Dralle
>>
>>
>>Dear Listers,
>>
>>Well, taking the RV-8 in for paint is getting closer and closer and I'm trying
to get all the little things that need doing done before then. Dealing with
the heavy right wing is the next thing on the list. Currently, at low speed
I have about neutral aileron trim. The faster I go, the more LEFT trim I need.
Above 200mph, I run out of left trim and the left aileron is noticeably "up",
maybe .125" or so. Both of my ailerons are "chubby" at the trailing edge.
I wanted to confirm with the List that "squeezing" the RIGHT aileron will add
a bit of lift on the RIGHT side and hopefully neutralize the issue?
>>
>>Thanks!
>>
>>Matt
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: Heavy Right Wing... (Follow Up) |
Last night I went out and measured the position of the left aileron and found it
to be pretty darn close to perfect on both inboard and outboard edges. I measured
the right aileron and noted that the outboard edge was about 1/32 lower
than the inboard edge. So, I thought I'd try splitting the different between
the original location and the current one. I went out test this new setting
and to my amazement and jubilation, the trim is almost dead center across the
speed range of 170-230mph. A little tap either way easily accounts for fuel burn
on a given side. I also noted that the skid ball is nicely dead center across
those speed ranges. Yahoo! One less thing to worry about!
Thanks to everyone on the List for their input! Very much appreciated!
-
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 160+ Hours TTSN - Paint job is all that's left...
At 09:27 AM 4/1/2011 Friday, you wrote:
>--> RV-List message posted by: Matt Dralle
>
>After a good night's rest I got to thinking about these most recent observations.
Dropping the RIGHT aileron a 1/16" caused the trim requirement at high speed
to go from the previous full-LEFT to a full-RIGHT setting. Wouldn't this
imply that now the LEFT aileron needs a similar adjustment perhaps? Maybe only
a 1/32" on the left side? Seems that if a given aileron that was too HIGH
was dropped too much it would still cause the same drag/trim problem if its too
LOW? So the fact that now my trim is completely the opposite implies that the
RIGHT aileron is probably now exactly on and moreover, it was TWICE as much
too high as the LEFT aileron still is.
>
>Does any of this make sense?
>
>-
>Matt Dralle
>
>At 08:47 PM 3/31/2011 Thursday, you wrote:
>>--> RV-List message posted by: Matt Dralle
>>
>>Thanks to everyone for the great feedback on this issue!!
>>
>>I went out after work tonight and had a look at the aileron alignment and sure
enough, the outboard edge of the right aileron was high by about 1/16-3/32 of
an inch. I took the hinge off the aileron and elongated the holes slightly
and reassembled, dropping the outboard side by about 1/16". I went out and took
it up to about 220mph and now - are you ready for this - it requires full RIGHT
trim! Completely the opposite from before. So, obviously I need to reduce
the drop by 50% and I should be dead-on neutral trim! Its amazing to me how
such a little movement had such a HUGE impact on the trim. No, aileron edge
smooshing necessary, by the way! Whew!
>>
>>Best,
>>-
>>Matt Dralle
>>
>>At 09:10 AM 3/31/2011 Thursday, Matt Dralle wrote:
>>>--> RV-List message posted by: Matt Dralle
>>>
>>>
>>>Dear Listers,
>>>
>>>Well, taking the RV-8 in for paint is getting closer and closer and I'm trying
to get all the little things that need doing done before then. Dealing with
the heavy right wing is the next thing on the list. Currently, at low speed
I have about neutral aileron trim. The faster I go, the more LEFT trim I need.
Above 200mph, I run out of left trim and the left aileron is noticeably "up",
maybe .125" or so. Both of my ailerons are "chubby" at the trailing edge.
I wanted to confirm with the List that "squeezing" the RIGHT aileron will add
a bit of lift on the RIGHT side and hopefully neutralize the issue?
>>>
>>>Thanks!
>>>
>>>Matt
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: Canopy Skirt Buzz... (Follow Up) |
Since I wrote the message below, the ambient temps have gone up quite a bit and
I started opening the air vents in the cabin again. Well, the combination of
the warmer canopy parts and the extra pressure inside the cabin because of the
vents, the buzz returned and was pretty loud. At cruse, the buzz was louder
than the engine!
So yesterday I took a look at where the buzz might actually becoming from. Closer
inspection showed that, about right in the middle of the fiberglass skirt
"curve" behind the rear seat it wasn't quite lying flush against the top fuselage
skin. I found that I could kind of hammer on the skirt with my finger at
the high point and make a sound similar to what I was hearing in flight.
Last Summer, I had put a strip of Velcro "loops" all the way around the base of
the canopy skirt which definitely deaden the noise. BUT, after sitting out in
the 110 degree sun, the glue on the Velcro got all melty and the tape started
to slide do to the side "stress" of applying the tape on the curve.
I noticed during a trip to Lowes last night that they have a "Heavy Duty" version
of the Velcro tape that is suppose to hold up to outdoor conditions. I bought
a roll and headed out to the airport.
I didn't really want to put tape all the way around the base of the skirt like
before in case this new Heavy Duty stuff didn't hold up in the sun either. So,
I found the aforementioned high spots on the left and right sides, and simply
applied a 3" long strip at the "transition" area between where the skirt was
touching the skin and the high-point of the skirt above the skin. I noted that
tapping on the area didn't yield nearly the buzz as before.
I went out and flew and I'm extremely happy to report that the buzzing is completely
gone!! I feel its kind of the perfect solution in that now I have a nice
layer of UHMW all the way around the canopy skirt to minimize the top skin abrasion,
and have stopped the buzzing with a simple and easily replaceable solution.
Matt's $.02.
Best regards,
-
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 160+ Hours TTSN - Paint job is all that's left...
At 12:15 PM 3/22/2011 Tuesday, Matt Dralle wrote:
>At 10:25 AM 3/22/2011 Tuesday, you wrote:
>>Matt,
>>Did you settle on a material that you preferred for deadening the canopy buzz
[on your RV-8]? We are experiencing the same thing but at a very narrow speed
range. Before we reinvent the wheel I figured I would ask.
>>
>>Thanks,
>>Robin
>
>
>Hi Robin,
>
>Yes, solved mostly. Here the stuff to get:
>
>http://cshyde.thomasnet.com/viewitems/tapes-with-psa/uhmw-tape--black-anti-stat-rubber-adhesive?forward=1
>
>This is black UHMW table with a rubber adhesive (good to 150F). I got the .020"
stuff.
>
>Its not very bendable sideways, so don't try to get the .5" kind and wrap it around
the s-curve in the back. It definitely won't stick for very long.
>
>Get the 6" wide stuff - Part number <http://cshyde.thomasnet.com/viewitems/tapes-with-psa//item/tapes-with-psa/uhmw-tape--black-anti-stat-rubber-adhesive/anti-stat-uhmw-19-20blk-6-5?>19-20BLK-6-5 (5 yards) or 19-20BLK-6-18 (18 yards) - and lay it flat over the skirt on the inside and then trace the contour. Move it up by about .75" and then trace again. Then cut out the piece which should be a perfect fit around the inside edge of the canopy skirt. I forgot to take any pictures of the process! That's so not like me! :-)
>
>I also used the .5" stuff (<http://cshyde.thomasnet.com/viewitems/tapes-with-psa//item/tapes-with-psa/uhmw-tape--black-anti-stat-rubber-adhesive/anti-stat-uhmw-19-20blk-5-5?>19-20BLK-.5-5) for along the straight left and right side of the skirt. Although, I wish I'd used the .75 stuff.
>
>Seems to dampen the vibration and also doesn't mark the paint/metal due to its
low co-efficient of friction. Its basically the same stuff that Van's sells
for the flaps, but much thicker and black. I also like the high-temp rubber adhesive.
We'll see how it holds up over the Summer.
>
>My only complaint is that I wish they made a .040" thick version.
>
>-
>Matt Dralle
________________________________________________________________________________
| From: | Robin Marks <Robin(at)PaintTheWeb.com> |
| Subject: | Re: Heavy Right Wing... (Follow Up) |
Now paint and start the rigging process all over again!
Matt, thanks for the follow up on the canopy buzz. I purchased heavy duty
Velcro today and will try it this week.
Thanks,
Robin
-----Original Message-----
From: owner-rv8-list-server(at)matronics.com
[mailto:owner-rv8-list-server(at)matronics.com] On Behalf Of Matt Dralle
Sent: Saturday, April 02, 2011 9:45 AM
Subject: RV8-List: Re: Heavy Right Wing... (Follow Up)
Last night I went out and measured the position of the left aileron and
found it to be pretty darn close to perfect on both inboard and outboard
edges. I measured the right aileron and noted that the outboard edge was
about 1/32 lower than the inboard edge. So, I thought I'd try splitting
the different between the original location and the current one. I went
out test this new setting and to my amazement and jubilation, the trim is
almost dead center across the speed range of 170-230mph. A little tap
either way easily accounts for fuel burn on a given side. I also noted
that the skid ball is nicely dead center across those speed ranges.
Yahoo! One less thing to worry about!
Thanks to everyone on the List for their input! Very much appreciated!
-
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 160+ Hours TTSN - Paint job is all that's left...
At 09:27 AM 4/1/2011 Friday, you wrote:
>--> RV-List message posted by: Matt Dralle
>
>After a good night's rest I got to thinking about these most recent
observations. Dropping the RIGHT aileron a 1/16" caused the trim
requirement at high speed to go from the previous full-LEFT to a
full-RIGHT setting. Wouldn't this imply that now the LEFT aileron needs a
similar adjustment perhaps? Maybe only a 1/32" on the left side? Seems
that if a given aileron that was too HIGH was dropped too much it would
still cause the same drag/trim problem if its too LOW? So the fact that
now my trim is completely the opposite implies that the RIGHT aileron is
probably now exactly on and moreover, it was TWICE as much too high as the
LEFT aileron still is.
>
>Does any of this make sense?
>
>-
>Matt Dralle
>
>At 08:47 PM 3/31/2011 Thursday, you wrote:
>>--> RV-List message posted by: Matt Dralle
>>
>>Thanks to everyone for the great feedback on this issue!!
>>
>>I went out after work tonight and had a look at the aileron alignment
and sure enough, the outboard edge of the right aileron was high by about
1/16-3/32 of an inch. I took the hinge off the aileron and elongated the
holes slightly and reassembled, dropping the outboard side by about 1/16".
I went out and took it up to about 220mph and now - are you ready for this
- it requires full RIGHT trim! Completely the opposite from before. So,
obviously I need to reduce the drop by 50% and I should be dead-on neutral
trim! Its amazing to me how such a little movement had such a HUGE impact
on the trim. No, aileron edge smooshing necessary, by the way! Whew!
>>
>>Best,
>>-
>>Matt Dralle
>>
>>At 09:10 AM 3/31/2011 Thursday, Matt Dralle wrote:
>>>--> RV-List message posted by: Matt Dralle
>>>
>>>
>>>Dear Listers,
>>>
>>>Well, taking the RV-8 in for paint is getting closer and closer and I'm
trying to get all the little things that need doing done before then.
Dealing with the heavy right wing is the next thing on the list.
Currently, at low speed I have about neutral aileron trim. The faster I
go, the more LEFT trim I need. Above 200mph, I run out of left trim and
the left aileron is noticeably "up", maybe .125" or so. Both of my
ailerons are "chubby" at the trailing edge. I wanted to confirm with the
List that "squeezing" the RIGHT aileron will add a bit of lift on the
RIGHT side and hopefully neutralize the issue?
>>>
>>>Thanks!
>>>
>>>Matt
________________________________________________________________________________
| From: | "FLYBOY.BOB" <flyboy.bob(at)gmail.com> |
I recently purchased a Bogi-Bar for my RV-8.
Unfortunately the bar won=99t fit over the cotter-pin on the side
with the castellated nut.
Has anyone solved this problem?
Thanks,
Bob Christensen =93 N83RC
________________________________________________________________________________
| From: | Michael Kraus <n223rv(at)wolflakeairport.net> |
On my RV-4, I had to crush the pin (strategically) and it worked great for y
ears!!
Sent from my iPhone
On Apr 2, 2011, at 9:53 PM, "FLYBOY.BOB" wrote:
>
> I recently purchased a Bogi-Bar for my RV-8.
>
> Unfortunately the bar won=99t fit over the cotter-pin on the side wi
th the castellated nut.
>
> Has anyone solved this problem?
>
> Thanks,
> Bob Christensen =93 N83RC
>
>
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
________________________________________________________________________________
| From: | Larry Bowen <larry(at)bowenaero.com> |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________________________________________________________________________________
| From: | tailgummer(at)aol.com |
I took a cut off wheel to one ear and "machined" a little space to accommo
date the cotter pin. Touched it up with a little paint, works fine. Cotter
pin intact.
John D'Onofrio
-----Original Message-----
From: Larry Bowen <larry(at)bowenaero.com>
Sent: Sat, Apr 2, 2011 7:44 pm
Subject: Re: RV8-List: Bogi-Bar?
I did the same on my 8. Not a big deal.
On Apr 2, 2011 10:42 PM, "Michael Kraus" wrot
e:
> On my RV-4, I had to crush the pin (strategically) and it worked great
for years!!
>
> Sent from my iPhone
>
> On Apr 2, 2011, at 9:53 PM, "FLYBOY.BOB" wrote:
>
>>
>> I recently purchased a Bogi-Bar for my RV-8.
>>
>> Unfortunately the bar won=99t fit over the cotter-pin on the side
with the castellated nut.
>>
>> Has anyone solved this problem?
>>
>> Thanks,
>> Bob Christensen =93 N83RC
>>
>>
>>
>>
> ==========
> ========================
===========
> ==========
> ========================
===========
>>
========================
===========
========================
===========
========================
===========
========================
===========
________________________________________________________________________________
| From: | "Pete Cowper" <petercowper(at)att.net> |
| Subject: | RE: Canopy Skirt Buzz... (Follow Up) |
Aren't those fancy noise cancelling headsets supposed to cancel out pesky
noises like your canopy buzzing?!!
Pete Cowper
RV8 #81139
Visalia Municipal Airport Hanger B-5
________________________________________________________________________________
| From: | "Stan Loer" <stazel(at)cpros.com> |
I'm planning to open up the gear towers (only connecting the center and
lower lightening holes), but am considering a different approach to
restoring the lost strength from removing the web than I have seen on
other builder's web sites. Rather than completely plating over the open
hole, how about an H-shaped plate that would essentially restore the
cut-out web? The cross-bar section would incorporate the radii of the
mid and lower lightening holes with the vertical legs extending to
approx. mid-point of the holes. I'd probably use .063 mat'l for a
little extra stiffness with bolt spacing about 150% of existing rivet
spacing. Haven't worked out actual dimensions yet; just a concept so
far. The primary benefit would be eliminating the multitude of nut
plates. Also, the lightening holes would still be there for access to
anything that might not need the larger opening.
Stan Loer
RV8 QB
________________________________________________________________________________
| Subject: | Re: RV8-List Digest: 3 Msgs - 04/03/11 |
| From: | japhillipsga(at)aol.com |
Jim, this looks like about 90% of my clients!!?? Best regards, Bill
-----Original Message-----
From: RV8-List Digest Server <rv8-list(at)matronics.com>
Sent: Mon, Apr 4, 2011 3:08 am
Subject: RV8-List Digest: 3 Msgs - 04/03/11
*
========================
Online Versions of Today's List Digest Archive
========================
Today's complete RV8-List Digest can also be found in either of the
wo Web Links listed below. The .html file includes the Digest formatted
n HTML for viewing with a web browser and features Hyperlinked Indexes
nd Message Navigation. The .txt file includes the plain ASCII version
f the RV8-List Digest and can be viewed with a generic text editor
uch as Notepad or with a web browser.
HTML Version:
http://www.matronics.com/digest/digestview.php?Style=82701&View=htm
l&Chapter 11-04-03&Archive=RV8
Text Version:
http://www.matronics.com/digest/digestview.php?Style=82701&View=txt
&Chapter 11-04-03&Archive=RV8
======================
EMail Version of Today's List Digest Archive
======================
----------------------------------------------------------
RV8-List Digest Archive
---
Total Messages Posted Sun 04/03/11: 3
----------------------------------------------------------
oday's Message Index:
---------------------
1. 11:49 AM - Re: Canopy Skirt Buzz... (Follow Up) (Pete Cowper)
2. 01:24 PM - Re: Re: Canopy Skirt Buzz... (Follow Up) (Robin Marks)
3. 03:52 PM - gear tower mod (Stan Loer)
_______________________________ Message 1 _______________________________
______
rom: "Pete Cowper"
ubject: RV8-List: RE: Canopy Skirt Buzz... (Follow Up)
ren't those fancy noise cancelling headsets supposed to cancel out pesky
oises like your canopy buzzing?!!
ete Cowper
V8 #81139
isalia Municipal Airport Hanger B-5
_______________________________ Message 2 _______________________________
______
rom: Robin Marks
ubject: RE: RV8-List: RE: Canopy Skirt Buzz... (Follow Up)
n some cases the buzzing on our (well made) canopy can be louder than our
00 Hp engine.
Robin
o Not Archive
-----Original Message-----
rom: owner-rv8-list-server(at)matronics.com
mailto:owner-rv8-list-server(at)matronics.com] On Behalf Of Pete Cowper
ent: Sunday, April 03, 2011 11:46 AM
ubject: RV8-List: RE: Canopy Skirt Buzz... (Follow Up)
ren't those fancy noise cancelling headsets supposed to cancel out pesky
oises like your canopy buzzing?!!
ete Cowper
V8 #81139
isalia Municipal Airport Hanger B-5
_______________________________ Message 3 _______________________________
______
rom: "Stan Loer"
ubject: RV8-List: gear tower mod
I'm planning to open up the gear towers (only connecting the center and
ower lightening holes), but am considering a different approach to
estoring the lost strength from removing the web than I have seen on
ther builder's web sites. Rather than completely plating over the open
ole, how about an H-shaped plate that would essentially restore the
ut-out web? The cross-bar section would incorporate the radii of the
id and lower lightening holes with the vertical legs extending to
pprox. mid-point of the holes. I'd probably use .063 mat'l for a
ittle extra stiffness with bolt spacing about 150% of existing rivet
pacing. Haven't worked out actual dimensions yet; just a concept so
ar. The primary benefit would be eliminating the multitude of nut
lates. Also, the lightening holes would still be there for access to
nything that might not need the larger opening.
Stan Loer
V8 QB
-========================
-= - The RV8-List Email Forum -
-= Use the Matronics List Features Navigator to browse
-= the many List utilities such as List Un/Subscription,
-= Archive Search & Download, 7-Day Browse, Chat, FAQ,
-= Photoshare, and much much more:
-
-= --> http://www.matronics.com/Navigator?RV8-List
-
-========================
-= - MATRONICS WEB FORUMS -
-= Same great content also available via the Web Forums!
-
-= --> http://forums.matronics.com
-
-========================
-= - List Contribution Web Site -
-= Thank you for your generous support!
-= -Matt Dralle, List Admin.
-= --> http://www.matronics.com/contribution
-========================
________________________________________________________________________________
| From: | Speedy11(at)aol.com |
| Subject: | Re: Canopy Skirt Buzz |
Robin,
That is surprising that the canopy buzz is so loud. Is it buzzing on the
sides? I've had no similar problem that I'm aware of, but I modified the S
curve on mine.
Since it is buzzing so loudly, it must be vibrating. I wonder if that is
creating fatigue in the fiberglass?
Are your oil temps still doing well?
Stan Sutterfield
In a message dated 4/4/2011 3:08:51 A.M. Eastern Daylight Time,
rv8-list(at)matronics.com writes:
In some cases the buzzing on our (well made) canopy can be louder than our
200 Hp engine.
________________________________________________________________________________
| From: | Robin Marks <robin(at)PaintTheWeb.com> |
| Subject: | Re: Canopy Skirt Buzz / hot and cold cylinders |
The buzzing is very random And usually in a narrow speed range. We have done
nothing to prevent the buzzing... Yet. It is definitely skirt vibration. I
am not worried about it really.
Temps are better with the new larger fiberglass oil cooler plenum. Not ideal
but better. We are seeing 195 in low altitude high power cruse. We prefer
180 and a valve to control the temps mostly because I live in CA and summer
temps can get triple digits. I expect at altitude we will see 180 or lower
depending on conditions.
Unfortunately we still have a HOT #3 and a cool #4 with 70-80 degrees
separating them. 310 on #4 and 390 on #3. Ugh. 1&2 are 330-340. I know it is
common to have temp issues on #3 because the back of the cylinder is often
blocked by the rear baffle / plenum and little if any air goes down the back
side of 3. We have read about some builders placing a spacer back there to
aid in airflow.
We ran the fuel flow test and found nothing unusual. I ordered a beaker set
to be more precise. The FI system is an older Bendix with older injectors
and no restrictors. I had a set of new injectors that I pulled off my 10 so
we will be adding those this week. They allow us to swap out restrictors to
balance the cylinders for flying LOP. Hopefully it will help the temps too.
Basically I really need to get #3 cooler. The rest should be minor
adjustments.
Thanks for following up with me,
Robin
Sent from my iPad2.
On Apr 4, 2011, at 7:21 PM, Speedy11(at)aol.com wrote:
Robin,
That is surprising that the canopy buzz is so loud. Is it buzzing on the
sides? I've had no similar problem that I'm aware of, but I modified the S
curve on mine.
Since it is buzzing so loudly, it must be vibrating. I wonder if that is
creating fatigue in the fiberglass?
Are your oil temps still doing well?
Stan Sutterfield
In a message dated 4/4/2011 3:08:51 A.M. Eastern Daylight Time,
rv8-list(at)matronics.com writes:
In some cases the buzzing on our (well made) canopy can be louder than our
200 Hp engine.
________________________________________________________________________________
| Subject: | Glare Shield Edge |
| From: | John Long <johnlong63(at)gmail.com> |
I am getting close to finish. a couple of months ago I saw some edging for
the glare shield on one of the websites. When I went back to order it, I
could not find it again.
If I was in an accident and went into the instrument panel, the glare shield
would take the top of my head off from just above my eyes. What have people
done about the meat cleaver that the edge of the glare shield would be in an
accident?
John
N470MJ
At the airport, & almost there.
________________________________________________________________________________
| Subject: | Re: Glare Shield Edge |
| From: | Hotmail <rv8n222bc(at)hotmail.com> |
Wear your shoulder Barnard, problem solved.
Sent from my iPad
On Apr 10, 2011, at 7:20 AM, John Long wrote:
> I am getting close to finish. a couple of months ago I saw some edging fo
r the glare shield on one of the websites. When I went back to order it, I c
ould not find it again.
>
> If I was in an accident and went into the instrument panel, the glare shie
ld would take the top of my head off from just above my eyes. What have peo
ple done about the meat cleaver that the edge of the glare shield would be i
n an accident?
>
> John
> N470MJ
> At the airport, & almost there.
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
________________________________________________________________________________
| From: | Craig Gallenbach <craigtxtx(at)yahoo.com> |
| Subject: | Re: Glare Shield Edge |
I used the glare shield welt from Classic Aero Designs. -It fits well, go
es on easily, and looks good. -
Craig GallenbachRV8A Eastover, NC 185hrs
--- On Sun, 4/10/11, John Long wrote:
From: John Long <johnlong63(at)gmail.com>
Subject: RV8-List: Glare Shield Edge
Date: Sunday, April 10, 2011, 8:20 AM
I am getting close to finish.- a couple of months ago I saw some edging f
or the glare shield on one of the websites.- When I went back to order it
, I could not find it again.=0A-=0AIf I was in an accident and went into
the instrument panel, the glare shield would take the top of my head off fr
om just above my eyes.- What have people done about the meat cleaver that
the edge of the glare shield would be in an accident?- =0A=0A-=0AJohn
=======0A=0A
________________________________________________________________________________
| Subject: | Re: Glare Shield Edge |
| From: | Allan Grajek <algrajek(at)msn.com> |
Just answer the question
Al grajek
On Apr 10, 2011, at 8:35, Hotmail wrote:
> Wear your shoulder Barnard, problem solved.
>
> Sent from my iPad
>
> On Apr 10, 2011, at 7:20 AM, John Long wrote:
>
>> I am getting close to finish. a couple of months ago I saw some edging f
or the glare shield on one of the websites. When I went back to order it, I
could not find it again.
>>
>> If I was in an accident and went into the instrument panel, the glare shi
eld would take the top of my head off from just above my eyes. What have pe
ople done about the meat cleaver that the edge of the glare shield would be i
n an accident?
>>
>> John
>> N470MJ
>> At the airport, & almost there.
>>
>>
>>
>
>
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
>
________________________________________________________________________________
| Subject: | Re: Glare Shield Edge |
| From: | trc <funflyer1959(at)yahoo.com> |
Heavy wall 3/4 inch rubber tubing......slit. glued. riveted at ends. A little
black paint to match top of glareshield
Allan Grajek wrote:
>Just answer the question
>
>Al grajek
>
>
>On Apr 10, 2011, at 8:35, Hotmail wrote:
>
>> Wear your shoulder Barnard, problem solved.
>>
>> Sent from my iPad
>>
>> On Apr 10, 2011, at 7:20 AM, John Long wrote:
>>
>>> I am getting close to finish. a couple of months ago I saw some edging for
the glare shield on one of the websites. When I went back to order it, I could
not find it again.
>>>
>>> If I was in an accident and went into the instrument panel, the glare shield
would take the top of my head off from just above my eyes. What have people
done about the meat cleaver that the edge of the glare shield would be in an
accident?
>>>
>>> John
>>> N470MJ
>>> At the airport, & almost there.
>>>
>>>
>>>
>>
>>
>3D============================================
>3D============================================
>3D============================================
>3D============================================
>>
________________________________________________________________________________
| Subject: | Re: Glare Shield Edge |
| From: | Vince Himsl <vshimsl(at)live.com> |
West marine sells pinch edging. I went hdepot, bought 1/2" flex blue plastic
pipe and then 1/2" black foam pipe insulation. Total = @6.00. good enough
until u have better solution.
Vince H.
N8432 - 82 hrs
Sent from my iPod
On Apr 10, 2011, at 5:20 AM, John Long wrote:
> I am getting close to finish. a couple of months ago I saw some edging fo
r the glare shield on one of the websites. When I went back to order it, I c
ould not find it again.
>
> If I was in an accident and went into the instrument panel, the glare shie
ld would take the top of my head off from just above my eyes. What have peo
ple done about the meat cleaver that the edge of the glare shield would be i
n an accident?
>
> John
> N470MJ
> At the airport, & almost there.
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
________________________________________________________________________________
| From: | "Curtis White" <curtiswhite(at)vipowernet.net> |
| Subject: | Re: Glare Shield Edge |
For a little more professional look. Google "piping". That's what it's
called. You can buy in different lengths. Put some L1300 glue on it or any
very good adhesive and you've got a great look and a safe edge.
CRW in STT
----- Original Message -----
From: "trc" <funflyer1959(at)yahoo.com>
Sent: Sunday, April 10, 2011 12:07 PM
Subject: Spam:********, Re: RV8-List: Glare Shield Edge
>
> Heavy wall 3/4 inch rubber tubing......slit. glued. riveted at ends. A
> little black paint to match top of glareshield
>
> Allan Grajek wrote:
>
>>Just answer the question
>>
>>Al grajek
>>
>>
>>On Apr 10, 2011, at 8:35, Hotmail wrote:
>>
>>> Wear your shoulder Barnard, problem solved.
>>>
>>> Sent from my iPad
>>>
>>> On Apr 10, 2011, at 7:20 AM, John Long wrote:
>>>
>>>> I am getting close to finish. a couple of months ago I saw some edging
>>>> for the glare shield on one of the websites. When I went back to order
>>>> it, I could not find it again.
>>>>
>>>> If I was in an accident and went into the instrument panel, the glare
>>>> shield would take the top of my head off from just above my eyes. What
>>>> have people done about the meat cleaver that the edge of the glare
>>>> shield would be in an accident?
>>>>
>>>> John
>>>> N470MJ
>>>> At the airport, & almost there.
>>>>
>>>>
>>>>
>>>
>>>
>>3D============================================
>>3D============================================
>>3D============================================
>>3D============================================
>>>
>
>
>
________________________________________________________________________________
| Subject: | Re: Glare Shield Edge |
| From: | Larry Bowen <larry(at)bowenaero.com> |
I used this stuff from Cleaveland Tool on my 8 and liked it. It's sort of
minimal looking compared to Classic Aero, but sometimes thats a good thing.
http://www.cleavelandtoolstore.com/prodinfo.asp?number=GSE54
<http://www.cleavelandtoolstore.com/prodinfo.asp?number=GSE54>
--
Larry Bowen
Larry(at)BowenAero.com
http://BowenAero.com
On Sun, Apr 10, 2011 at 5:31 PM, Curtis White wrote:
> >
>
> For a little more professional look. Google "piping". That's what it's
> called. You can buy in different lengths. Put some L1300 glue on it or any
> very good adhesive and you've got a great look and a safe edge.
> CRW in STT
> ----- Original Message ----- From: "trc" <funflyer1959(at)yahoo.com>
> To:
> Sent: Sunday, April 10, 2011 12:07 PM
> Subject: Spam:********, Re: RV8-List: Glare Shield Edge
>
>
>>
>> Heavy wall 3/4 inch rubber tubing......slit. glued. riveted at ends. A
>> little black paint to match top of glareshield
>>
>> Allan Grajek wrote:
>>
>> Just answer the question
>>>
>>> Al grajek
>>>
>>>
>>> On Apr 10, 2011, at 8:35, Hotmail wrote:
>>>
>>> Wear your shoulder Barnard, problem solved.
>>>>
>>>> Sent from my iPad
>>>>
>>>> On Apr 10, 2011, at 7:20 AM, John Long wrote:
>>>>
>>>> I am getting close to finish. a couple of months ago I saw some edging
>>>>> for the glare shield on one of the websites. When I went back to order it,
>>>>> I could not find it again.
>>>>>
>>>>> If I was in an accident and went into the instrument panel, the glare
>>>>> shield would take the top of my head off from just above my eyes. What have
>>>>> people done about the meat cleaver that the edge of the glare shield would
>>>>> be in an accident?
>>>>>
>>>>> John
>>>>> N470MJ
>>>>> At the airport, & almost there.
>>>>>
>>>>>
>>>>>
>>>>>
>>>>
>>>> 3D============================================
>>>
>>> 3D============================================
>>>
>>> 3D============================================
>>>
>>> 3D============================================
>>>
>>>>
>>>>
>>
>>
>>
>>
>>
>>
>
>
________________________________________________________________________________
| From: | <geezer02(at)windstream.net> |
| Subject: | Re: Glare Shield Edge |
I took a length of 3/8 aluminum tubing and split it. It would stay in place by
its self but I glued it down and painted.
Louis RV-8 This Year.
---- John Long wrote:
> I am getting close to finish. a couple of months ago I saw some edging for
> the glare shield on one of the websites. When I went back to order it, I
> could not find it again.
>
> If I was in an accident and went into the instrument panel, the glare shield
> would take the top of my head off from just above my eyes. What have people
> done about the meat cleaver that the edge of the glare shield would be in an
> accident?
>
> John
> N470MJ
> At the airport, & almost there.
________________________________________________________________________________
| From: | "av8r135(at)yahoo.com" <av8r135(at)yahoo.com> |
| Subject: | Please unsubscribe |
please unsubscribe
Sent via DROID on Verizon Wireless
________________________________________________________________________________
| From: | "glen matejcek" <aerobubba(at)earthlink.net> |
| Subject: | RE: Glare Shield Edge |
HI John-
I also used slit 3/8 aluminum tube to edge the glare shield. Given the
dynamics of an impact and Murphy's law, I also used lineman's pliers to
bend the very edge of the glare shield down a bit, and in a fairly
irregular way. This bend is entirely within the Al tube, and is intended
to turn the cutting edge of the glare shield away from the noggin vector
and bias the glare shield to buckle downward rather than standing firm and
acting like a cheese slicer. The tubing itself, painted flat blank like
the rest of the glare shield, is quite unobtrusive. I would like to pad it
and wrap it in a sturdy cloth that would also cover the glare shield (for
thermal as well as aesthetic reasons) but have yet to figure out an
acceptable way to do that.
I'm not aware of any data on commercially available glare shield edging,
but I'm concerned that with crash dynamics at work, the edge of the glare
shield would cleave the synthetic edging quite easily.
Bill, if you really think your shoulder harness is the complete answer to
survivability, look up the video of Wayne Handley's accident in the Turbo
Raven and take a critical look. The typical acro rig includes a five point
harness overlaid with a two point safety harness, yet he ended up with
about three feet between his rear and the seat.
FWIW-
> I am getting close to finish. a couple of months ago I saw some edging
for
> the glare shield on one of the websites. When I went back to order it, I
> could not find it again.
>
> If I was in an accident and went into the instrument panel, the glare
shield
> would take the top of my head off from just above my eyes. What have
people
> done about the meat cleaver that the edge of the glare shield would be in
an
> accident?
>
> John
> N470MJ
> At the airport, & almost there.
>
Glen Matejcek
aerobubba(at)earthlink.net
________________________________________________________________________________
| From: | "Ron Keilin" <rkeilin(at)cfl.rr.com> |
| Subject: | Re: Glare Shield Edge |
Try Cleveland Tool. They have a perfect edging for the glare shield
----- Original Message -----
From: Allan Grajek
To: rv8-list(at)matronics.com
Sent: Sunday, April 10, 2011 12:35 PM
Subject: Re: RV8-List: Glare Shield Edge
Just answer the question
Al grajek
On Apr 10, 2011, at 8:35, Hotmail wrote:
Wear your shoulder Barnard, problem solved.
Sent from my iPad
On Apr 10, 2011, at 7:20 AM, John Long wrote:
I am getting close to finish. a couple of months ago I saw some
edging for the glare shield on one of the websites. When I went back to
order it, I could not find it again.
If I was in an accident and went into the instrument panel, the
glare shield would take the top of my head off from just above my eyes.
What have people done about the meat cleaver that the edge of the glare
shield would be in an accident?
John
N470MJ
At the airport, & almost there.
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=
3D
-------------------------------------------------------------------------
-----
No virus found in this message.
Checked by AVG - www.avg.com
03/30/11
________________________________________________________________________________
| From: | John Long <johnlong63(at)gmail.com> |
Once again, thanks for all the good answers. I have several suggestions and
locations to look at.
As Glen points out in his reply, I have learned ( safety work at airline
level) that in a crash nothing stays where it was intended. All things move
and the less pointed and sharp objects in front of you the better.
Thanks again.
John
________________________________________________________________________________
| From: | William Cowden <rv8n222bc(at)hotmail.com> |
| Subject: | -8 QB gear wear blocks |
-8 Quickbuilders: How did you drill the 1/4 holes on the ends of the OTBD
wear blocks (U805-1).
Thanks!
________________________________________________________________________________
| From: | Speedy11(at)aol.com |
FYI - just got home from the Texhoma 100 Air Race. The race was fun and
lots of nice people participating.
On my flight back to Florida, I averaged 200 knots GS at 11,500 and 13,500
thanks to a nice tailwind. Some segments of the flight were at 210 knot
GS. A long trip is a lot better when you can go fast.
A rundown of my numbers -
Alt - 11,500
2410 RPM
19.8" MP
9.7 FF
144 KIAS
174 KTAS
200 GS
Alt - 13,500
2300 RPM
18.4" MP
10.3 FF
136 KIAS
169 KTAS
200 GS
I just can't get the low FF numbers that some guys are getting. I leaned
until LOP and the engine began to stumble. I enrichened back to smooth and
peak to get the FF numbers above.
Stan Sutterfield
________________________________________________________________________________
| Subject: | Re: Nice Tailwind |
| From: | Tracy <tracy(at)rotaryaviation.com> |
Hmmmm.... Lower RPM, MP and TAS but higher fuel flow. Something is very
wrong. Are you sure? 2000 ft higher would not explain this. Maybe
mixture distribution problems?
Tracy Crook
On Sun, Apr 17, 2011 at 5:40 PM, wrote:
> FYI - just got home from the Texhoma 100 Air Race. The race was fun and
> lots of nice people participating.
> On my flight back to Florida, I averaged 200 knots GS at 11,500 and 13,500
> thanks to a nice tailwind. Some segments of the flight were at 210 knot
> GS. A long trip is a lot better when you can go fast.
> A rundown of my numbers -
> Alt - 11,500
> 2410 RPM
> 19.8" MP
> 9.7 FF
> 144 KIAS
> 174 KTAS
> 200 GS
>
> Alt - 13,500
> 2300 RPM
> 18.4" MP
> 10.3 FF
> 136 KIAS
> 169 KTAS
> 200 GS
>
> I just can't get the low FF numbers that some guys are getting. I leaned
> until LOP and the engine began to stumble. I enrichened back to smooth and
> peak to get the FF numbers above.
> Stan Sutterfield
>
> *
>
> *
>
>
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | "Worn Out" CT-Q67 Cable Assembly (Warning!) |
Dear Listers,
At 170 hours on my RV-8 now, the Prop control had become increasing more difficult
to move starting around 100 hours. The Mixture and Throttle have worked fine
and continue to. All three controls use the standard "Green" control cables
from Vans, typically a "CT-Qxx" part.
A couple of weeks ago, I disassembled the Governor end of the assembly and made
sure that there was no binding or issues on that end. I even lightly lubed up
the various moving bits. Yesterday, the Prop control became so difficult to
move that I had trouble cycling the prop during run up. I pulled the whole throttle
quadrant installation apart today to have a look. I got the cable completely
out of the airplane and there are NO outward signs of wear or abuse of
*any kind*. But even with the cable completely out of the plane and nothing
connected to either end, it is almost impossible to move the cable!! I have a
new CT-Q67 cable assembly for my front-mounted governor installation and I'm
going to install that next.
But, I wanted to give everyone a heads up on these CT-Q controls. These things
are built like they go on a Caterpillar Tractor, so I can't figure out why they
would wear out like this.
If one of these controls starts getting stiff and tight, its probably not going
to get any better. Replace it before it becomes a safety issue! Not a big deal
on the Prop control, but on a throttle or mixture it could be a serious concern.
Best regards,
Matt
-
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Blog
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 170+ Hours Total Time Since May 2 2010 Test Flight!
________________________________________________________________________________
| From: | "Neil Mayer" <base83(at)windstream.net> |
| Subject: | Please unsubscribe |
Have no idea who av8r135(at)yahoo.com is and therefore before I need
justification. I think av8r135(at)yahoo.com is somewhat confused!!!!!!
From: owner-rv8-list-server(at)matronics.com
[mailto:owner-rv8-list-server(at)matronics.com] On Behalf Of
av8r135(at)yahoo.com
Sent: Monday, April 11, 2011 8:12 AM
Subject: RV8-List: Please unsubscribe
please unsubscribe
Sent via DROID on Verizon Wireless
~=ED=B2=AC=DE=83g(=D3=8D=D3=87qzn
________________________________________________________________________________
| From: | Speedy11(at)aol.com |
| Subject: | Re: Nice Tailwind |
Yeah, Tracy. I noted that while airborne. It made no sense to me, but
each time I tried to lean to 9.2 GPH like I had used on the trip 3 days
before (same power setting) the engine began to stumble and lose power. To run
smooth I had to bump the FF back up to 10.3. Didn't make sense to me but I
didn't have time to analyze it at the time.
I'll gather some more cruise number for comparison.
Stan
In a message dated 4/18/2011 3:05:24 A.M. Eastern Daylight Time,
rv8-list(at)matronics.com writes:
Hmmmm.... Lower RPM, MP and TAS but higher fuel flow. Something is very
wrong. Are you sure? 2000 ft higher would not explain this. Maybe
mixture distribution problems?
________________________________________________________________________________
| From: | Speedy11(at)aol.com |
| Subject: | Re: "Worn Out" CT-Q67 Cable Assembly (Warning!) |
Good info, Matt. My prop control has been getting stiffer. I'll check it
out.
Stan
In a message dated 4/18/2011 3:05:24 A.M. Eastern Daylight Time,
rv8-list(at)matronics.com writes:
If one of these controls starts getting stiff and tight, its probably not
going
to get any better. Replace it before it becomes a safety issue! Not a
big deal
on the Prop control, but on a throttle or mixture it could be a serious
concern.
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | sticking engine control cables and engine heat problems |
At 06:41 AM 4/19/2011 Tuesday, Frazier, Vincent A wrote:
>--> RV-List message posted by: "Frazier, Vincent A"
>
>SNIP I have seen this too many times - looks like heat is the killer. Move the
cables away from the killer exh system, then you can wrap the cables with spark
plug wire insulation - - a smaller version of the normal hose type heat protective
stuff. Lube will not work, as the nylon inner wrap is balled around the
wire - hanging on for dear life! If this persists, you can try the 920 cables
from ACS, or buy replacement cables from Cablecraft - certified stuff, thus
very expensive.
>
>Carry on!
>Mark SNIP
>
>Mark is correct. When your engine control cables begin binding, it is usually
heat related. We carry several types of insulation, Rocket proven, for these
type of problems. We have firewall insulation to keep your feet from roasting,
Heat Shield mat to keep exhaust heat from burning the paint off of your
cowling, sleeve insulation for fuel lines (or control cables), and intake insulation
kits to keep the exhaust heat away from the induction pipes and rubber
parts. And we have it in large and small sizes at a price that beats ACS by
a wide margin.... and it's better stuff too!
>
>There is no excuse to have heat problems with your engine. None. Us old dogs
have been there, done that and we know how to fix the problems!
>
>Thx,
>Vince
>www.flyboyaccessories.com
Hi Vince,
I was checking out your web site. This stuff looks like it might do the trick
for my Prop cable issues:
http://www.flyboyaccessories.com/store/index.php?main_page=product_info&cPath=1&products_id=264
My IO-390 has a front mounted governor and I brought the control cable over the
top of the engine. The closest point is probably about 6" from the top of the
cylinders.
Here are some pictures of my installation:
http://www.mattsrv8.com/users/display_log.php?user=MattsRV8&project=638&category=2972&log=89715&row=118
http://www.mattsrv8.com/users/display_log.php?user=MattsRV8&project=638&category=2972&log=89716&row=117
Best regards,
-
Matt Dralle
RV-8 #82880 N998RV
http://www.mattsrv8.com - Matt's RV-8 Construction Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 160+ Hours TTSN - Paint job is all that's left...
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Cracks Around Rudder Stiffeners... |
After washing the 'ol RV-8 last night, I noticed that there is about a .5" crack
in the .02" skin of the rudder in the *front* of two of the angle stiffeners
(towards the leading edge of the rudder). The skin is a little "bulgy" right
there, and its possible that I gave that area a good push with my thumb at some
point to see if I could get it to flatten out.
Obviously I need to keep an eye on this, but is it anything to worry about, really?
I'm just about ready to take the plane in for paint, so if I have to do
something about it, I'd rather do it *before* the paint.
Thanks in advance for the feedback,
-
Matt "Fox" Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's RV-8 Construction Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 170+ Hours TTSN - Paint job is all that's left...
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | West Coast Formation Clinic (WCFC) This Weekend... |
Any listers planning on attending the WCFC this weekend in Madera California?
I'm planning on being there with the 'ol RV-8. Come up and say 'hi' and introduce
yourself; I'd love to meet some of the Listers in person!
-
Matt "Fox" Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's RV-8 Construction Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 170+ Hours TTSN - Paint job is all that's left...
________________________________________________________________________________
| Subject: | Re: West Coast Formation Clinic (WCFC) This Weekend... |
| From: | Robin Marks <robin(at)PaintTheWeb.com> |
Matt,
I am about 8 hours away from being able to attend. My plan is to go next
year in the 8A.
BTW I believe no -10's are allowed in the clinic.
Robin
On Thu, Apr 28, 2011 at 6:12 PM, Matt Dralle wrote:
>
>
> Any listers planning on attending the WCFC this weekend in Madera
> California?
>
> I'm planning on being there with the 'ol RV-8. Come up and say 'hi' and
> introduce yourself; I'd love to meet some of the Listers in person!
>
>
> -
> Matt "Fox" Dralle
> RV-8 #82880 N998RV "Ruby Vixen"
> http://www.mattsrv8.com - Matt's RV-8 Construction Log
> http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
> Status: 170+ Hours TTSN - Paint job is all that's left...
>
>
________________________________________________________________________________
| From: | John Long <johnlong63(at)gmail.com> |
Matt,
Get out your copy of AC 43-13, Approved repair of Aerospace vehicles and
read up on cracks.
I think the approved method is to stop drill the end of the crack and then
watch it.
John
________________________________________________________________________________
| From: | Speedy11(at)aol.com |
| Subject: | Re: Cracks Around Rudder Stiffeners |
Matt,
I would consult with an IA and also refer to the FAA manuals. The painter
may have some advice also. I've seen cracks stop drilled in skin, but
that obviously leaves a visible scar.
Who is doing your painting?
Also, I am interested in how well your changes to the aileron hinges solved
your heavy wing situation. I have the same problem and I'd like to solve
it without the use of a trim tab.
As I understand it, on the HEAVY wing side, you opened up the aileron hinge
attachment holes to allow slight movement (1/16") and moved the aileron
downward in relation to the wing structure. Do I have it right?
Stan Sutterfield
Also approaching painting time
In a message dated 4/29/2011 3:08:17 A.M. Eastern Daylight Time,
rv8-list(at)matronics.com writes:
I'm just about ready to take the plane in for paint, so if I have to do
something about it, I'd rather do it *before* the paint.
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: Cracks Around Rudder Stiffeners |
At 06:56 AM 4/29/2011 Friday, you wrote:
>Matt,
>I would consult with an IA and also refer to the FAA manuals. The painter may
have some advice also. I've seen cracks stop drilled in skin, but that obviously
leaves a visible scar.
>Who is doing your painting?
>Also, I am interested in how well your changes to the aileron hinges solved your
heavy wing situation. I have the same problem and I'd like to solve it without
the use of a trim tab.
>As I understand it, on the HEAVY wing side, you opened up the aileron hinge attachment
holes to allow slight movement (1/16") and moved the aileron downward
in relation to the wing structure. Do I have it right?
>Stan Sutterfield
>Also approaching painting time
I dropped the outboard tip of the right aileron about 1/32" by elongating the bolt
holes in the white powdercoated steel hinge. I had a heavy right wing. Before
I did anything, at cruse I needed full left trim. After moving the aileron
down 1/32", my trim is now centered to about half a bubble to the right.
I was *amazing* how little movement made such a huge difference in trim.
I recommend starting with just a LITTLE bit and working your way up to neutral.
Way better than a tab or squeezing the trailing edge!
RE: Paint. I'm taking the RV-8 up to Red Bluff in California to a place called
Cardan. I've been discussing the job with David Underhill there at Cardan Air
Services and have been very impressed with his attention to detail and understanding
of what it takes to do a quality paint job (not necessarily a "cheap"
one).
Matt
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's RV-8 Construction Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 170+ Hours TTSN - Paint job is all that's left...
________________________________________________________________________________
| From: | Bill Judge <bjudge(at)gmail.com> |
| Subject: | Baggage door opening... |
Greetings Fellow RV-8 drivers,
This one goes in the fessing up for the greater good category.
Today I flew back home from Las Vegas(Henderson) to Gillespie field in San
Diego. I was tooling along at 12,500 fat, dumb and happy as they say when I
realized that my baggage door latch was hanging out in the slipstream. It
usually isn't visible. I've got an after market carbon fiber door and it has
a latch that is somewhat different from the standard door but all the same,
I think this could easily happen to a standard RV-8 door.
So I knew well in advance that my baggage door would probably open on
landing due to different airflow and sure enough, below about 80 knots the
thing opened. Adding throttle would close it but interestingly a slip with
right rudder didn't close it.
I landed as uneventfully as possible. There was no damage to the door or
plane.
The latch has been very dependable for 600 hrs so I must have left it open.
Lesson for everyone: the plane won't fall out of the sky if the front
baggage door comes open.
Lesson for me: Check the baggage latch dummy.
Bill Judge
N84WJ, RV-8 600 hrs.
rv-8.blogspot.com
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: Baggage door opening... |
Thanks for the pirep, Bill.
I took off with the keys still in the baggage door lock once. It was latched,
but still, the keys banging around make quite a racket. Thankfully, they didn't
come out of the lock or I'd of never found them! :-)
Matt
At 08:47 PM 5/1/2011 Sunday, you wrote:
>Greetings Fellow RV-8 drivers,
>
>This one goes in the fessing up for the greater good category.
>
>Today I flew back home from Las Vegas(Henderson) to Gillespie field in San Diego.
I was tooling along at 12,500 fat, dumb and happy as they say when I realized
that my baggage door latch was hanging out in the slipstream. It usually
isn't visible. I've got an after market carbon fiber door and it has a latch that
is somewhat different from the standard door but all the same, I think this
could easily happen to a standard RV-8 door.
>
>So I knew well in advance that my baggage door would probably open on landing
due to different airflow and sure enough, below about 80 knots the thing opened.
Adding throttle would close it but interestingly a slip with right rudder didn't
close it.
>
>I landed as uneventfully as possible. There was no damage to the door or plane.
>
>The latch has been very dependable for 600 hrs so I must have left it open.
>
>Lesson for everyone: the plane won't fall out of the sky if the front baggage
door comes open.
>
>Lesson for me: Check the baggage latch dummy.
>
>Bill Judge
>N84WJ, RV-8 600 hrs.
><http://rv-8.blogspot.com>rv-8.blogspot.com
>
>
Matt G Dralle | Matronics | 581 Jeannie Way | Livermore | CA | 94550
925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
________________________________________________________________________________
| From: | "Timothy E. Cone" <tcone1(at)comcast.net> |
| Subject: | Re: Baggage door opening... |
You should also be thankful it wasn't on a formation flight...there's a
callsign in there somewhere.
----- Original Message -----
From: "Matt Dralle" <dralle(at)matronics.com>
Sent: Sunday, May 01, 2011 9:18 PM
Subject: Re: RV8-List: Baggage door opening...
>
> Thanks for the pirep, Bill.
>
> I took off with the keys still in the baggage door lock once. It was
> latched, but still, the keys banging around make quite a racket.
> Thankfully, they didn't come out of the lock or I'd of never found them!
> :-)
>
> Matt
>
>
> At 08:47 PM 5/1/2011 Sunday, you wrote:
>>Greetings Fellow RV-8 drivers,
>>
>>This one goes in the fessing up for the greater good category.
>>
>>Today I flew back home from Las Vegas(Henderson) to Gillespie field in San
>>Diego. I was tooling along at 12,500 fat, dumb and happy as they say when
>>I realized that my baggage door latch was hanging out in the slipstream.
>>It usually isn't visible. I've got an after market carbon fiber door and
>>it has a latch that is somewhat different from the standard door but all
>>the same, I think this could easily happen to a standard RV-8 door.
>>
>>So I knew well in advance that my baggage door would probably open on
>>landing due to different airflow and sure enough, below about 80 knots the
>>thing opened. Adding throttle would close it but interestingly a slip with
>>right rudder didn't close it.
>>
>>I landed as uneventfully as possible. There was no damage to the door or
>>plane.
>>
>>The latch has been very dependable for 600 hrs so I must have left it
>>open.
>>
>>Lesson for everyone: the plane won't fall out of the sky if the front
>>baggage door comes open.
>>
>>Lesson for me: Check the baggage latch dummy.
>>
>>Bill Judge
>>N84WJ, RV-8 600 hrs.
>><http://rv-8.blogspot.com>rv-8.blogspot.com
>>
>>
>>
>
>
> Matt G Dralle | Matronics | 581 Jeannie Way | Livermore | CA | 94550
> 925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email
> http://www.matronics.com/ WWW | Featuring Products For Aircraft
>
>
>
________________________________________________________________________________
| From: | Paul Rice <rice737(at)msn.com> |
| Subject: | Baggage door opening... |
Good to know. My policy is to never=2C never take the keys out of the bagg
age door while it is open or unlock. My ignition key is on the same ring
=2C so there is know way for me to leave it unlock and start the engine at
the same time. I hope!!!
From: bjudge(at)gmail.com
Date: Sun=2C 1 May 2011 20:47:22 -0700
Subject: RV8-List: Baggage door opening...
Greetings Fellow RV-8 drivers=2C
This one goes in the fessing up for the greater good category.
Today I flew back home from Las Vegas(Henderson) to Gillespie field in San
Diego. I was tooling along at 12=2C500 fat=2C dumb and happy as they say w
hen I realized that my baggage door latch was hanging out in the slipstream
. It usually isn't visible. I've got an after market carbon fiber door and
it has a latch that is somewhat different from the standard door but all th
e same=2C I think this could easily happen to a standard RV-8 door.
So I knew well in advance that my baggage door would probably open on landi
ng due to different airflow and sure enough=2C below about 80 knots the thi
ng opened. Adding throttle would close it but interestingly a slip with rig
ht rudder didn't close it.
I landed as uneventfully as possible. There was no damage to the door or pl
ane.
The latch has been very dependable for 600 hrs so I must have left it open.
Lesson for everyone: the plane won't fall out of the sky if the front bagga
ge door comes open.
Lesson for me: Check the baggage latch dummy.
Bill Judge
N84WJ=2C RV-8 600 hrs.
rv-8.blogspot.com
________________________________________________________________________________
| From: | Speedy11(at)aol.com |
| Subject: | Re: Baggage door opening |
Ha. I thought I was the only dummy. I left my key in the lock one day
also (nothing but a key) so no damage and door didn't open.
It's interesting to hear your story about it opening on landing.
I added a gas spring to mine that forces it open unless latched. That way
it's sticking right in front of me if I forget to latch it. Now I just
have to devise some way to remember the key!
Stan Sutterfield
In a message dated 5/2/2011 3:06:23 A.M. Eastern Daylight Time,
rv8-list(at)matronics.com writes:
Today I flew back home from Las Vegas(Henderson) to Gillespie field in San
Diego. I was tooling along at 12,500 fat, dumb and happy as they say when
I
realized that my baggage door latch was hanging out in the slipstream. It
usually isn't visible. I've got an after market carbon fiber door and it
has
a latch that is somewhat different from the standard door but all the same,
I think this could easily happen to a standard RV-8 door.
So I knew well in advance that my baggage door would probably open on
landing due to different airflow and sure enough, below about 80 knots the
thing opened. Adding throttle would close it but interestingly a slip with
right rudder didn't close it.
I landed as uneventfully as possible. There was no damage to the door or
plane.
The latch has been very dependable for 600 hrs so I must have left it open.
Lesson for everyone: the plane won't fall out of the sky if the front
baggage door comes open.
Lesson for me: Check the baggage latch dummy.
Bill Judge
N84WJ, RV-8 600 hrs.
rv-8.blogspot.com
________________________________ Message 2
_____________________________________
From: Matt Dralle <dralle(at)matronics.com>
Subject: Re: RV8-List: Baggage door opening...
Thanks for the pirep, Bill.
I took off with the keys still in the baggage door lock once. It was
latched,
but still, the keys banging around make quite a racket. Thankfully, they
didn't
come out of the lock or I'd of never found them! :-)
Matt
________________________________________________________________________________
| From: | "Pete Cowper" <petercowper(at)att.net> |
| Subject: | RE: Baggage door opening... |
"I took off with the keys still in the baggage door lock once."
As long as we are giving tips . . . years ago when I was a service station
dealer rep for Union 76, my service station dealers used to put the restroom
keys on items too big to go in customer's pockets. A pink fluffy puffball on
the men's chain tended to always get the key returned.
Pete Cowper
RV8 #81139 (working on cockpit side rails)
________________________________________________________________________________
| From: | Speedy11(at)aol.com |
| Subject: | Re: Transition Training |
Bill,
I don't know of anyone in GA that does transition training.
The airplane flies so well I took it up without any transition training.
I always think - what would the Wright brothers have done?
I'm a CFI and can give you training if you'd like to hop to FL in your
Zenith. You can park it in my hangar, spend two days and we'll go fly 3-4
times. My RV is CS prop, but we can set it for a set RPM and simulate a FP
prop - sort of. Mine has 210 HP so the power will be a little more, but the
180 is a strong engine, so the difference should be noticed only in the
takeoff distance and climb. And with two people on board, we will be a little
closer to your airplane solo. But, if you can handle my airplane, you
will for sure be able to handle yours. I will put you in the rear seat for
first flight and front seat for remainder.
You pay for fuel. Otherwise no cost.
Let me know if interested.
Stan Sutterfield
In a message dated 5/4/2011 3:06:21 A.M. Eastern Daylight Time,
rv8-list(at)matronics.com writes:
Stan, I've written to you before on Van's AF about the MGL I have in my pl
ane. I'm nearing DAR time, probably this month, and looking for some trans
ition and familiarization flying time. I have a Zenith 601 XL-B I built an
d fly regular, but need some front or back seat in a RV- 8a. Know anybody i
n Georgia area or near by that can help?. My 8a has a FP prop and 180 HP 0
360 w/ carb and is BLUE all over. Look forward to any help or information a
nybody on this line can give, Bill Phillips
________________________________________________________________________________
| From: | Robin Marks <Robin(at)PaintTheWeb.com> |
| Subject: | Fuel Injection Choices |
I have an older Bendex FI system in my 8A that I am going to either have
rebuilt or replaced. Is there a preferred modern FI system including flow
divider for these 2 place RV=92s in a Lycoming IO-360 200 Hp?
Thanks,
Robin
________________________________________________________________________________
| Subject: | Re: Fuel Injection Choices |
| From: | Hotmail <rv8n222bc(at)hotmail.com> |
I had my Bendex unit rebuilt by Airflow Performance and was very pleased. I
t was expensive but in the end the airplane started as easy as a car.
Sent from my iPad
On May 4, 2011, at 9:35 PM, Robin Marks wrote:
> I have an older Bendex FI system in my 8A that I am going to either have r
ebuilt or replaced. Is there a preferred modern FI system including flow div
ider for these 2 place RV=99s in a Lycoming IO-360 200 Hp?
>
>
>
> Thanks,
>
> Robin
>
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
________________________________________________________________________________
| Subject: | Your friend juan has recommended this great product from Jarbon |
Textiles
| From: | juan <mike(at)yahoo.com> |
Hi marketer!
Your friend, juan, thought that you would be interested in Superfine
Champagne from Jarbon Textiles.
juan sent a note saying:
Hi,
We are sending ads to 40,000,000+ email boxes each month.
You will never have to worry about receiving a spam complaint.
It is 199% impossible because of the methods that we use to
advertise your product or service. Our program is 100% safe an
secure.
Our program is highly targeted to persons seeking information on
business opportunities, working from home, supplemental income, and
investment opportunities.
- The program sends total of 40,000.000+ ads each month
- Nothing to download, everything is web based
- A lifetime membership is only $10
- 100% Reseller Commission included
- 56 day refund policy
Get it here:
http://wealthbuilder059.co.cc/aff001.php?e=rv8-list@matronics.com
I've created a system that you can use right now for just $10 bucks.
And I priced it that low to piss off the people that don't want you
to know about the power of safelists.
To your success,
Tom
Removal link:
click the link below to unsubscribe:
http://wealthbuilder059.co.cc/un.php?e=rv8-list@matronics.com
.
----------------------------------------------------------------------------------------
To view the product, click on the link below or copy and paste the link into
your web browser:
http://www.jarbon.com/index.php?main_page=product_info&products_id=122
Regards,
Jarbon Textiles
http://www.jarbon.com/
-----
IMPORTANT: For your protection and to prevent malicious use, all emails sent
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________________________________________________________________________________
| Subject: | Re: RV8-List Digest: 1 Msgs - 05/12/11 |
| From: | Jim Sherry <jimsherry49(at)gmail.com> |
How does junk get on your great site for RVs??!!
On Fri, May 13, 2011 at 12:59 AM, RV8-List Digest Server <
rv8-list(at)matronics.com> wrote:
> *
>
> =================================================
> Online Versions of Today's List Digest Archive
> =================================================
>
> Today's complete RV8-List Digest can also be found in either of the
> two Web Links listed below. The .html file includes the Digest formatted
> in HTML for viewing with a web browser and features Hyperlinked Indexes
> and Message Navigation. The .txt file includes the plain ASCII version
> of the RV8-List Digest and can be viewed with a generic text editor
> such as Notepad or with a web browser.
>
> HTML Version:
>
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter 11-05-12&Archive=RV8
>
> Text Version:
>
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter 11-05-12&Archive=RV8
>
>
> ===============================================
> EMail Version of Today's List Digest Archive
> ===============================================
>
>
> ----------------------------------------------------------
> RV8-List Digest Archive
> ---
> Total Messages Posted Thu 05/12/11: 1
> ----------------------------------------------------------
>
>
> Today's Message Index:
> ----------------------
>
> 1. 12:07 AM - Your friend juan has recommended this great product from
> Jarbon Textiles (juan)
>
>
> ________________________________ Message 1
> _____________________________________
>
>
> Subject: RV8-List: Your friend juan has recommended this great product from
> Jarbon
> Textiles
> From: juan <mike(at)yahoo.com>
>
>
> Hi marketer!
>
> Your friend, juan, thought that you would be interested in Superfine
> Champagne from Jarbon Textiles.
>
> juan sent a note saying:
>
> Hi,
>
> We are sending ads to 40,000,000+ email boxes each month.
> You will never have to worry about receiving a spam complaint.
>
> It is 199% impossible because of the methods that we use to
> advertise your product or service. Our program is 100% safe an
> secure.
>
> Our program is highly targeted to persons seeking information on
> business opportunities, working from home, supplemental income, and
> investment opportunities.
> - The program sends total of 40,000.000+ ads each month
> - Nothing to download, everything is web based
> - A lifetime membership is only $10
> - 100% Reseller Commission included
> - 56 day refund policy
>
> Get it here:
> http://wealthbuilder059.co.cc/aff001.php?e=rv8-list@matronics.com
>
> I've created a system that you can use right now for just $10 bucks.
> And I priced it that low to piss off the people that don't want you
> to know about the power of safelists.
>
>
> To your success,
>
> Tom
>
>
> Removal link:
> click the link below to unsubscribe:
> http://wealthbuilder059.co.cc/un.php?e=rv8-list@matronics.com
>
>
> ..
>
>
> ----------------------------------------------------------------------------------------
>
> To view the product, click on the link below or copy and paste the link
> into
> your web browser:
>
> http://www.jarbon.com/index.php?main_page=product_info&products_id=122
>
> Regards,
>
> Jarbon Textiles
> http://www.jarbon.com/
>
>
> -----
> IMPORTANT: For your protection and to prevent malicious use, all emails
> sent
> via this web site are logged and the contents recorded and available to the
> store owner. If you feel that you have received this email in error, please
> send an email to john(at)jarbon.com
>
>
> This email address was given to us by you or by one of our customers. If
> you
> feel that you have received this email in error, please send an email to
> john(at)jarbon.com
> This email is sent in accordance with the US CAN-SPAM Law in effect
> 01/01/2004. Removal requests can be sent to this address and will be
> honored
> and respected.
>
>
________________________________________________________________________________
| Subject: | Re: RV8-List Digest: 1 Msgs - 05/12/11 |
| From: | Jim Sherry <jimsherry49(at)gmail.com> |
How does junk get on your great site for RVs??!!
On Fri, May 13, 2011 at 12:59 AM, RV8-List Digest Server <
rv8-list(at)matronics.com> wrote:
> *
>
> =================================================
> Online Versions of Today's List Digest Archive
> =================================================
>
> Today's complete RV8-List Digest can also be found in either of the
> two Web Links listed below. The .html file includes the Digest formatted
> in HTML for viewing with a web browser and features Hyperlinked Indexes
> and Message Navigation. The .txt file includes the plain ASCII version
> of the RV8-List Digest and can be viewed with a generic text editor
> such as Notepad or with a web browser.
>
> HTML Version:
>
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter 11-05-12&Archive=RV8
>
> Text Version:
>
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter 11-05-12&Archive=RV8
>
>
> ===============================================
> EMail Version of Today's List Digest Archive
> ===============================================
>
>
> ----------------------------------------------------------
> RV8-List Digest Archive
> ---
> Total Messages Posted Thu 05/12/11: 1
> ----------------------------------------------------------
>
>
> Today's Message Index:
> ----------------------
>
> 1. 12:07 AM - Your friend juan has recommended this great product from
> Jarbon Textiles (juan)
>
>
> ________________________________ Message 1
> _____________________________________
>
>
> Subject: RV8-List: Your friend juan has recommended this great product from
> Jarbon
> Textiles
> From: juan <mike(at)yahoo.com>
>
>
> Hi marketer!
>
> Your friend, juan, thought that you would be interested in Superfine
> Champagne from Jarbon Textiles.
>
> juan sent a note saying:
>
> Hi,
>
> We are sending ads to 40,000,000+ email boxes each month.
> You will never have to worry about receiving a spam complaint.
>
> It is 199% impossible because of the methods that we use to
> advertise your product or service. Our program is 100% safe an
> secure.
>
> Our program is highly targeted to persons seeking information on
> business opportunities, working from home, supplemental income, and
> investment opportunities.
> - The program sends total of 40,000.000+ ads each month
> - Nothing to download, everything is web based
> - A lifetime membership is only $10
> - 100% Reseller Commission included
> - 56 day refund policy
>
> Get it here:
> http://wealthbuilder059.co.cc/aff001.php?e=rv8-list@matronics.com
>
> I've created a system that you can use right now for just $10 bucks.
> And I priced it that low to piss off the people that don't want you
> to know about the power of safelists.
>
>
> To your success,
>
> Tom
>
>
> Removal link:
> click the link below to unsubscribe:
> http://wealthbuilder059.co.cc/un.php?e=rv8-list@matronics.com
>
>
> ..
>
>
> ----------------------------------------------------------------------------------------
>
> To view the product, click on the link below or copy and paste the link
> into
> your web browser:
>
> http://www.jarbon.com/index.php?main_page=product_info&products_id=122
>
> Regards,
>
> Jarbon Textiles
> http://www.jarbon.com/
>
>
> -----
> IMPORTANT: For your protection and to prevent malicious use, all emails
> sent
> via this web site are logged and the contents recorded and available to the
> store owner. If you feel that you have received this email in error, please
> send an email to john(at)jarbon.com
>
>
> This email address was given to us by you or by one of our customers. If
> you
> feel that you have received this email in error, please send an email to
> john(at)jarbon.com
> This email is sent in accordance with the US CAN-SPAM Law in effect
> 01/01/2004. Removal requests can be sent to this address and will be
> honored
> and respected.
>
>
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: RV8-List Digest: 1 Msgs - 05/12/11 |
The Matronics Spam Filter appliance, a Barracuda 200, died this week and it took
a couple of days to get a replacement. The new unit is now online and once
again protecting the Lists from spam! On the average, the Lists get pounded with
over 25,000 spam emails per day! The Barracuda is a busy box filtering out
all of that.
Matt Dralle
Matronics Email List Admin.
At 07:34 AM 5/13/2011 Friday, you wrote:
>How does junk get on your great site for RVs??!!
>
> ----------------------------------------------------------
> RV8-List Digest Archive
> ---
> Total Messages Posted Thu 05/12/11: 1
> ----------------------------------------------------------
>
>
>Today's Message Index:
>----------------------
>
> 1. 12:07 AM - Your friend juan has recommended this great product from Jarbon
Textiles (juan)
________________________________________________________________________________
| Subject: | Your friend juan has recommended this great product from Jarbon |
Textiles
| From: | juan <mike(at)yahoo.com> |
Hi marketer!
Your friend, juan, thought that you would be interested in Superfine
Champagne from Jarbon Textiles.
juan sent a note saying:
Hi,
It's Over for you...
...this is your ultimate escape
from the life sucking RAT-RACE.
Go to this site to ESCAPE:
http://wealthbuilder078.co.cc/aff001.php?e=rv8-list-digest@matronics.com
Yours in success,
Tom
click the link below to unsubscribe:
http://wealthbuilder078.co.cc/un.php?e=rv8-list-digest@matronics.com
.
----------------------------------------------------------------------------------------
To view the product, click on the link below or copy and paste the link into
your web browser:
http://www.jarbon.com/index.php?main_page=product_info&products_id=122
Regards,
Jarbon Textiles
http://www.jarbon.com/
-----
IMPORTANT: For your protection and to prevent malicious use, all emails sent
via this web site are logged and the contents recorded and available to the
store owner. If you feel that you have received this email in error, please
send an email to john(at)jarbon.com
This email address was given to us by you or by one of our customers. If you
feel that you have received this email in error, please send an email to
john(at)jarbon.com
This email is sent in accordance with the US CAN-SPAM Law in effect
01/01/2004. Removal requests can be sent to this address and will be honored
and respected.
________________________________________________________________________________
| From: | japhillipsga(at)aol.com |
Hello fellow RV builders, I just completed my W & B and she came out at 103
1 pounds. She is painted with 0-360 w/carb and 72 inch Sensenich metal pro
p. I suppose the weight savings is from the EFIS and no steam gauges. Looki
ng for some RV-8A trans/fam flight time local to Mid Georgia. Best regards,
Bill Phillips
-----Original Message-----
From: RV8-List Digest Server <rv8-list(at)matronics.com>
Sent: Tue, May 17, 2011 3:08 am
Subject: RV8-List Digest: 0 Msgs - 05/16/11
*
========================
Online Versions of Today's List Digest Archive
========================
Today's complete RV8-List Digest can also be found in either of the
wo Web Links listed below. The .html file includes the Digest formatted
n HTML for viewing with a web browser and features Hyperlinked Indexes
nd Message Navigation. The .txt file includes the plain ASCII version
f the RV8-List Digest and can be viewed with a generic text editor
uch as Notepad or with a web browser.
HTML Version:
http://www.matronics.com/digest/digestview.php?Style=82701&View=htm
l&Chapter 11-05-16&Archive=RV8
Text Version:
http://www.matronics.com/digest/digestview.php?Style=82701&View=txt
&Chapter 11-05-16&Archive=RV8
======================
EMail Version of Today's List Digest Archive
======================
----------------------------------------------------------
RV8-List Digest Archive
---
Total Messages Posted Mon 05/16/11: 0
----------------------------------------------------------
oday's Message Index:
---------------------
-========================
-= - The RV8-List Email Forum -
-= Use the Matronics List Features Navigator to browse
-= the many List utilities such as List Un/Subscription,
-= Archive Search & Download, 7-Day Browse, Chat, FAQ,
-= Photoshare, and much much more:
-
-= --> http://www.matronics.com/Navigator?RV8-List
-
-========================
-= - MATRONICS WEB FORUMS -
-= Same great content also available via the Web Forums!
-
-= --> http://forums.matronics.com
-
-========================
-= - List Contribution Web Site -
-= Thank you for your generous support!
-= -Matt Dralle, List Admin.
-= --> http://www.matronics.com/contribution
-========================
________________________________________________________________________________
| From: | japhillipsga(at)aol.com |
Dear Fellow Builder, this evening my Blue Bird received her DAR inspection
and we received our PINK chit saying we can now go flying. I'm proud as a
new DAD! Tuesday I'll start putting her back together and hope to fly late
r next week. Best regards, Bill Phillips RV-8A N288WP ZERO time !
-----Original Message-----
From: RV8-List Digest Server <rv8-list(at)matronics.com>
Sent: Sun, May 22, 2011 3:04 am
Subject: RV8-List Digest: 0 Msgs - 05/21/11
*
========================
Online Versions of Today's List Digest Archive
========================
Today's complete RV8-List Digest can also be found in either of the
two Web Links listed below. The .html file includes the Digest formatted
in HTML for viewing with a web browser and features Hyperlinked Indexes
and Message Navigation. The .txt file includes the plain ASCII version
of the RV8-List Digest and can be viewed with a generic text editor
such as Notepad or with a web browser.
HTML Version:
http://www.matronics.com/digest/digestview.php?Style=82701&View=htm
l&Chapter 11-05-21&Archive=RV8
Text Version:
http://www.matronics.com/digest/digestview.php?Style=82701&View=txt
&Chapter 11-05-21&Archive=RV8
========================
=======================
EMail Version of Today's List Digest Archive
========================
=======================
----------------------------------------------------------
RV8-List Digest Archive
---
Total Messages Posted Sat 05/21/11: 0
----------------------------------------------------------
Today's Message Index:
----------------------
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: RV-8A Sign Off |
At 06:33 PM 5/22/2011 Sunday, you wrote:
>Dear Fellow Builder, this evening my Blue Bird received her DAR inspection and
we received our PINK chit saying we can now go flying. I'm proud as a new DAD!
Tuesday I'll start putting her back together and hope to fly later next week.
Best regards, Bill Phillips RV-8A N288WP ZERO time !
Yahoo! Congrats, Bill! The RV-8 is a great airplane! You will enjoy it!
Matt
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's RV-8 Construction Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 170+ Hours TTSN
________________________________________________________________________________
| Subject: | Re: RV-8A Sign Off |
| From: | Vince Himsl <vshimsl(at)live.com> |
Congratulations!
VinceH.
RV8432 - 80+ hrs.
Wash. State
Sent from my iPod
On May 22, 2011, at 6:33 PM, japhillipsga(at)aol.com wrote:
> Dear Fellow Builder, this evening my Blue Bird received her DAR inspection
and we received our PINK chit saying we can now go flying. I'm proud as a n
ew DAD! Tuesday I'll start putting her back together and hope to fly later n
ext week. Best regards, Bill Phillips RV-8A N288WP ZERO time !
>
>
> -----Original Message-----
> From: RV8-List Digest Server <rv8-list(at)matronics.com>
> To: RV8-List Digest List
> Sent: Sun, May 22, 2011 3:04 am
> Subject: RV8-List Digest: 0 Msgs - 05/21/11
>
> *
>
> =========================
> Online Versions of Today's List Digest Archive
> =========================
>
> Today's complete RV8-List Digest can also be found in either of the
> two Web Links listed below. The .html file includes the Digest formatted
> in HTML for viewing with a web browser and features Hyperlinked Indexes
> and Message Navigation. The .txt file includes the plain ASCII version
> of the RV8-List Digest and can be viewed with a generic text editor
> such as Notepad or with a web browser.
>
> HTML Version:
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=ht
ml&Chapter 11-05-21&Archive=RV8
>
> Text Version:
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=tx
t&Chapter 11-05-21&Archive=RV8
>
>
> =========================
======================
> EMail Version of Today's List Digest Archive
> =========================
======================
>
>
> ----------------------------------------------------------
> RV8-List Digest Archive
> ---
> Total Messages Posted Sat 05/21/11: 0
> ----------------------------------------------------------
>
>
> Today's Message Index:
> ----------------------
>
>
>
>
>
>
>
> et="_blank">http://www.matronics.com/Navigator?RV8-List
> tp://forums.matronics.com
> _blank">http://www.matronics.com/contribution
>
>
>
>
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
________________________________________________________________________________
| From: | Speedy11(at)aol.com |
| Subject: | Re: RV-8A Sign Off |
Bill -
Congratulations!!
Looking forward to some photos.
Stan Sutterfield
In a message dated 5/23/2011 3:03:17 A.M. Eastern Daylight Time,
rv8-list(at)matronics.com writes:
Dear Fellow Builder, this evening my Blue Bird received her DAR inspection
and we received our PINK chit saying we can now go flying. I'm proud as a
new DAD! Tuesday I'll start putting her back together and hope to fly
late
r next week. Best regards, Bill Phillips RV-8A N288WP ZERO time !
________________________________________________________________________________
| From: | Robin Marks <robin(at)PaintTheWeb.com> |
| Subject: | High Oil Temp Issues - RV-8A |
After 20+ hours of flying in which time we were resolving a Fuel Injector
issue and a few avionics/electrical issues we are in good shape everywhere
but Oil Temperatures which are also driving up our Cylinder Head Temps.
We are running:
=B7 IO-360 200 Hp standard compression
=B7 James Cowl
=B7 Metal Plenum (home built)
=B7 New RV-10 size oil cooler (designed for 260 Hp)
=B7 Custom oil cooler plenum
Photo below.
The issue is we are seeing oil temps up to 225 when OAT=92s are in the low
80=92s running about 23/2300, 3,000=92. The CHT=92s are being driven up by
the
high OAT=92s to mid 390=92s.
The oil cooler plenum is a BIG 4=94 inlet with a smooth ramp down to the
oversized (260 Hp) oil cooler.
While we have not been trying to resolve this for very long on the 8A but w
e
have a great deal of experience with oil temp issues (and the James Cowl) o
n
our RV-10. The long & short of the -10 issue is the inlet rings are too
small to properly cool the CHT/Oil. The only reason I went with the James
cowl AGAIN on the 8A was the MUCH larger fleet of flying 6/7/8/9=92s with
James cowls & few reports of cowl design issues for these models.
We have toyed with the idea of swapping out this oversized oil cooler for a
Niagara unit but I don=92t see how we are going to find 25 degrees with tha
t
swap as this is already an oversized cooler to begin with.
It would be pretty tight but doable to relocate the oil cooler closer to th
e
rear baffle area but again I don=92t see getting 25 degrees from that.
The temp issues are the only remaining issues to resolve. Any thoughts woul
d
be appreciated.
Robin Marks
RV-4 Sold Standard Vans Cowl - No Temp Issue
s
RV-6A Sold Standard Vans Cowl - No Temp Issues
RV-10 225 Hours James Cowl & Plenum ' Significant Temp
Issues
RV-4 25 Hours James Cowl & Metal Plenum ' Signific
ant
Temp Issues
[image: Oil cooler inlet plenum 001.jpg]
________________________________________________________________________________
| Subject: | High Oil Temp Issues - RV-8A |
| From: | "George, Neal Capt 505 TRS/DOJ" <Neal.George(at)hurlburt.af.mil> |
Robin -
I hate to point to the obvious, but:
All baffle joints, seams, edges, holes, penetrations sealed?
Vernatherm working properly?
No blockage in oil cooler or lines?
No air trapped in the oil cooler high corners?
neal
________________________________________________________________________________
| From: | Vince Himsl <vshimsl(at)live.com> |
| Subject: | High Oil Temp Issues - RV-8A |
A couple of simple checks:
1. Your engine may be equipped with an oil cooler bypass valve (forgot
exact terminology) that may be faulty. If it is, the flow of oil to the
cooler would be greatly reduced. It should open at I believe 185F. My
AeroSport 180 has one.
2. If these readings are erratic at all you may have forgot to run a
ground strap from the engine to the airframe.
Vince H.
WA/ID USA
N8432 80hrs
From: owner-rv8-list-server(at)matronics.com
[mailto:owner-rv8-list-server(at)matronics.com] On Behalf Of Robin Marks
Sent: Friday, June 03, 2011 11:38 AM
Subject: RV8-List: High Oil Temp Issues - RV-8A
After 20+ hours of flying in which time we were resolving a Fuel Injector
issue and a few avionics/electrical issues we are in good shape everywhere
but Oil Temperatures which are also driving up our Cylinder Head Temps.
We are running:
. IO-360 200 Hp standard compression
. James Cowl
. Metal Plenum (home built)
. New RV-10 size oil cooler (designed for 260 Hp)
. Custom oil cooler plenum
Photo below.
The issue is we are seeing oil temps up to 225 when OAT's are in the low
80's running about 23/2300, 3,000'. The CHT's are being driven up by the
high OAT's to mid 390's.
The oil cooler plenum is a BIG 4" inlet with a smooth ramp down to the
oversized (260 Hp) oil cooler.
While we have not been trying to resolve this for very long on the 8A but we
have a great deal of experience with oil temp issues (and the James Cowl) on
our RV-10. The long & short of the -10 issue is the inlet rings are too
small to properly cool the CHT/Oil. The only reason I went with the James
cowl AGAIN on the 8A was the MUCH larger fleet of flying 6/7/8/9's with
James cowls & few reports of cowl design issues for these models.
We have toyed with the idea of swapping out this oversized oil cooler for a
Niagara unit but I don't see how we are going to find 25 degrees with that
swap as this is already an oversized cooler to begin with.
It would be pretty tight but doable to relocate the oil cooler closer to the
rear baffle area but again I don't see getting 25 degrees from that.
The temp issues are the only remaining issues to resolve. Any thoughts would
be appreciated.
Robin Marks
RV-4 Sold Standard Vans Cowl - No Temp Issues
RV-6A Sold Standard Vans Cowl - No Temp Issues
RV-10 225 Hours James Cowl & Plenum - Significant Temp
Issues
RV-4 25 Hours James Cowl & Metal Plenum - Significant
Temp Issues
Oil cooler inlet plenum 001.jpg
________________________________________________________________________________
| Subject: | Re: High Oil Temp Issues - RV-8A |
| From: | Michael Kraus <n223rv(at)wolflakeairport.net> |
Not sure this will solve the issue, but it might help..
http://www.rvtraining.com/html/atp/html/engine__parts.html
In our first RV-10, we had high oil temps. We went with this cooler and add
ed extra louvers (increased the exit area) and dropped about 20 degrees....
Let us know what you find!
-Mike Kraus
Sent from my iPhone
On Jun 3, 2011, at 2:37 PM, Robin Marks wrote:
> After 20+ hours of flying in which time we were resolving a Fuel Injector i
ssue and a few avionics/electrical issues we are in good shape everywhere bu
t Oil Temperatures which are also driving up our Cylinder Head Temps.
>
>
>
> We are running:
>
>
>
> =C2=B7 IO-360 200 Hp standard compression
>
> =C2=B7 James Cowl
>
> =C2=B7 Metal Plenum (home built)
>
> =C2=B7 New RV-10 size oil cooler (designed for 260 Hp)
>
> =C2=B7 Custom oil cooler plenum
>
>
>
> Photo below.
>
>
>
> The issue is we are seeing oil temps up to 225 when OAT=99s are in t
he low 80=99s running about 23/2300, 3,000=99. The CHT=99s
are being driven up by the high OAT=99s to mid 390=99s.
>
> The oil cooler plenum is a BIG 4=9D inlet with a smooth ramp down to
the oversized (260 Hp) oil cooler.
>
> While we have not been trying to resolve this for very long on the 8A but w
e have a great deal of experience with oil temp issues (and the James Cowl) o
n our RV-10. The long & short of the -10 issue is the inlet rings are too sm
all to properly cool the CHT/Oil. The only reason I went with the James cowl
AGAIN on the 8A was the MUCH larger fleet of flying 6/7/8/9=99s with J
ames cowls & few reports of cowl design issues for these models.
>
> We have toyed with the idea of swapping out this oversized oil cooler for a
Niagara unit but I don=99t see how we are going to find 25 degrees wi
th that swap as this is already an oversized cooler to begin with.
>
> It would be pretty tight but doable to relocate the oil cooler closer to t
he rear baffle area but again I don=99t see getting 25 degrees from th
at.
>
> The temp issues are the only remaining issues to resolve. Any thoughts wou
ld be appreciated.
>
>
>
> Robin Marks
>
> RV-4 Sold Standard Vans Cowl - No Temp Issu
es
>
> RV-6A Sold Standard Vans Cowl - No Temp Issues
>
> RV-10 225 Hours James Cowl & Plenum =93 Significa
nt Temp Issues
>
> RV-4 25 Hours James Cowl & Metal Plenum =93 S
ignificant Temp Issues
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Carl Froehlich" <carl.froehlich(at)verizon.net> |
| Subject: | High Oil Temp Issues - RV-8A |
A couple of thoughts:
1. I assume you have a 200+HP engine with perhaps high compression
pistons. You are starting out with a oil cooling challenge as (my
understanding) oil has higher cooling load on angle head engines as compared
with heat removed via air passing around the cylinders.
2. I notice you don't have ceramic coating on your exhaust pipes. This
helps move heat out of the cowl.
3. While the size of the air hose feed to the cooler is a factor, the
differential pressure across the oil cooler still tends to drive the actual
air flow. Assuming you make no changes to increase the plenum pressure or
reduce the aft lower cowl pressure, then you may consider moving the cooler
to the lowest area possible and angling the air outflow more toward the exit
ramp (which is smaller on the 8a than the 8). On my 8A I have the cooler
mounted on the firewall a little lower than what you have, airflow path is
vertical (has a straight shot to the exit ramp).
4. The cooler itself has a lot to do with the how much differential
pressure is needed to get a certain amount of air flow. Larger air passages
allow more airflow but less oil cooling surface area, and vice versa. One
model may work better than another in a particular plane. If you have
opportunity to swap in a different oil cooler as a test, you may get some
useful data.
Carl Froehlich
RV-8A, 650 hrs, standard cowl and the old, small Positech cooler with fair
results (temps always below 220).
RV-10, fuselage prep for paint, James cowl with big inlet rings, larger cowl
exhaust cross section area, changed oil cooler and oil cooler mount, and
shielding to stop the heat muff from dumping hot air onto the fuel pump.
From: owner-rv8-list-server(at)matronics.com
[mailto:owner-rv8-list-server(at)matronics.com] On Behalf Of Robin Marks
Sent: Friday, June 03, 2011 2:38 PM
Subject: RV8-List: High Oil Temp Issues - RV-8A
After 20+ hours of flying in which time we were resolving a Fuel Injector
issue and a few avionics/electrical issues we are in good shape everywhere
but Oil Temperatures which are also driving up our Cylinder Head Temps.
We are running:
. IO-360 200 Hp standard compression
. James Cowl
. Metal Plenum (home built)
. New RV-10 size oil cooler (designed for 260 Hp)
. Custom oil cooler plenum
Photo below.
The issue is we are seeing oil temps up to 225 when OAT's are in the low
80's running about 23/2300, 3,000'. The CHT's are being driven up by the
high OAT's to mid 390's.
The oil cooler plenum is a BIG 4" inlet with a smooth ramp down to the
oversized (260 Hp) oil cooler.
While we have not been trying to resolve this for very long on the 8A but we
have a great deal of experience with oil temp issues (and the James Cowl) on
our RV-10. The long & short of the -10 issue is the inlet rings are too
small to properly cool the CHT/Oil. The only reason I went with the James
cowl AGAIN on the 8A was the MUCH larger fleet of flying 6/7/8/9's with
James cowls & few reports of cowl design issues for these models.
We have toyed with the idea of swapping out this oversized oil cooler for a
Niagara unit but I don't see how we are going to find 25 degrees with that
swap as this is already an oversized cooler to begin with.
It would be pretty tight but doable to relocate the oil cooler closer to the
rear baffle area but again I don't see getting 25 degrees from that.
The temp issues are the only remaining issues to resolve. Any thoughts would
be appreciated.
Robin Marks
RV-4 Sold Standard Vans Cowl - No Temp Issues
RV-6A Sold Standard Vans Cowl - No Temp Issues
RV-10 225 Hours James Cowl & Plenum - Significant Temp
Issues
RV-4 25 Hours James Cowl & Metal Plenum - Significant
Temp Issues
Oil cooler inlet plenum 001.jpg
________________________________________________________________________________
| Subject: | Re: High Oil Temp Issues - RV-8A |
| From: | Alan Searle <alan(at)airweigh.com.au> |
Robin,
I had the same trouble with my 8, went to extremes to check it out. The
temp sensor was ok as far as I could check, changed oil coolers from
baffle mounted to firewall with larger cooler to no avail. (etc. etc).
You do not say what your instrumentation is. Mine is the Dynon D10 and
if you have a Dynon and have had it for a while, it may need the latest
software update. The earlier software had an incorrect algorithm for a
particulate sensor. I do not have time today to getup the books for
details but you can find it all on Dynon's blog.
Cheers ..... Alan Searle .... RV8 1 80 hours.
On 04/06/2011, at 4:37 AM, Robin Marks wrote:
> After 20+ hours of flying in which time we were resolving a Fuel
Injector issue and a few avionics/electrical issues we are in good shape
everywhere but Oil Temperatures which are also driving up our Cylinder
Head Temps.
>
> We are running:
>
> =B7 IO-360 200 Hp standard compression
> =B7 James Cowl
> =B7 Metal Plenum (home built)
> =B7 New RV-10 size oil cooler (designed for 260 Hp)
> =B7 Custom oil cooler plenum
>
> Photo below.
>
> The issue is we are seeing oil temps up to 225 when OAT=92s are in the
low 80=92s running about 23/2300, 3,000=92. The CHT=92s are being driven
up by the high OAT=92s to mid 390=92s.
> The oil cooler plenum is a BIG 4=94 inlet with a smooth ramp down to
the oversized (260 Hp) oil cooler.
> While we have not been trying to resolve this for very long on the 8A
but we have a great deal of experience with oil temp issues (and the
James Cowl) on our RV-10. The long & short of the -10 issue is the inlet
rings are too small to properly cool the CHT/Oil. The only reason I went
with the James cowl AGAIN on the 8A was the MUCH larger fleet of flying
6/7/8/9=92s with James cowls & few reports of cowl design issues for
these models.
> We have toyed with the idea of swapping out this oversized oil cooler
for a Niagara unit but I don=92t see how we are going to find 25 degrees
with that swap as this is already an oversized cooler to begin with.
> It would be pretty tight but doable to relocate the oil cooler closer
to the rear baffle area but again I don=92t see getting 25 degrees from
that.
> The temp issues are the only remaining issues to resolve. Any thoughts
would be appreciated.
>
> Robin Marks
> RV-4 Sold Standard Vans Cowl - No Temp
Issues
> RV-6A Sold Standard Vans Cowl - No Temp
Issues
> RV-10 225 Hours James Cowl & Plenum ' Significant
Temp Issues
> RV-4 25 Hours James Cowl & Metal Plenum '
Significant Temp Issues
>
>
>
________________________________________________________________________________
| From: | Robin Marks <robin(at)PaintTheWeb.com> |
| Subject: | High Oil Temp Issues - RV-8A |
Thanks for all the replies so far.
To recap:
=B7 Seams, joints, edges are sealed well.
=B7 Vernatherm has been tested & working properly
=B7 Double checked the oil lines for blockage etc... No issues.
=B7 We drained the oil and filled again at oil change. Because the o
il
cooler is not inverted it is easy to load up with oil. We doubt there is ai
r
trapped in the cooler.
=B7 No EMS issues and no grounding issues as all readings are stable
and believable.
=B7 System is Dual Garmin G3X EFIS/EMS
=B7 Mag timing is dead nuts on. Other side is P-Mag (that runs amazi
ng
on P-Mag only)
=B7 RE: the 2006 Oil Cooler I can attest to the quality of these
coolers as I have the 2008 on my -10. It=92s just a brute force way of solv
ing
this problem. I really doubt I can get 25 degrees out of the 2006.
=B7 Re: ceramic coating on the exhaust. Never again=85 I have the
beautiful Forsling Exhaust with ceramic coating on my -10 but the one LARGE
drawback is I can=92t get any Cabin Heat out of the exhaust which is amazin
g
if you ask most -10 owners. Half heat can cook a small turkey.
Dave/Mike=92s suggestion of increasing the outlet area and/or louvers may b
e a
good way to go. That provided the most profound decrease in oil temps for
our -10.
Thanks,
Robin
-----Original Message-----
From: owner-rv8-list-server(at)matronics.com [mailto:
owner-rv8-list-server(at)matronics.com] On Behalf Of George, Neal Capt 505
TRS/DOJ
Sent: Friday, June 03, 2011 12:22 PM
Subject: RE: RV8-List: High Oil Temp Issues - RV-8A
Neal.George(at)hurlburt.af.mil>
Robin -
I hate to point to the obvious, but:
All baffle joints, seams, edges, holes, penetrations sealed?
Vernatherm working properly?
No blockage in oil cooler or lines?
No air trapped in the oil cooler high corners?
neal
-----
No virus found in this message.
Checked by AVG - www.avg.com
________________________________________________________________________________
| Subject: | Re: High Oil Temp Issues - RV-8A |
| From: | "Bubblehead" <jdalmansr(at)gmail.com> |
With that huge cooler and big air duct you should be cooling like mad! You mention
fuel injection issues. Are you sure you are not running lean?
I have an -8 and live in TX so similar or worse OATs. Standard baffles and slightly
larger cooler on the baffle per plans. I sometimes see 210 oil and 405 CHT
on a long climb but at 23/23 once in cruise I would expect 190 and 340 for temps.
Something is not right because there are hundreds or thousands of 8As out there
with a lower capacity cooling system than yours flying in the heat without a
problem.
--------
John
Keller, TX
RV-8 N247TD
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=342033#342033
________________________________________________________________________________
| From: | "Carl Froehlich" <carl.froehlich(at)verizon.net> |
| Subject: | High Oil Temp Issues - RV-8A |
On the ceramic coating - I have this on my 8A as well as the 10 and
recommend it.
To solve the "not enough cabin heat" problem you have on your 10, put a
stainless steel pot scrubber in the heat muffs. The pad(s) adds a huge
amount of heat transfer area and slows down the air speed and volume. This
has two effects. You end up with cabin heat much hotter but at a lower
volume - overall more heat. The second effect is you significantly reduce
the amount of cooling air are you bleeding off the plenum and in summertime
dumping right into the lower cowl area - thus reducing pressure in the
plenum and adding pressure to the area you want at the lowest possible
pressure to get the most cooling air through the engine and oil cooler.
Don't worry, you still have plenty of air going through the cabin heat scat
hoses to not overheat anything.
You may want to look at this on the 8A as a way to reduce air bleed from the
plenum.
Carl
From: owner-rv8-list-server(at)matronics.com
[mailto:owner-rv8-list-server(at)matronics.com] On Behalf Of Robin Marks
Sent: Friday, June 03, 2011 6:58 PM
Subject: RE: RV8-List: High Oil Temp Issues - RV-8A
Thanks for all the replies so far.
To recap:
. Seams, joints, edges are sealed well.
. Vernatherm has been tested & working properly
. Double checked the oil lines for blockage etc... No issues.
. We drained the oil and filled again at oil change. Because the oil
cooler is not inverted it is easy to load up with oil. We doubt there is air
trapped in the cooler.
. No EMS issues and no grounding issues as all readings are stable
and believable.
. System is Dual Garmin G3X EFIS/EMS
. Mag timing is dead nuts on. Other side is P-Mag (that runs amazing
on P-Mag only)
. RE: the 2006 Oil Cooler I can attest to the quality of these
coolers as I have the 2008 on my -10. It's just a brute force way of solving
this problem. I really doubt I can get 25 degrees out of the 2006.
. Re: ceramic coating on the exhaust. Never again. I have the
beautiful Forsling Exhaust with ceramic coating on my -10 but the one LARGE
drawback is I can't get any Cabin Heat out of the exhaust which is amazing
if you ask most -10 owners. Half heat can cook a small turkey.
Dave/Mike's suggestion of increasing the outlet area and/or louvers may be a
good way to go. That provided the most profound decrease in oil temps for
our -10.
Thanks,
Robin
-----Original Message-----
From: owner-rv8-list-server(at)matronics.com
[mailto:owner-rv8-list-server(at)matronics.com] On Behalf Of George, Neal Capt
505 TRS/DOJ
Sent: Friday, June 03, 2011 12:22 PM
Subject: RE: RV8-List: High Oil Temp Issues - RV-8A
Robin -
I hate to point to the obvious, but:
All baffle joints, seams, edges, holes, penetrations sealed?
Vernatherm working properly?
No blockage in oil cooler or lines?
No air trapped in the oil cooler high corners?
neal
mp; Download, 7-Day Browse, Chat, FAQ,
href="http://www.matronics.com/Navigator?RV8-List">http://www.matronics.com/
Navigator?RV8-List
- MATRONICS WEB FORUMS -
http://forums.matronics.com
-Matt Dralle, List Admin.
s.com/contribution">http://www.matronics.com/contribution
-----
No virus found in this message.
Checked by AVG - www.avg.com
Release Date: 06/03/11
________________________________________________________________________________
| From: | Robin Marks <robin(at)PaintTheWeb.com> |
| Subject: | Re: High Oil Temp Issues - RV-8A |
Update
We removed some cylinder dams we had placed in & around some of the
cylinders and cleaned up a few things. High CHT's are no longer the issue
other than preferring a little better temp balance between the cylinders.
Oil Temps are our problem. I expect a significant portion of this will be
resolved once we open up the underside of the cowl. Just not enough outlet
area from what we can tell.
Thanks everyone!
Robin
-----Original Message-----
From: owner-rv8-list-server(at)matronics.com
[mailto:owner-rv8-list-server(at)matronics.com] On Behalf Of Bubblehead
Sent: Saturday, June 04, 2011 5:09 AM
Subject: RV8-List: Re: High Oil Temp Issues - RV-8A
With that huge cooler and big air duct you should be cooling like mad!
You mention fuel injection issues. Are you sure you are not running lean?
I have an -8 and live in TX so similar or worse OATs. Standard baffles and
slightly larger cooler on the baffle per plans. I sometimes see 210 oil
and 405 CHT on a long climb but at 23/23 once in cruise I would expect 190
and 340 for temps.
Something is not right because there are hundreds or thousands of 8As out
there with a lower capacity cooling system than yours flying in the heat
without a problem.
--------
John
Keller, TX
RV-8 N247TD
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=342033#342033
________________________________________________________________________________
| From: | Garey Wittich <gareywittich2000(at)yahoo.com> |
| Subject: | Anybody going to Golden West Fly-in ????? |
Looking for a ride or somebody can fly with me in our Club's C172 based here in
Santa Monica (KSMO) - Wx permitting of course. Always more fun to fly with
somebody and share the experience / cost ???
Garey Wittich (RV8A Builder, CFI, MEI)
(310) 392-1682
________________________________________________________________________________
| Subject: | Fwd: RV-8A Toe In Issue |
| From: | Robin Marks <robin(at)PaintTheWeb.com> |
Dear 8A list,
We seem to have some significant toe in on the mains of our 8A. It is
really noticeable when you push the plane backwards as the legs want to
spread with a great deal of tire to ground friction. My understanding is the
RV-8 has rectangular gear legs while the 8A has round gear legs with the
axles bolted to the gear leg. The plans call for shimming the axles to
obtain a neutral position but because the 8A axle is one piece the only way
to change this is to drill the landing gear socket.
Does anyone have a suggestion or observation for us poor Nosedraggers?
Robin
________________________________________________________________________________
| Subject: | Re: Fwd: RV-8A Toe In Issue |
| From: | japhillipsga(at)aol.com |
Robin, I have not noticed this when pushing my 8A backwards. It may be a no
n issue as we seldom taxi, takeoff or land backwards. Does your plane track
correctly going forward? Try it with full tanks and pilot seat filled. I
know of no easy, safe method to alter the toe setting on a RV-8a, but maybe
someone else has that knowledge, Best of luck, Bill Phillips, RV-8a N288WP
Phase l
-----Original Message-----
From: Robin Marks <robin(at)PaintTheWeb.com>
Sent: Tue, Jun 7, 2011 9:45 pm
Subject: RV8-List: Fwd: RV-8A Toe In Issue
Dear 8A list,
We seem to have some significant toe in on the mains of our 8A. It is reall
y noticeable when you push the plane backwards as the legs want to spread w
ith a great deal of tire to ground friction. My understanding is the RV-8 h
as rectangular gear legs while the 8A has round gear legs with the axles bo
lted to the gear leg. The plans call for shimming the axles to obtain a neu
tral position but because the 8A axle is one piece the only way to change t
his is to drill the landing gear socket.
Does anyone have a suggestion or observation for us poor Nosedraggers?
Robin
________________________________________________________________________________
| Subject: | AFP Injection and RV-8A |
| From: | "rvg8tor" <rvg8tor(at)comcast.net> |
I am trying to sort out my mixture and throttle cables. If you have a RV-8A (nose
gear) and Air Flow Performance fuel injection, that is vertical induction
please message me.
The exhaust hangers (Vetterman cross over) and the supports of the engine mount
make this a very troublesome puzzle.
Thanks in advance.
Cheers
--------
Mike "Nemo" Elliott
RV-8A QB (Fuselage)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=342377#342377
________________________________________________________________________________
| From: | "Terry Watson" <terry(at)tcwatson.com> |
| Subject: | AFP Injection and RV-8A |
Here us a link to some photos of what I did a few years ago for that same
combination. I seems to work pretty well, but then again it has never been
in the air either: http://tcwatson.zenfolio.com/p288537335
Terry
RV-8A project - stalled
Seattle
-----Original Message-----
From: owner-rv8-list-server(at)matronics.com
[mailto:owner-rv8-list-server(at)matronics.com] On Behalf Of rvg8tor
Sent: Tuesday, June 07, 2011 8:32 PM
Subject: RV8-List: AFP Injection and RV-8A
I am trying to sort out my mixture and throttle cables. If you have a RV-8A
(nose gear) and Air Flow Performance fuel injection, that is vertical
induction please message me.
The exhaust hangers (Vetterman cross over) and the supports of the engine
mount make this a very troublesome puzzle.
Thanks in advance.
Cheers
--------
Mike "Nemo" Elliott
RV-8A QB (Fuselage)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=342377#342377
________________________________________________________________________________
| Subject: | Re: AFP Injection and RV-8A |
| From: | "rvg8tor" <rvg8tor(at)comcast.net> |
Terry,
It looks like you came up with the solution I am getting too. I assume you had
the AFP unit sent back to have the mixture control rotation revered to make yours
work. My unit came with the rotation from ICO to Rich being Clockwise and
it needed to be revered to make the control work with where the cable needed
to be located.
Thanks for the pictures. You are the first -8A using both Vert Ind and AFP FI
I have seen.
Cheers
--------
Mike "Nemo" Elliott
RV-8A QB (Fuselage)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=342404#342404
________________________________________________________________________________
| From: | "Terry Watson" <terry(at)tcwatson.com> |
| Subject: | Re: AFP Injection and RV-8A |
I don't recall having the mixture control rotation reversed. But then it has
been quite awhile - and maybe I have it backwards!
Terry
-----Original Message-----
From: owner-rv8-list-server(at)matronics.com
[mailto:owner-rv8-list-server(at)matronics.com] On Behalf Of rvg8tor
Sent: Wednesday, June 08, 2011 7:34 AM
Subject: RV8-List: Re: AFP Injection and RV-8A
Terry,
It looks like you came up with the solution I am getting too. I assume you
had the AFP unit sent back to have the mixture control rotation revered to
make yours work. My unit came with the rotation from ICO to Rich being
Clockwise and it needed to be revered to make the control work with where
the cable needed to be located.
Thanks for the pictures. You are the first -8A using both Vert Ind and AFP
FI I have seen.
Cheers
--------
Mike "Nemo" Elliott
RV-8A QB (Fuselage)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=342404#342404
________________________________________________________________________________
| Subject: | RV-8A Toe In Progress Report |
| From: | Robin Marks <robin(at)PaintTheWeb.com> |
Upon further investigation and inquiry our toe in situation is profound. We
pulled off all the items hung on the gear to take accurate measurements. It
turns out there is a 1" over 14" toe in angle/measurement equating to a 4
degree toe in position. Vans calls for no more than 1/2 degree toe
in angle/measurement. As we purchased the 8A kit partially built (on it's
legs) we then assumed the legs were transposed. Upon pulling off one leg to
visualize how it would be reversed we realized that swapping the legs would
place the wheels at extreme angles so that was not a possibility. After
speaking to Vans (prior to pulling the gear leg) they told us the 7A, 8A &
9A legs are definitely different in geometry. The only thing I can think of
at this point is that we have the wrong gear legs for our model. I do not
like the idea of re-drilling the gear legs because of how difficult they are
to drill and because the offset to the current hole would only be 4 degrees
making for an even more challenging machining exercise. We will be calling
Vans again later today to discuss.
Photos attached...
Robin
________________________________________________________________________________
| Subject: | Re: RV-8A Toe In Progress Report |
| From: | Larry Bowen <larry(at)bowenaero.com> |
I built an 8 before and am working on a 7 now. I noticed the same thing
when I put the 7 on it's gear a couple months ago. I concluded it was just
the nature of the wittman style gear. As they take loads from 0 to 2000+
pounds, they sweep out and back. Staying aligned during this range of
operation is impossible. The bar-type gear on the 8 only flexes out --
making alignment more reasonable.
--
Larry Bowen
Larry(at)BowenAero.com
http://BowenAero.com
On Wed, Jun 8, 2011 at 4:03 PM, Robin Marks wrote:
> Upon further investigation and inquiry our toe in situation is profound. We
> pulled off all the items hung on the gear to take accurate measurements. It
> turns out there is a 1" over 14" toe in angle/measurement equating to a 4
> degree toe in position. Vans calls for no more than 1/2 degree toe
> in angle/measurement. As we purchased the 8A kit partially built (on it's
> legs) we then assumed the legs were transposed. Upon pulling off one leg to
> visualize how it would be reversed we realized that swapping the legs would
> place the wheels at extreme angles so that was not a possibility. After
> speaking to Vans (prior to pulling the gear leg) they told us the 7A, 8A &
> 9A legs are definitely different in geometry. The only thing I can think of
> at this point is that we have the wrong gear legs for our model. I do not
> like the idea of re-drilling the gear legs because of how difficult they are
> to drill and because the offset to the current hole would only be 4 degrees
> making for an even more challenging machining exercise. We will be calling
> Vans again later today to discuss.
>
> Photos attached...
> Robin
>
>
________________________________________________________________________________
| From: | Craig Gallenbach <craigtxtx(at)yahoo.com> |
| Subject: | Re: RV-8A Toe In Progress Report |
I've concluded its the nature of the design and there is no practical way t
o adjust it.- I have not measured toe-in on my 8A (quick build), but I do
know it is there.
-
My plane tracks well, but I do see much-more tire wear than I would expec
t.- I watch tire wear closely, rotate tires as needed, and just figure on
buying more tires than other aircraft I've owned in the past.
-
Craig Gallenbach
Eastover, NC
RV8A N184CG- 190 hours
--- On Wed, 6/8/11, Robin Marks wrote:
From: Robin Marks <robin(at)PaintTheWeb.com>
Subject: RV8-List: RV-8A Toe In Progress Report
Date: Wednesday, June 8, 2011, 4:03 PM
Upon further investigation and inquiry our toe in situation is profound. We
pulled off all the items hung on the gear to take accurate measurements. I
t turns out there is a 1" over 14" toe in angle/measurement equating to a 4
degree toe in position. Vans calls for no more than 1/2 degree toe in-an
gle/measurement. As we purchased the 8A kit partially built (on it's legs)
we then assumed the legs were transposed. Upon pulling off one leg to visua
lize how it-would-be reversed we realized that swapping the legs would
place the wheels at extreme angles so that was not a-possibility. After s
peaking to Vans (prior to pulling the gear leg) they told us the 7A, 8A & 9
A legs are-definitely-different in geometry. The only thing I can think
of at this point is that we have the wrong gear legs for our model.-I do
not like the idea of re-drilling the gear legs because of how difficult th
ey are to drill and-because-the offset to the current hole-would-on
ly
be 4 degrees making for an even more challenging machining exercise.-We
will be calling Vans again later today to discuss.-
Photos attached...
Robin
-
________________________________________________________________________________
| From: | "Carl Froehlich" <carl.froehlich(at)verizon.net> |
| Subject: | AFP Injection and RV-8A |
My install is very similar to Terry's, except my mixture line is more
vertical. I fabricated the brackets in place and remember I had to use a
couple of pieces of angle riveted together to get the right setup on the
mixture. I was able to use the control cable length by Van's. I also
remember having a nice pile of aluminum scraps and dust from various trials
and errors. You can use some light aluminum sheet to mock up the brackets,
then fabricate from few pieces of 1/8" x 2" x 2" or so angle. Don't worry
about the big size as you will trim off the excess anyway.
Carl Froehlich
RV-8A (650 hrs)
RV-10 (almost ready for fuselage paint)
-----Original Message-----
From: owner-rv8-list-server(at)matronics.com
[mailto:owner-rv8-list-server(at)matronics.com] On Behalf Of Terry Watson
Sent: Wednesday, June 08, 2011 12:03 AM
Subject: RE: RV8-List: AFP Injection and RV-8A
Here us a link to some photos of what I did a few years ago for that same
combination. I seems to work pretty well, but then again it has never been
in the air either: http://tcwatson.zenfolio.com/p288537335
Terry
RV-8A project - stalled
Seattle
-----Original Message-----
From: owner-rv8-list-server(at)matronics.com
[mailto:owner-rv8-list-server(at)matronics.com] On Behalf Of rvg8tor
Sent: Tuesday, June 07, 2011 8:32 PM
Subject: RV8-List: AFP Injection and RV-8A
I am trying to sort out my mixture and throttle cables. If you have a RV-8A
(nose gear) and Air Flow Performance fuel injection, that is vertical
induction please message me.
The exhaust hangers (Vetterman cross over) and the supports of the engine
mount make this a very troublesome puzzle.
Thanks in advance.
Cheers
--------
Mike "Nemo" Elliott
RV-8A QB (Fuselage)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=342377#342377
________________________________________________________________________________
| Subject: | Re: AFP Injection and RV-8A |
| From: | "rvg8tor" <rvg8tor(at)comcast.net> |
Carl & Terry,
Thanks for the inputs, it is alway nice to know you are on the right track. In
the photo you can see prototype #1. I basically went the straight route, this
seems to give the best clearance between the exhaust and the mount support.
I will put a heat shield on the exhaust and will watch closely, I am a little
worried since I don't know how much the engine moves in this area, finding the
right clearance seem to be a little of a crap shoot.
Cheers
--------
Mike "Nemo" Elliott
RV-8A QB (Engine)
www.mykitlog.com/rvg8tor
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=342459#342459
________________________________________________________________________________
| From: | "Carl Froehlich" <carl.froehlich(at)verizon.net> |
| Subject: | Re: AFP Injection and RV-8A |
Nice work.
I think I was one of the few people to do the AFP/vertical draft/RV-8A
install - killing four or five weekends in the process.
As I mentioned I ran the mixture cable more vertical, on the inside of the
interfering engine mount pipe (you have yours on the outside). This kept it
away from the exhaust and I didn't need to use the spacer at the end of the
control cable like you have. This did require re-clocking the AFT throttle
body mixture control arm. Just a different way to do it.
Carl
-----Original Message-----
From: owner-rv8-list-server(at)matronics.com
[mailto:owner-rv8-list-server(at)matronics.com] On Behalf Of rvg8tor
Sent: Wednesday, June 08, 2011 8:07 PM
Subject: RV8-List: Re: AFP Injection and RV-8A
Carl & Terry,
Thanks for the inputs, it is alway nice to know you are on the right track.
In the photo you can see prototype #1. I basically went the straight route,
this seems to give the best clearance between the exhaust and the mount
support. I will put a heat shield on the exhaust and will watch closely, I
am a little worried since I don't know how much the engine moves in this
area, finding the right clearance seem to be a little of a crap shoot.
Cheers
--------
Mike "Nemo" Elliott
RV-8A QB (Engine)
www.mykitlog.com/rvg8tor
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=342459#342459
________________________________________________________________________________
| Subject: | Re: AFP Injection and RV-8A |
| From: | "rvg8tor" <rvg8tor(at)comcast.net> |
Carl,
My first idea was to run the mixture inside the support from what you see in the
above picture but once I had the exhaust hung, the hanger gets in the way, this
drove me to move it to the outside even though this gets it close to the exhaust
pipe. You can just see the black tube of the hanger behind the cleco in
the above picture. I just can't see how to hang the exhaust so there is not
something in the way of the cables. My throttle cable gets a little close to
the hanger on the other side.
I even gave consideration to using and elbow to make the fuel control horizontal,
just so I have better options for the control cables but his would require
more money and parts and I would have to send the fuel control back to AFP to
have the fuel inlet and out let moved. It was already a $150 evolution to reverse
the mixture throw.
Do you have the cross over exhaust? If so how did you hang the tail pipes, if
you have pictures that would be greatly appreciated.
--------
Mike "Nemo" Elliott
RV-8A QB (Engine)
www.mykitlog.com/rvg8tor
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=342477#342477
________________________________________________________________________________
| Subject: | FS: RV-8/8A emp kit, tools and DVDs (new/unopened) |
| From: | Jason Ellingson <jason(at)ellingson.com> |
Due to an unexpected financial burden, I am looking to sell my new/unopened
kit, tools and DVDs. Everything is still in their new and unopened boxes. I
can provide photos if requested.
Code:
Description Store Part No Price
================================== =============== ======== =====
RV-8/8A Preview Plans Set Van's Aircraft $ 47
Empennage Kit Van's Aircraft $1,390
Electric Elevator Trim Option Van's Aircraft $ 276
Toolbox Kit Van's Aircraft $ 22
RV Training Project Van's Aircraft $ 30
Avery Flush Swivel Rivet Set Aircraft Spruce 12-00741 $ 30
Ultimate Bucking Bar Bucking Bars $ 102
Main Squeeze Model 22 Cleaveland SCHKITW $ 322
3" Pneumatic Yoke
Quick Change Yoke Pins
1/8" x 1/2" Flat Flush Rivet Set
1/4" x 3/8" Flat Shop Head Side Rivet Set
1/2" x 3/8" Flat Shop Side Rivet Set
1/8" Universal Cupped Set
Avery Vise Grip Dimpler 3/32" Aircraft Spruce 12-00611 $ 37
Avery Vise Grip Dimpler 1/8" Aircraft Spruce 12-00612 $ 37
ExperimentalAero Dimpler Bill Benson DRDT-2 $ 285
Vice Grip Fluting Plier Aircraft Spruce 12-00609 $ 37
Avery Hand Seamer 3-1/2" Jaw Aircraft Spruce 12-00608 $ 38
Edge Forming Tool Cleaveland EF60 $ 33
CD - 27 Years of the RVator Van's Aircraft $ 25
DVD - Les Bourne Series Van's Aircraft $ 29
RV Builder Basics: Vol 1
Getting Started
DVD - Tools of the Trade Van's Aircraft $ 14
DVD - Pre-punched Emp Construction Van's Aircraft $ 33
I live in Warner Robins, GA. You can pick them up or pay for whichever mode
of shipping you like.
I'll pay ground shipping to anywhere within the contiguous US if you buy the
entire lot.
__________________
*Jason Ellingson*
________________________________________________________________________________
| From: | "Stefan Kothe" <stef601(at)att.net> |
| Subject: | FS: RV-8/8A emp kit, tools and DVDs (new/unopened) |
How much for the entire lot and shipping cost to San Diego, California.
From: owner-rv8-list-server(at)matronics.com
[mailto:owner-rv8-list-server(at)matronics.com] On Behalf Of Jason Ellingson
Sent: Thursday, June 09, 2011 8:05 AM
Subject: RV8-List: FS: RV-8/8A emp kit, tools and DVDs (new/unopened)
Due to an unexpected financial burden, I am looking to sell my new/unopened
kit, tools and DVDs. Everything is still in their new and unopened boxes. I
can provide photos if requested.
Code:
Description Store Part No Price
========= =============== ======== =====
RV-8/8A Preview Plans Set Van's Aircraft $ 47
Empennage Kit Van's Aircraft $1,390
Electric Elevator Trim Option Van's Aircraft $ 276
Toolbox Kit Van's Aircraft $ 22
RV Training Project Van's Aircraft $ 30
Avery Flush Swivel Rivet Set Aircraft Spruce 12-00741 $ 30
Ultimate Bucking Bar Bucking Bars $ 102
Main Squeeze Model 22 Cleaveland SCHKITW $ 322
3" Pneumatic Yoke
Quick Change Yoke Pins
1/8" x 1/2" Flat Flush Rivet Set
1/4" x 3/8" Flat Shop Head Side Rivet Set
1/2" x 3/8" Flat Shop Side Rivet Set
1/8" Universal Cupped Set
Avery Vise Grip Dimpler 3/32" Aircraft Spruce 12-00611 $ 37
Avery Vise Grip Dimpler 1/8" Aircraft Spruce 12-00612 $ 37
ExperimentalAero Dimpler Bill Benson DRDT-2 $ 285
Vice Grip Fluting Plier Aircraft Spruce 12-00609 $ 37
Avery Hand Seamer 3-1/2" Jaw Aircraft Spruce 12-00608 $ 38
Edge Forming Tool Cleaveland EF60 $ 33
CD - 27 Years of the RVator Van's Aircraft $ 25
DVD - Les Bourne Series Van's Aircraft $ 29
RV Builder Basics: Vol 1
Getting Started
DVD - Tools of the Trade Van's Aircraft $ 14
DVD - Pre-punched Emp Construction Van's Aircraft $ 33
I live in Warner Robins, GA. You can pick them up or pay for whichever mode
of shipping you like.
I'll pay ground shipping to anywhere within the contiguous US if you buy the
entire lot.
__________________
Jason Ellingson
________________________________________________________________________________
| From: | Craig Gallenbach <craigtxtx(at)yahoo.com> |
| Subject: | Fixed pitch to constant speed |
I have a RV8A with an O-360 and fixed pitch Sensenich prop. -I am conside
ring changing to a constant speed prop, but I am concerned about the added
weight on the nose of the plane. -My plane is on the nose heavy side as i
t is, and I would not like to make it any more so. -I am looking at the W
hirlwind RV series. -Does anyone out there know how the installed weight
of a Whirlwind prop compares to the fixed pitch Sensenich? -The Whirlwind
prop and spinner weigh in at about 38# according to the folks at Whirlwind
. -I was hoping to find out the weight of the Sensenich installation with
out pulling my prop.
Thanks,
Craig GallenbachEastover, NCRV8-A, N184CG 195hrs
________________________________________________________________________________
| From: | "Carl Froehlich" <carl.froehlich(at)verizon.net> |
| Subject: | RE: RV-List: Fixed pitch to constant speed |
Craig,
I did this conversion on my 8A about three years ago. After reviewing all
the performance data on the various CS props available, I selected the
Hartzell blended airfoil. I have an IO-360, 180 hp engine so the engine
weigh is the same as yours.
Looking back over my W&B data, I can tell you the Hartzell was 13 pounds
heavier than the Sensenich. I have two Odyssey 625 batteries mounted just
aft of the firewall. I considered moving one of them to the aft mount
location but decided to wait until after flying to see if it I had a nose
heavy problem or not. Bottom line, I did not see much difference so I left
the batteries where they are.
As I did with the Sensenich, I put a 25 pound shot bag in the baggage
compartment if I'm solo and no baggage. My W&B does not require this, but I
find it helps.
I can tell you the performance difference between the Sensenich and the
Hartzell was far more dramatic than I anticipated. You will love the
change. I have a couple of hotrod Lancairs at the airpark and while they
eventually pass me, I give them a surprising run for their money.
BTW - I'm using the PCU-5000 governor and am very pleased with it. If you
need a governor control cable bracket let me know - I have a new one sitting
here I bought from Van's by mistake for the RV-10.
Carl
RV-8A (650 hrs)
RV-10 (prepping the fuselage for paint)
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Robin Marks
Sent: Saturday, June 25, 2011 10:47 AM
Subject: RE: RV-List: Fixed pitch to constant speed
Craig,
Do you have your battery in the back?
I have an IO-360 200 Hp / Hartzell BA CS prop (great combination) and have
no issues flying solo with full fuel or near empty and no weight in the
back.
One note I have dual G3X and back up EFIS so I suspect my panel is lighter
than a 10 year old build with steam gauges.
Robin
RV-4 Sold
RV-6A Sold
RV-10 225 Hours
RV-8A 30 Hours
From: owner-rv-list-server(at)matronics.com
[mailto:owner-rv-list-server(at)matronics.com] On Behalf Of AOL
Sent: Saturday, June 25, 2011 7:31 AM
Subject: Re: RV-List: Fixed pitch to constant speed
I have a RV8a with a IO-360 200hp which is a little heavier than your engine
plus I have constant speed prop and have been flying it since 2002. That
being said I do keep 25 lb. of lead shot in the aft baggage compartment and
a few tools which keeps the elevator pretty even or level in flight thus
creating less drag. When landing it also helps with a lot less trim. I have
confess my best landing are when I have a passenger in the rear seat and
nothing in the aft baggage area
Dane Sheahen
RV8a
On Jun 25, 2011, at 9:01 AM, Craig Gallenbach wrote:
I have a RV8A with an O-360 and fixed pitch Sensenich prop. I am
considering changing to a constant speed prop, but I am concerned about the
added weight on the nose of the plane. My plane is on the nose heavy side
as it is, and I would not like to make it any more so. I am looking at the
Whirlwind RV series. Does anyone out there know how the installed weight of
a Whirlwind prop compares to the fixed pitch Sensenich? The Whirlwind prop
and spinner weigh in at about 38# according to the folks at Whirlwind. I
was hoping to find out the weight of the Sensenich installation without
pulling my prop.
Thanks,
Craig Gallenbach
Eastover, NC
RV8-A, N184CG 195hrs
href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.com/N
avigator?RV-List
href="http://forums.matronics.com/">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/contri
bution
RV-List Email Forum -
Day Browse, Chat, FAQ,
w.matronics.com/Navigator?RV-List">http://www.matronics.com/Navigator?RV-Li
====================
m">http://forums.matronics.com
http://www.matronics.com/contribution
======================
________________________________________________________________________________
| Subject: | Re: West Coast Formation Clinic |
| From: | "mathewdisoza" <mathewdisoza(at)hotmail.com> |
Thanks for information
--------
I'm Mathew and I love to learn
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=344077#344077
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | A Kindred Spirit... |
A 20-year Project
A 42-foot schooner isn't a big project for a ship-building company. It's a different
matter if you're the one doing all the work. In the early 1990s, Dr. John
Vardiman decided to build one from scratch. It took over 20 years to complete.
What an great story of perseverance...
http://www.youtube.com/watch?v=SN4kmlAxvGU&feature=player_embedded
I know just how he feels... :-)
Matt
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Rebuild - Post Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
________________________________________________________________________________
| From: | "Terry Watson" <terry(at)tcwatson.com> |
| Subject: | A Kindred Spirit... |
Thanks, Matt. That is another one of my dreams. When I was a teenager, there
was a doctor building a boat about the same size as this one of his own
design which he had in the water at Bellingham, the local port. I remember
thinking that he was an old man and would never get to enjoy it. I think I
am probably older now than he was then, and I do understand finally what he
meant when he told me he would enjoy it even if he never lived to see it
finished. He too was a medical doctor, I think his name was Montour, but
that was over 50 years ago now.
Terry
RV-8A project, stalled
Seattle
A 20-year Project
A 42-foot schooner isn't a big project for a ship-building company. It's a
different matter if you're the one doing all the work. In the early 1990s,
Dr. John Vardiman decided to build one from scratch. It took over 20 years
to complete. What an great story of perseverance...
http://www.youtube.com/watch?v=SN4kmlAxvGU&feature=player_embedded
I know just how he feels... :-)
Matt
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Rebuild - Post Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
________________________________________________________________________________
| From: | "Peck, Gaillard R CTR USAF ACC USAFWS/CBD" <gaillard.peck.ctr(at)nellis.af.mil> |
| Subject: | RE: RV-List: Fixed pitch to constant speed |
Here's a tip for anyone building wing tanks for a RV-8.
A friend building an RV-10 told me about the fuel pickup tube on the RV-10. It
has a strainer attached to the pickup end of the tube. That's a real improvement
over the pickup tube in my RV-8 plans. My plans say: bend the tube and crimp
the end of the tube and then hacksaw 7 or 8 holes about half way through the
tube just above the crimp for the fuel pickup.
I ordered the RV-10 tubes from Vans and found them to be a perfect fit and a much
niftier way to go. They are nicely bent and come with the compression sleeve
and nut already mounted on the flared end of the tube. All that you have to
do is screw the nut on the fitting that passes through the inboard tank rib and
install the locking bracket.
It was a little tricky finding the RV-10 tubes in the Vans catalogue, but they
are there. I forget how much they cost. I think both for $31 or so. Well worth
it to me for this important component.
Regards to all.
Gail Peck
RV-8
LAS no N number yet
-----Original Message-----
From: owner-rv8-list-server(at)matronics.com [mailto:owner-rv8-list-server(at)matronics.com] On Behalf Of Carl Froehlich
Sent: Saturday, June 25, 2011 9:02 AM
Subject: RV8-List: RE: RV-List: Fixed pitch to constant speed
Craig,
I did this conversion on my 8A about three years ago. After reviewing all the
performance data on the various CS props available, I selected the Hartzell blended
airfoil. I have an IO-360, 180 hp engine so the engine weigh is the same
as yours.
Looking back over my W&B data, I can tell you the Hartzell was 13 pounds heavier
than the Sensenich. I have two Odyssey 625 batteries mounted just aft of the
firewall. I considered moving one of them to the aft mount location but decided
to wait until after flying to see if it I had a nose heavy problem or not.
Bottom line, I did not see much difference so I left the batteries where they
are.
As I did with the Sensenich, I put a 25 pound shot bag in the baggage compartment
if I'm solo and no baggage. My W&B does not require this, but I find it helps.
I can tell you the performance difference between the Sensenich and the Hartzell
was far more dramatic than I anticipated. You will love the change. I have
a couple of hotrod Lancairs at the airpark and while they eventually pass me,
I give them a surprising run for their money.
BTW - I'm using the PCU-5000 governor and am very pleased with it. If you need
a governor control cable bracket let me know - I have a new one sitting here
I bought from Van's by mistake for the RV-10.
Carl
RV-8A (650 hrs)
RV-10 (prepping the fuselage for paint)
From: owner-rv-list-server(at)matronics.com [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Robin Marks
Sent: Saturday, June 25, 2011 10:47 AM
Subject: RE: RV-List: Fixed pitch to constant speed
Craig,
Do you have your battery in the back?
I have an IO-360 200 Hp / Hartzell BA CS prop (great combination) and have no issues
flying solo with full fuel or near empty and no weight in the back.
One note I have dual G3X and back up EFIS so I suspect my panel is lighter than
a 10 year old build with steam gauges.
Robin
RV-4 Sold
RV-6A Sold
RV-10 225 Hours
RV-8A 30 Hours
From: owner-rv-list-server(at)matronics.com [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of AOL
Sent: Saturday, June 25, 2011 7:31 AM
Subject: Re: RV-List: Fixed pitch to constant speed
I have a RV8a with a IO-360 200hp which is a little heavier than your engine plus
I have constant speed prop and have been flying it since 2002. That being
said I do keep 25 lb. of lead shot in the aft baggage compartment and a few tools
which keeps the elevator pretty even or level in flight thus creating less
drag. When landing it also helps with a lot less trim. I have confess my best
landing are when I have a passenger in the rear seat and nothing in the aft
baggage area
Dane Sheahen
RV8a
On Jun 25, 2011, at 9:01 AM, Craig Gallenbach wrote:
I have a RV8A with an O-360 and fixed pitch Sensenich prop. I am considering changing
to a constant speed prop, but I am concerned about the added weight on
the nose of the plane. My plane is on the nose heavy side as it is, and I would
not like to make it any more so. I am looking at the Whirlwind RV series.
Does anyone out there know how the installed weight of a Whirlwind prop compares
to the fixed pitch Sensenich? The Whirlwind prop and spinner weigh in at
about 38# according to the folks at Whirlwind. I was hoping to find out the
weight of the Sensenich installation without pulling my prop.
Thanks,
Craig Gallenbach
Eastover, NC
RV8-A, N184CG 195hrs
href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.com/Navigator?RV-List
href="http://forums.matronics.com/">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/contribution
RV-List Email Forum -
Day Browse, Chat, FAQ,
w.matronics.com/Navigator?RV-List">http://www.matronics.com/Navigator?RV-Li
====================
m">http://forums.matronics.com
http://www.matronics.com/contribution
======================
http://www.matronics.com/Navigator?RV-List
http://forums.matronics.com
http://www.matronics.com/contribution
________________________________________________________________________________
| Subject: | RE: RV8-List Digest: 1 Msgs - 06/27/11 |
| From: | "Rasmussen, Robert CAPT N08961, N7" <robert.rasmussen(at)navy.mil> |
How hard would it be to retrofit that into finished tanks?
-----Original Message-----
From: owner-rv8-list-server(at)matronics.com [mailto:owner-rv8-list-server(at)matronics.com] On Behalf Of RV8-List Digest Server
Sent: Tuesday, June 28, 2011 03:01
Subject: RV8-List Digest: 1 Msgs - 06/27/11
*
=================================================
Online Versions of Today's List Digest Archive
=================================================
Today's complete RV8-List Digest can also be found in either of the
two Web Links listed below. The .html file includes the Digest formatted
in HTML for viewing with a web browser and features Hyperlinked Indexes
and Message Navigation. The .txt file includes the plain ASCII version
of the RV8-List Digest and can be viewed with a generic text editor
such as Notepad or with a web browser.
HTML Version:
http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter 11-06-27&Archive=RV8
Text Version:
http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter 11-06-27&Archive=RV8
===============================================
EMail Version of Today's List Digest Archive
===============================================
----------------------------------------------------------
RV8-List Digest Archive
---
Total Messages Posted Mon 06/27/11: 1
----------------------------------------------------------
Today's Message Index:
----------------------
1. 06:59 AM - Re: Re: RV-List: Fixed pitch to constant speed (Peck, Gaillard
R CTR USAF ACC USAFWS/CBD)
________________________________ Message 1 _____________________________________
From: "Peck, Gaillard R CTR USAF ACC USAFWS/CBD" <gaillard.peck.ctr(at)nellis.af.mil>
Subject: RE: RV8-List: RE: RV-List: Fixed pitch to constant speed
Here's a tip for anyone building wing tanks for a RV-8.
A friend building an RV-10 told me about the fuel pickup tube on the RV-10. It
has a strainer attached to the pickup end of the tube. That's a real improvement
over the pickup tube in my RV-8 plans. My plans say: bend the tube and crimp
the end of the tube and then hacksaw 7 or 8 holes about half way through the
tube just above the crimp for the fuel pickup.
I ordered the RV-10 tubes from Vans and found them to be a perfect fit and a much
niftier way to go. They are nicely bent and come with the compression sleeve
and nut already mounted on the flared end of the tube. All that you have to
do is screw the nut on the fitting that passes through the inboard tank rib and
install the locking bracket.
It was a little tricky finding the RV-10 tubes in the Vans catalogue, but they
are there. I forget how much they cost. I think both for $31 or so. Well worth
it to me for this important component.
Regards to all.
Gail Peck
RV-8
LAS no N number yet
-----Original Message-----
From: owner-rv8-list-server(at)matronics.com [mailto:owner-rv8-list-server(at)matronics.com] On Behalf Of Carl Froehlich
Sent: Saturday, June 25, 2011 9:02 AM
Subject: RV8-List: RE: RV-List: Fixed pitch to constant speed
Craig,
I did this conversion on my 8A about three years ago. After reviewing all the
performance data on the various CS props available, I selected the Hartzell blended
airfoil. I have an IO-360, 180 hp engine so the engine weigh is the same
as yours.
Looking back over my W&B data, I can tell you the Hartzell was 13 pounds heavier
than the Sensenich. I have two Odyssey 625 batteries mounted just aft of the
firewall. I considered moving one of them to the aft mount location but decided
to wait until after flying to see if it I had a nose heavy problem or not.
Bottom line, I did not see much difference so I left the batteries where they
are.
As I did with the Sensenich, I put a 25 pound shot bag in the baggage compartment
if I'm solo and no baggage. My W&B does not require this, but I find it helps.
I can tell you the performance difference between the Sensenich and the Hartzell
was far more dramatic than I anticipated. You will love the change. I have
a couple of hotrod Lancairs at the airpark and while they eventually pass me,
I give them a surprising run for their money.
BTW - I'm using the PCU-5000 governor and am very pleased with it. If you need
a governor control cable bracket let me know - I have a new one sitting here
I bought from Van's by mistake for the RV-10.
Carl
RV-8A (650 hrs)
RV-10 (prepping the fuselage for paint)
From: owner-rv-list-server(at)matronics.com [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Robin Marks
Sent: Saturday, June 25, 2011 10:47 AM
Subject: RE: RV-List: Fixed pitch to constant speed
Craig,
Do you have your battery in the back?
I have an IO-360 200 Hp / Hartzell BA CS prop (great combination) and have no issues
flying solo with full fuel or near empty and no weight in the back.
One note I have dual G3X and back up EFIS so I suspect my panel is lighter than
a 10 year old build with steam gauges.
Robin
RV-4 Sold
RV-6A Sold
RV-10 225 Hours
RV-8A 30 Hours
From: owner-rv-list-server(at)matronics.com [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of AOL
Sent: Saturday, June 25, 2011 7:31 AM
Subject: Re: RV-List: Fixed pitch to constant speed
I have a RV8a with a IO-360 200hp which is a little heavier than your engine plus
I have constant speed prop and have been flying it since 2002. That being
said I do keep 25 lb. of lead shot in the aft baggage compartment and a few tools
which keeps the elevator pretty even or level in flight thus creating less
drag. When landing it also helps with a lot less trim. I have confess my best
landing are when I have a passenger in the rear seat and nothing in the aft
baggage area
Dane Sheahen
RV8a
On Jun 25, 2011, at 9:01 AM, Craig Gallenbach wrote:
I have a RV8A with an O-360 and fixed pitch Sensenich prop. I am considering changing
to a constant speed prop, but I am concerned about the added weight on
the nose of the plane. My plane is on the nose heavy side as it is, and I would
not like to make it any more so. I am looking at the Whirlwind RV series.
Does anyone out there know how the installed weight of a Whirlwind prop compares
to the fixed pitch Sensenich? The Whirlwind prop and spinner weigh in at
about 38# according to the folks at Whirlwind. I was hoping to find out the
weight of the Sensenich installation without pulling my prop.
Thanks,
Craig Gallenbach
Eastover, NC
RV8-A, N184CG 195hrs
href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.com/Navigator?RV-List
href="http://forums.matronics.com/">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/contribution
RV-List Email Forum -
Day Browse, Chat, FAQ,
w.matronics.com/Navigator?RV-List">http://www.matronics.com/Navigator?RV-Li
===================
m">http://forums.matronics.com
http://www.matronics.com/contribution
=====================
http://www.matronics.com/Navigator?RV-List
http://forums.matronics.com
http://www.matronics.com/contribution
________________________________________________________________________________
| Subject: | RE: RV8-List Digest: 1 Msgs - 06/27/11 |
| From: | "Rasmussen, Robert CAPT N08961, N7" <robert.rasmussen(at)navy.mil> |
How hard would it be to retrofit that into finished tanks?
-----Original Message-----
From: owner-rv8-list-server(at)matronics.com [mailto:owner-rv8-list-server(at)matronics.com] On Behalf Of RV8-List Digest Server
Sent: Tuesday, June 28, 2011 03:01
Subject: RV8-List Digest: 1 Msgs - 06/27/11
*
=================================================
Online Versions of Today's List Digest Archive
=================================================
Today's complete RV8-List Digest can also be found in either of the
two Web Links listed below. The .html file includes the Digest formatted
in HTML for viewing with a web browser and features Hyperlinked Indexes
and Message Navigation. The .txt file includes the plain ASCII version
of the RV8-List Digest and can be viewed with a generic text editor
such as Notepad or with a web browser.
HTML Version:
http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter 11-06-27&Archive=RV8
Text Version:
http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter 11-06-27&Archive=RV8
===============================================
EMail Version of Today's List Digest Archive
===============================================
----------------------------------------------------------
RV8-List Digest Archive
---
Total Messages Posted Mon 06/27/11: 1
----------------------------------------------------------
Today's Message Index:
----------------------
1. 06:59 AM - Re: Re: RV-List: Fixed pitch to constant speed (Peck, Gaillard
R CTR USAF ACC USAFWS/CBD)
________________________________ Message 1 _____________________________________
From: "Peck, Gaillard R CTR USAF ACC USAFWS/CBD" <gaillard.peck.ctr(at)nellis.af.mil>
Subject: RE: RV8-List: RE: RV-List: Fixed pitch to constant speed
Here's a tip for anyone building wing tanks for a RV-8.
A friend building an RV-10 told me about the fuel pickup tube on the RV-10. It
has a strainer attached to the pickup end of the tube. That's a real improvement
over the pickup tube in my RV-8 plans. My plans say: bend the tube and crimp
the end of the tube and then hacksaw 7 or 8 holes about half way through the
tube just above the crimp for the fuel pickup.
I ordered the RV-10 tubes from Vans and found them to be a perfect fit and a much
niftier way to go. They are nicely bent and come with the compression sleeve
and nut already mounted on the flared end of the tube. All that you have to
do is screw the nut on the fitting that passes through the inboard tank rib and
install the locking bracket.
It was a little tricky finding the RV-10 tubes in the Vans catalogue, but they
are there. I forget how much they cost. I think both for $31 or so. Well worth
it to me for this important component.
Regards to all.
Gail Peck
RV-8
LAS no N number yet
-----Original Message-----
From: owner-rv8-list-server(at)matronics.com [mailto:owner-rv8-list-server(at)matronics.com] On Behalf Of Carl Froehlich
Sent: Saturday, June 25, 2011 9:02 AM
Subject: RV8-List: RE: RV-List: Fixed pitch to constant speed
Craig,
I did this conversion on my 8A about three years ago. After reviewing all the
performance data on the various CS props available, I selected the Hartzell blended
airfoil. I have an IO-360, 180 hp engine so the engine weigh is the same
as yours.
Looking back over my W&B data, I can tell you the Hartzell was 13 pounds heavier
than the Sensenich. I have two Odyssey 625 batteries mounted just aft of the
firewall. I considered moving one of them to the aft mount location but decided
to wait until after flying to see if it I had a nose heavy problem or not.
Bottom line, I did not see much difference so I left the batteries where they
are.
As I did with the Sensenich, I put a 25 pound shot bag in the baggage compartment
if I'm solo and no baggage. My W&B does not require this, but I find it helps.
I can tell you the performance difference between the Sensenich and the Hartzell
was far more dramatic than I anticipated. You will love the change. I have
a couple of hotrod Lancairs at the airpark and while they eventually pass me,
I give them a surprising run for their money.
BTW - I'm using the PCU-5000 governor and am very pleased with it. If you need
a governor control cable bracket let me know - I have a new one sitting here
I bought from Van's by mistake for the RV-10.
Carl
RV-8A (650 hrs)
RV-10 (prepping the fuselage for paint)
From: owner-rv-list-server(at)matronics.com [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of Robin Marks
Sent: Saturday, June 25, 2011 10:47 AM
Subject: RE: RV-List: Fixed pitch to constant speed
Craig,
Do you have your battery in the back?
I have an IO-360 200 Hp / Hartzell BA CS prop (great combination) and have no issues
flying solo with full fuel or near empty and no weight in the back.
One note I have dual G3X and back up EFIS so I suspect my panel is lighter than
a 10 year old build with steam gauges.
Robin
RV-4 Sold
RV-6A Sold
RV-10 225 Hours
RV-8A 30 Hours
From: owner-rv-list-server(at)matronics.com [mailto:owner-rv-list-server(at)matronics.com] On Behalf Of AOL
Sent: Saturday, June 25, 2011 7:31 AM
Subject: Re: RV-List: Fixed pitch to constant speed
I have a RV8a with a IO-360 200hp which is a little heavier than your engine plus
I have constant speed prop and have been flying it since 2002. That being
said I do keep 25 lb. of lead shot in the aft baggage compartment and a few tools
which keeps the elevator pretty even or level in flight thus creating less
drag. When landing it also helps with a lot less trim. I have confess my best
landing are when I have a passenger in the rear seat and nothing in the aft
baggage area
Dane Sheahen
RV8a
On Jun 25, 2011, at 9:01 AM, Craig Gallenbach wrote:
I have a RV8A with an O-360 and fixed pitch Sensenich prop. I am considering changing
to a constant speed prop, but I am concerned about the added weight on
the nose of the plane. My plane is on the nose heavy side as it is, and I would
not like to make it any more so. I am looking at the Whirlwind RV series.
Does anyone out there know how the installed weight of a Whirlwind prop compares
to the fixed pitch Sensenich? The Whirlwind prop and spinner weigh in at
about 38# according to the folks at Whirlwind. I was hoping to find out the
weight of the Sensenich installation without pulling my prop.
Thanks,
Craig Gallenbach
Eastover, NC
RV8-A, N184CG 195hrs
href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.com/Navigator?RV-List
href="http://forums.matronics.com/">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/contribution
RV-List Email Forum -
Day Browse, Chat, FAQ,
w.matronics.com/Navigator?RV-List">http://www.matronics.com/Navigator?RV-Li
===================
m">http://forums.matronics.com
http://www.matronics.com/contribution
=====================
http://www.matronics.com/Navigator?RV-List
http://forums.matronics.com
http://www.matronics.com/contribution
________________________________________________________________________________
| From: | "Peck, Gaillard R CTR USAF ACC USAFWS/CBD" <gaillard.peck.ctr(at)nellis.af.mil> |
| Subject: | RE: RV8-List Digest: 1 Msgs - 06/27/11 |
I am also sending this to my friend Joe Blank at Vans in case I am missing something
and potentially putting out bad information.
Joe, don't hesitate to chime in. Subject is installing RV-10 fuel pickup tubes
(with strainers) in RV-8 tanks. My original email is at the bottom. Gail
RETRO RV-8 Fuel Pickup Tubes
It should be easy to replace the RV-8 fuel pickup tubes with RV-10 tubes (with
the strainer on the end of the tube) if the wings are not on the aircraft and
if the tanks were manufactured with the conventional fuel pickup versus the inverted
pickup system.
Degree of difficulty could be influenced by how the fuel pickup/sensor float assembly
plate was mounted on the inboard tank rib with respect to sealant and the
gasket.
I don't have the plans in front of me right now to refer to part numbers, but visualize
the inboard tank rib with the round 6 or 7 inch diameter hole containing
a cover plate with fuel pickup tube, fuel level sensor, etc. There are a number
of screws holding the cover plate in place. It should be as simple as disconnecting
the fuel plumbing, removing the cover plate and lifting out the fuel
sensor and pickup tube assembly which are attached to the cover plate. Then,
remove the fuel pickup tube locking bracket (drill out two rivets), clean the
surfaces and reassemble with the new pickup tube part, including the locking
bracket and the cover plate gasket. Don't forget to use sealant on the locking
bracket rivets. I haven't done it, but that would seem to be the way to get
it done.
If the wings are on the aircraft, it might pose more of a problem. I don't have
experience at that level yet. But, if one can get to the cover plate on the inboard
tank rib, the rest should be fairly easy.
If that is not possible it should be fairly easy to remove the tank from the wing
and proceed as above.
Gail Peck
RV-8
LAS No N-number yet
-----Original Message-----
From: owner-rv8-list-server(at)matronics.com [mailto:owner-rv8-list-server(at)matronics.com] On Behalf Of Rasmussen, Robert CAPT N08961, N7
Sent: Tuesday, June 28, 2011 6:42 AM
Subject: RV8-List: RE: RV8-List Digest: 1 Msgs - 06/27/11
How hard would it be to retrofit that into finished tanks?
From: "Peck, Gaillard R CTR USAF ACC USAFWS/CBD" <gaillard.peck.ctr(at)nellis.af.mil>
Subject: RE: RV8-List: RE: RV-List: Fixed pitch to constant speed
Here's a tip for anyone building wing tanks for a RV-8.
A friend building an RV-10 told me about the fuel pickup tube on the RV-10. It
has a strainer attached to the pickup end of the tube. That's a real improvement
over the pickup tube in my RV-8 plans. My plans say: bend the tube and crimp
the end of the tube and then hacksaw 7 or 8 holes about half way through the
tube just above the crimp for the fuel pickup.
I ordered the RV-10 tubes from Vans and found them to be a perfect fit and a much
niftier way to go. They are nicely bent and come with the compression sleeve
and nut already mounted on the flared end of the tube. All that you have to
do is screw the nut on the fitting that passes through the inboard tank rib and
install the locking bracket.
It was a little tricky finding the RV-10 tubes in the Vans catalogue, but they
are there. I forget how much they cost. I think both for $31 or so. Well worth
it to me for this important component.
Regards to all.
Gail Peck
RV-8
LAS no N number yet
________________________________________________________________________________
| From: | "Peck, Gaillard R CTR USAF ACC USAFWS/CBD" <gaillard.peck.ctr(at)nellis.af.mil> |
| Subject: | RE: RV8-List Digest: 1 Msgs - 06/27/11 re fuel pick up |
tube alternative
Vans replied with the following email info re the fuel pickup tubes:
"Deluxe Fuel Tank Pickup w/screen"? See attached pic & webstore link. This will
fit any 2-place RV and is simply a parts 'upgrade'.
Fuel Tank Pickup <http://www.vansaircraft.com/cgi-bin/catalog.cgi?ident=1309283849-56-237&browse=airframe&product=fuel-pickup>
F FUEL TANK PU W/SCRN PREFAB COMP. $16.50
Gail Peck
RV-8
LAS No N-number yet
-----Original Message-----
From: Peck, Gaillard R CTR USAF ACC USAFWS/CBD
Sent: Tuesday, June 28, 2011 7:41 AM
Subject: RE: RV8-List: RE: RV8-List Digest: 1 Msgs - 06/27/11
I am also sending this to my friend Joe Blank at Vans in case I am missing something
and potentially putting out bad information.
Joe, don't hesitate to chime in. Subject is installing RV-10 fuel pickup tubes
(with strainers) in RV-8 tanks. My original email is at the bottom. Gail
RETRO RV-8 Fuel Pickup Tubes
It should be easy to replace the RV-8 fuel pickup tubes with RV-10 tubes (with
the strainer on the end of the tube) if the wings are not on the aircraft and
if the tanks were manufactured with the conventional fuel pickup versus the inverted
pickup system.
Degree of difficulty could be influenced by how the fuel pickup/sensor float assembly
plate was mounted on the inboard tank rib with respect to sealant and the
gasket.
I don't have the plans in front of me right now to refer to part numbers, but visualize
the inboard tank rib with the round 6 or 7 inch diameter hole containing
a cover plate with fuel pickup tube, fuel level sensor, etc. There are a number
of screws holding the cover plate in place. It should be as simple as disconnecting
the fuel plumbing, removing the cover plate and lifting out the fuel
sensor and pickup tube assembly which are attached to the cover plate. Then,
remove the fuel pickup tube locking bracket (drill out two rivets), clean the
surfaces and reassemble with the new pickup tube part, including the locking
bracket and the cover plate gasket. Don't forget to use sealant on the locking
bracket rivets. I haven't done it, but that would seem to be the way to get
it done.
If the wings are on the aircraft, it might pose more of a problem. I don't have
experience at that level yet. But, if one can get to the cover plate on the inboard
tank rib, the rest should be fairly easy.
If that is not possible it should be fairly easy to remove the tank from the wing
and proceed as above.
Gail Peck
RV-8
LAS No N-number yet
-----Original Message-----
From: owner-rv8-list-server(at)matronics.com [mailto:owner-rv8-list-server(at)matronics.com] On Behalf Of Rasmussen, Robert CAPT N08961, N7
Sent: Tuesday, June 28, 2011 6:42 AM
Subject: RV8-List: RE: RV8-List Digest: 1 Msgs - 06/27/11
How hard would it be to retrofit that into finished tanks?
From: "Peck, Gaillard R CTR USAF ACC USAFWS/CBD" <gaillard.peck.ctr(at)nellis.af.mil>
Subject: RE: RV8-List: RE: RV-List: Fixed pitch to constant speed
Here's a tip for anyone building wing tanks for a RV-8.
A friend building an RV-10 told me about the fuel pickup tube on the RV-10. It
has a strainer attached to the pickup end of the tube. That's a real improvement
over the pickup tube in my RV-8 plans. My plans say: bend the tube and crimp
the end of the tube and then hacksaw 7 or 8 holes about half way through the
tube just above the crimp for the fuel pickup.
I ordered the RV-10 tubes from Vans and found them to be a perfect fit and a much
niftier way to go. They are nicely bent and come with the compression sleeve
and nut already mounted on the flared end of the tube. All that you have to
do is screw the nut on the fitting that passes through the inboard tank rib and
install the locking bracket.
It was a little tricky finding the RV-10 tubes in the Vans catalogue, but they
are there. I forget how much they cost. I think both for $31 or so. Well worth
it to me for this important component.
Regards to all.
Gail Peck
RV-8
LAS no N number yet
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | WxWorx REWX9ID USB Weather Receiver For Sale... |
I have a 1-year old WxWorx REWX9ID USB XM Aircraft Weather and XM Audio receiver
for sale. It was just removed from my RV-8 and is in perfect working order.
Includes Antenna, Mount, Receiver Unit, and USB Interface.
It is compatible with the Grand Rapids EFISs and a number of others. Gives text
and graphical representations of weather including Rain, Wind, Temp, etc. Requires
separate monthly XM subscription which is not included in this offering.
Attached are some pictures of the actual unit for sale.
Works great and I wouldn't fly without a similar product. I'm replacing the functionality
with an ADS-B receiver.
Additional information on the unit can be found here:
https://www.wxworx.com/portable-receiver-overview
https://www.wxworx.com/interface-modules
Aircraft Spruce has the unit for $595:
http://www.aircraftspruce.com/catalog/avpages/fl190True.php
I will take $400 firm for the unit as shown plus $10 for shipping. First come,
first served. Email me with questions.
I can accept PayPal http://www.paypal.com using "dralle@matronics.com" or I can accept Visa/MC directly. I will take a 2.5% discount for a check, but it will have to clear before I ship.
Best regards,
Matt Dralle
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Rebuild - Post Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
________________________________________________________________________________
| Subject: | Re: RV7-List: WxWorx REWX9ID USB Weather Receiver For Sale... |
| From: | Franz Fux <franz(at)lastfrontierheli.com> |
Hi folks, I also have something for sale, Pm 1000 intercom with Stein Air
harness wired for the SL40 in my RV7, I since upgraded, price would be 400.-
including shipping.
Cheers
Franz
On 02/07/11 5:51 PM, "Matt Dralle" wrote:
>
> I have a 1-year old WxWorx REWX9ID USB XM Aircraft Weather and XM Audio
> receiver for sale. It was just removed from my RV-8 and is in perfect working
> order. Includes Antenna, Mount, Receiver Unit, and USB Interface.
>
> It is compatible with the Grand Rapids EFISs and a number of others. Gives
> text and graphical representations of weather including Rain, Wind, Temp, etc.
> Requires separate monthly XM subscription which is not included in this
> offering. Attached are some pictures of the actual unit for sale.
>
> Works great and I wouldn't fly without a similar product. I'm replacing the
> functionality with an ADS-B receiver.
>
> Additional information on the unit can be found here:
>
> https://www.wxworx.com/portable-receiver-overview
> https://www.wxworx.com/interface-modules
>
> Aircraft Spruce has the unit for $595:
>
> http://www.aircraftspruce.com/catalog/avpages/fl190True.php
>
> I will take $400 firm for the unit as shown plus $10 for shipping. First
> come, first served. Email me with questions.
>
> I can accept PayPal http://www.paypal.com using "dralle@matronics.com" or I
> can accept Visa/MC directly. I will take a 2.5% discount for a check, but it
> will have to clear before I ship.
>
> Best regards,
>
> Matt Dralle
>
> -
> Matt Dralle
> RV-8 #82880 N998RV "Ruby Vixen"
> http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
> http://www.mattsrv8.com/Rebuild - Post Landing Mishap Rebuild Log
> http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
> Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
Franz Fux
Director of Operations
Last Frontier Heliskiing Ltd.
Bell 2 Lodge
P.O. Box 1237
Vernon, BC, V1T 6N6
CANADA
Office Contact
T: (250) 558-7980
F: (250) 558-7981
Lodge Contact
T: (250) 275-4770
F: (250) 275-4912
http://www.bell2lodge.com
---
LAST FRONTIER Heliskiing
www.lastfrontierheli.com
---
And for some of the best Steelhead Fishing in the world at Bell 2 Lodge
www.steelhead-fishing.net
________________________________________________________________________________
| Subject: | Re: WxWorx REWX9ID USB Weather Receiver For Sale... |
| From: | Jim Sherry <jimsherry49(at)gmail.com> |
Hi Matt,
Is all that is needed for inflight wx reception(plus the subscription).
I have a Horizon sport GRT dual screen sustem.
Jim Sherry
On Sat, Jul 2, 2011 at 6:51 PM, Matt Dralle wrote:
>
> I have a 1-year old WxWorx REWX9ID USB XM Aircraft Weather and XM Audio
> receiver for sale. It was just removed from my RV-8 and is in perfect
> working order. Includes Antenna, Mount, Receiver Unit, and USB Interface.
>
> It is compatible with the Grand Rapids EFISs and a number of others. Gives
> text and graphical representations of weather including Rain, Wind, Temp,
> etc. Requires separate monthly XM subscription which is not included in
> this offering. Attached are some pictures of the actual unit for sale.
>
> Works great and I wouldn't fly without a similar product. I'm replacing
> the functionality with an ADS-B receiver.
>
> Additional information on the unit can be found here:
>
> https://www.wxworx.com/portable-receiver-overview
> https://www.wxworx.com/interface-modules
>
> Aircraft Spruce has the unit for $595:
>
> http://www.aircraftspruce.com/catalog/avpages/fl190True.php
>
> I will take $400 firm for the unit as shown plus $10 for shipping. First
> come, first served. Email me with questions.
>
> I can accept PayPal http://www.paypal.com using "dralle@matronics.com" or
> I can accept Visa/MC directly. I will take a 2.5% discount for a check, but
> it will have to clear before I ship.
>
> Best regards,
>
> Matt Dralle
>
> -
> Matt Dralle
> RV-8 #82880 N998RV "Ruby Vixen"
> http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
> http://www.mattsrv8.com/Rebuild - Post Landing Mishap Rebuild Log
> http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
> Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
>
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: WxWorx REWX9ID USB Weather Receiver For Sale... |
Yes, just plug the USB connector from the WxWorx into the GRT HX, configure the
HX for weather via USB, and you're done. Super easy. Really nice having the
wx details for any destination airport. Radar is pretty cool too.
Matt
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
At 03:11 AM 7/7/2011 Thursday, you wrote:
>Hi Matt,
>
>Is all that is needed for inflight wx reception(plus the subscription).
>
>I have a Horizon sport GRT dual screen sustem.
>
>Jim Sherry
>
>On Sat, Jul 2, 2011 at 6:51 PM, Matt Dralle <dralle(at)matronics.com> wrote:
>
>I have a 1-year old WxWorx REWX9ID USB XM Aircraft Weather and XM Audio receiver
for sale. It was just removed from my RV-8 and is in perfect working order.
Includes Antenna, Mount, Receiver Unit, and USB Interface.
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Inspiration - Ultimate Air-To-Air Shot... |
Fellow RVers,
If you feeling like you needed a little inspiration on that RV project, check out
the attached photo. What an awesome shot of a P-51 Mustang leading a flight
of 7 RVs!! Totally cool! Makes me wish my RV-8 was rebuilt. But then, what
doesn't... ;-)
Matt
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
________________________________________________________________________________
| From: | Speedy11(at)aol.com |
| Subject: | Re: Inspiration - Ultimate Air-To-Air Shot |
Rebuilt?
Stan Sutterfield
In a message dated 7/8/2011 3:09:56 A.M. Eastern Daylight Time,
rv8-list(at)matronics.com writes:
Makes me wish my RV-8 was rebuilt
________________________________________________________________________________
| From: | Speedy11(at)aol.com |
| Subject: | Re: Inspiration - Ultimate Air-To-Air Shot... |
Ah, never mind. Now I see your rebuild web page. I didn't know you had
the mishap. Glad you're okay and that the gear didn't fold.
Good luck with your rebuild. Maybe add a nose wheel like mine? : )
Stan Sutterfield
In a message dated 7/8/2011 3:09:56 A.M. Eastern Daylight Time,
rv8-list(at)matronics.com writes:
Makes me wish my RV-8 was rebuilt
________________________________________________________________________________
| Subject: | Re: Inspiration - Ultimate Air-To-Air Shot... |
| From: | "William L. Paulin" <wpaulin(at)usa.net> |
Nice Log Matt, but sorry for the occasion. That had to be a very violent event
... seeing all the damage. Good work in saving the landing as much as you did.
As to your lessons, I certainly agree with your "don't try to make the turn-off."
But is there another lesson? In addition to a maximum crosswind component
(especially for tail draggers), should we have a simple maximum wind speed limit?
... or maybe a maximum gust component (e.g., Vgust - Vsteady)? Any gust
is bound to not be dead nuts down the centerline ... and should produce differential
lift that is hard to handle until the airplane is fully planted and slowed
... again, especially in a tail dragger, but also in a nose dragger.
Bill
***********************************
William & Sandra Paulin
1575 South Forest Drive
Prescott, AZ 86303
Bill
Cell +1 858 722 2905
Office +1 760 720 2905
Europe +358 40 720 4047
wpaulin(at)usa.net
Sandy
Cell +1 858 349 1729
Office +1 928 443 7739
On Jul 7, 2011, at 7:57 PM, Matt Dralle wrote:
Fellow RVers,
If you feeling like you needed a little inspiration on that RV project, check out
the attached photo. What an awesome shot of a P-51 Mustang leading a flight
of 7 RVs!! Totally cool! Makes me wish my RV-8 was rebuilt. But then, what
doesn't... ;-)
Matt
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: Inspiration - Ultimate Air-To-Air Shot... |
At 08:21 AM 7/8/2011 Friday, you wrote:
>Ah, never mind. Now I see your rebuild web page. I didn't know you had the mishap.
Glad you're okay and that the gear didn't fold.
>Good luck with your rebuild. Maybe add a nose wheel like mine? : )
>Stan Sutterfield
>
>In a message dated 7/8/2011 3:09:56 A.M. Eastern Daylight Time, Matt Dralle writes:
>Makes me wish my RV-8 was rebuilt
Yeah, its quite the bummer. I figure about 1172 hours to rebuild. Let me tell
you, it has been really emotionally difficult to deconstruct a mostly perfect
fuselage. Every time I un-build a different part of the old fuselage salvaging
parts to put on the new fuselage, I am reminded of all the work involved in
building one of these airplanes.
But, this week I actually started real construction on the new fuselage and that
felt good. Also, a lot of the replacement parts (wiring, connectors, etc) started
arriving this week and getting presents in the mail always cheers me up.
:-)
Be careful out there. The RVs seem really stout, but they're really pretty fragile.
I wasn't going that fast and the mishap really wasn't that big of a deal
- I see guys in C-150's doing stuff like it all the time - but the damage can
be disproportionately great.
Matt
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
________________________________________________________________________________
| Subject: | Re: Inspiration - Ultimate Air-To-Air Shot... |
| From: | japhillipsga(at)aol.com |
Stan, I had not heard your plane was messed up, What happened? If I can he
lp let me know. Bill Phillips, N288WP, RV-8a, 9 hours into Phase i
-----Original Message-----
From: Speedy11 <Speedy11(at)aol.com>
Sent: Fri, Jul 8, 2011 11:27 am
Subject: Re: RV8-List: Inspiration - Ultimate Air-To-Air Shot...
Ah, never mind. Now I see your rebuild web page. I didn't know you had th
e mishap. Glad you're okay and that the gear didn't fold.
Good luck with your rebuild. Maybe add a nose wheel like mine? : )
Stan Sutterfield
In a message dated 7/8/2011 3:09:56 A.M. Eastern Daylight Time, rv8-list@ma
tronics.com writes:
Makes me wish my RV-8 was rebuilt
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: Inspiration - Ultimate Air-To-Air Shot... |
Stan's plane isn't the one messed up, mine is! :-) or :-( depending on how you
look at it...
Matt
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
At 05:30 PM 7/8/2011 Friday, you wrote:
>Stan, I had not heard your plane was messed up, What happened? If I can help let
me know. Bill Phillips, N288WP, RV-8a, 9 hours into Phase i
>
>
>-----Original Message-----
>From: Speedy11 <Speedy11(at)aol.com>
>To: rv8-list
>Sent: Fri, Jul 8, 2011 11:27 am
>Subject: Re: RV8-List: Inspiration - Ultimate Air-To-Air Shot...
>
>Ah, never mind. Now I see your rebuild web page. I didn't know you had the mishap.
Glad you're okay and that the gear didn't fold.
>Good luck with your rebuild. Maybe add a nose wheel like mine? : )
>Stan Sutterfield
>
>In a message dated 7/8/2011 3:09:56 A.M. Eastern Daylight Time, rv8-list(at)matronics.com writes:
>Makes me wish my RV-8 was rebuilt
________________________________________________________________________________
| From: | japhillipsga(at)aol.com |
Matt, I just reviewed the pics of the damage and I am very sorry to learn
about how sever the damage is. It is astounding that a couple slowing taxi
side bounces could create so much damage. I'm glad you are okay and have a
positive viewpoint. If the same happened to me I might just "park" it. I wi
sh you good luck and rapid, quick repairs, Bill of Georgia N288WP, RV-8a, 9
hrs into Phase l
-----Original Message-----
From: Matt Dralle <dralle(at)matronics.com>
Sent: Fri, Jul 8, 2011 9:02 pm
Subject: Re: RV8-List: Inspiration - Ultimate Air-To-Air Shot...
Stan's plane isn't the one messed up, mine is! :-) or :-( depending on how
you
look at it...
Matt
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
At 05:30 PM 7/8/2011 Friday, you wrote:
>Stan, I had not heard your plane was messed up, What happened? If I can he
lp
let me know. Bill Phillips, N288WP, RV-8a, 9 hours into Phase i
>
>
>-----Original Message-----
>From: Speedy11 <Speedy11(at)aol.com>
>To: rv8-list
>Sent: Fri, Jul 8, 2011 11:27 am
>Subject: Re: RV8-List: Inspiration - Ultimate Air-To-Air Shot...
>
>Ah, never mind. Now I see your rebuild web page. I didn't know you had t
he
mishap. Glad you're okay and that the gear didn't fold.
>Good luck with your rebuild. Maybe add a nose wheel like mine? : )
>Stan Sutterfield
>
>In a message dated 7/8/2011 3:09:56 A.M. Eastern Daylight Time,
rv8-list(at)matronics.com writes:
>Makes me wish my RV-8 was rebuilt
________________________________________________________________________________
| From: | Robin Marks <robin(at)PaintTheWeb.com> |
| Subject: | O2 systems for an RV8 Recommendations |
It=92s past time for me to be considering O2 for my 8A. I have an integrate
d
system in my -10 which was the right call for that plane but I don=92t see
the
need for a permanently fixed bottle on the 8A for my mission. I can see a
removable bottle or even just a bottle & padded pouch to place in the
cockpit for occasional X-Country use and no hard mounting of O2 pick up
locations. Does anyone have a suggestions / photos of the systems they use?
I am looking for practical solutions, not full blown O2 system in the
forward baggage & routed hard lines.
Thanks,
Robin
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Bose A20 Headset - NR Power Button - Panel Power |
Dear Listers,
I bought a couple pairs of the new Bose A20's for the RV-8 and they are very nice.
NR is better than the Bose X's and they seem to fit my head a little better
too.
But I quickly discovered that with the A20's you now have to hit the NR Power button
*every time* you start the aircraft even if you have them panel powered.
The older Bose X headsets have a slide switch for the NR power and so you can
just put the slide switch in the On position and not worry about it.
I really didn't like having to turn the NR on all the time and having to remind
my passengers about it, so I came up with a modification that will automatically
turn the NR on when panel power is applied. Its pretty simple, but requires
some special tools. Its completely self-contained inside the Control Module
and works great. The modification is generally only for installations that
are panel-powered, but you could do the modification to a unit that is normally
battery powered with no adverse effect. With the modification, the NR Power
button will work normally in battery power installations.
I created web page on the procedure including step-by-step photos and instructions.
Feedback is welcome.
http://www.matronics.com/BoseA20AutoOnModification/
Matt
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
________________________________________________________________________________
| From: | Speedy11(at)aol.com |
| Subject: | Re: Max wind speed limit |
No.
Stan Sutterfield
Okay, let me expand on my response.
Who is to decide what the proposed max wind speed limit is? And how is
the speed determined? Does one choose the touchdown speed (say 60 KIAS) as
the max wind speed limit since that wind speed would result in a hover
landing (assuming one is landing into the wind)?
And who, on the scene, determines that the max wind speed limit has been
reached? The tower? How about at an uncontrolled airport? The AWOS?
I suggest that the pilot in the airplane determines the max wind speed
limit for him/herself. Each pilot knows his own skill, total experience,
recent experience, time in type, and immediate weather conditions. Each pilot
should decide for himself if landing in given conditions is suitable or
not. Having a max wind speed number determined by "someone" beyond which
pilots may not land is not appropriate. I have landed a taildragger in 75 knot
headwinds and a C-172 in 25 knot crosswinds. Landing is not the difficult
part - it is the taxiing. Taxiing a C-172 in 25 knot winds is very
challenging and requires careful planning. Taxiing a tail wheel aircraft in calm
conditions is challenging and requires careful planning - winds can
compound the problem.
I suggest that we already have too much "outside the cockpit" interference
now. Adding another restriction to bring everyone to the lowest common
denominator is not the solution. Thinking about and planning for and
practicing for the situation is the solution.
It sounds as if Matt did nothing wrong during his landing other than trying
to make an early turnoff. A max wind speed limit would not have reduced
the likelihood of his bent airplane.
I appreciate that Matt has generously shared his situation with us. It
allows us all to learn without having to experience the same outcome. I'm
not sure if I'd have been so generous.
Okay, rant over - flame suit on. : ) The answer is still no.
In a message dated 7/9/2011 3:11:55 A.M. Eastern Daylight Time,
rv8-list(at)matronics.com writes:
In addition to a maximum crosswind component
(especially for tail draggers), should we have a simple maximum wind speed
limit?
... or maybe a maximum gust component (e.g., Vgust - Vsteady)?
________________________________________________________________________________
| From: | Glen Matejcek <aerobubba(at)earthlink.net> |
| Subject: | Re: Max wind speed limit |
Well said, Stan.
Glen Matejcek
________________________________________________________________________________
| From: | "William L. Paulin" <wpaulin(at)usa.net> |
| Subject: | Re: Max wind speed limit |
I meant self imposed limits ... for self and the AC being flown.
The last thing I would want on earth is another government involvement
in anything. The FAA is already pricing flying out of most folks reach,
with a LOT less benefit created than their astronomical, bureaucratic
cost.
BIll
*********************************
William L. Paulin, Ph.D.
PaulinNeal Associates
1575 South Forest Drive
Prescott, AZ 86303
Cell +1 858 722 2905
Office +1 760 720 2905
Europe +358 40 720 4047
wpaulin(at)paulinneal.com
On Jul 9, 2011, at 9:17 PM, Speedy11(at)aol.com wrote:
No.
Stan Sutterfield
Okay, let me expand on my response.
Who is to decide what the proposed max wind speed limit is? And how is
the speed determined? Does one choose the touchdown speed (say 60 KIAS)
as the max wind speed limit since that wind speed would result in a
hover landing (assuming one is landing into the wind)?
And who, on the scene, determines that the max wind speed limit has been
reached? The tower? How about at an uncontrolled airport? The AWOS?
I suggest that the pilot in the airplane determines the max wind speed
limit for him/herself. Each pilot knows his own skill, total
experience, recent experience, time in type, and immediate weather
conditions. Each pilot should decide for himself if landing in given
conditions is suitable or not. Having a max wind speed number
determined by "someone" beyond which pilots may not land is not
appropriate. I have landed a taildragger in 75 knot headwinds and a
C-172 in 25 knot crosswinds. Landing is not the difficult part - it is
the taxiing. Taxiing a C-172 in 25 knot winds is very challenging and
requires careful planning. Taxiing a tail wheel aircraft in calm
conditions is challenging and requires careful planning - winds can
compound the problem.
I suggest that we already have too much "outside the cockpit"
interference now. Adding another restriction to bring everyone to the
lowest common denominator is not the solution. Thinking about and
planning for and practicing for the situation is the solution.
It sounds as if Matt did nothing wrong during his landing other than
trying to make an early turnoff. A max wind speed limit would not have
reduced the likelihood of his bent airplane.
I appreciate that Matt has generously shared his situation with us. It
allows us all to learn without having to experience the same outcome.
I'm not sure if I'd have been so generous.
Okay, rant over - flame suit on. : ) The answer is still no.
In a message dated 7/9/2011 3:11:55 A.M. Eastern Daylight Time,
rv8-list(at)matronics.com writes:
In addition to a maximum crosswind component
(especially for tail draggers), should we have a simple maximum wind
speed limit?
... or maybe a maximum gust component (e.g., Vgust - Vsteady)?
________________________________________________________________________________
| From: | "Neal George" <n8zg(at)mediacombb.net> |
| Subject: | O2 systems for an RV8 Recommendations |
Robin -
There are many minor differences among the various vendors - bottle size and
shape, valve configuration, regulator configuration, and delivery / metering
scheme. All that makes it difficult to compare one with the others. I
bought a SkyOx system, then added a few parts from Mountain High.
1 - Out of the box, one needs a wrench to attach the SkyOx regulator to the
bottle. During a rental pre-flight, before daylight, long before the FBO
opens (no tools available) is not the time to find the coupler nut loose. I
ordered a hand nut and a stem with an O-ring from Mountain High to replace
the stock SkyOx coupler - no tools required to mount the regulator to the
bottle.
2 - The regulators and gauges that come with most kits are not the most
efficient delivery systems. Mountain High offers a precise flow meter that
can be added to any system. It will help you get the most mileage per fill.
Neal
From: owner-rv8-list-server(at)matronics.com
[mailto:owner-rv8-list-server(at)matronics.com] On Behalf Of Robin Marks
It's past time for me to be considering O2 for my 8A. I have an integrated
system in my -10 which was the right call for that plane but I don't see the
need for a permanently fixed bottle on the 8A for my mission. I can see a
removable bottle or even just a bottle & padded pouch to place in the
cockpit for occasional X-Country use and no hard mounting of O2 pick up
locations. Does anyone have a suggestions / photos of the systems they use?
I am looking for practical solutions, not full blown O2 system in the
forward baggage & routed hard lines.
Thanks,
Robin
________________________________________________________________________________
| From: | <geezer02(at)windstream.net> |
| Subject: | Re: Max wind speed limit |
Well put and thanks Stan
Geezer2 RV8 N18LD
---- Speedy11(at)aol.com wrote:
>
> No.
>
> Stan Sutterfield
>
> Okay, let me expand on my response.
> Who is to decide what the proposed max wind speed limit is? And how is
> the speed determined? Does one choose the touchdown speed (say 60 KIAS) as
> the max wind speed limit since that wind speed would result in a hover
> landing (assuming one is landing into the wind)?
> And who, on the scene, determines that the max wind speed limit has been
> reached? The tower? How about at an uncontrolled airport? The AWOS?
> I suggest that the pilot in the airplane determines the max wind speed
> limit for him/herself. Each pilot knows his own skill, total experience,
> recent experience, time in type, and immediate weather conditions. Each pilot
> should decide for himself if landing in given conditions is suitable or
> not. Having a max wind speed number determined by "someone" beyond which
> pilots may not land is not appropriate. I have landed a taildragger in 75 knot
> headwinds and a C-172 in 25 knot crosswinds. Landing is not the difficult
> part - it is the taxiing. Taxiing a C-172 in 25 knot winds is very
> challenging and requires careful planning. Taxiing a tail wheel aircraft in
calm
> conditions is challenging and requires careful planning - winds can
> compound the problem.
> I suggest that we already have too much "outside the cockpit" interference
> now. Adding another restriction to bring everyone to the lowest common
> denominator is not the solution. Thinking about and planning for and
> practicing for the situation is the solution.
> It sounds as if Matt did nothing wrong during his landing other than trying
> to make an early turnoff. A max wind speed limit would not have reduced
> the likelihood of his bent airplane.
> I appreciate that Matt has generously shared his situation with us. It
> allows us all to learn without having to experience the same outcome. I'm
> not sure if I'd have been so generous.
> Okay, rant over - flame suit on. : ) The answer is still no.
>
>
> In a message dated 7/9/2011 3:11:55 A.M. Eastern Daylight Time,
> rv8-list(at)matronics.com writes:
>
> In addition to a maximum crosswind component
> (especially for tail draggers), should we have a simple maximum wind speed
> limit?
> ... or maybe a maximum gust component (e.g., Vgust - Vsteady)?
>
>
>
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Reusing 3/8" Flares... |
Dear Listers,
I pulled out all of the fuel selector valve and fuel pump goodies from the old
fuselage today. I disassembled all of the various flare ends and cleaned up all
the Fuel Lube with lacquer thinner making sure not to get any in the pump or
valve or transducers. All but two of the fuel lines seem to be reusable and
don't show any signs of damage from the Mishap. I really don't want to have
to recut, rebend, and reflare all of these if I don't have to.
What's the common knowledge on reusing the flares on the fuel and brake lines?
Am I just asking for a bunch of leaks if I put these back into service now that
I've unscrewed them?
Thanks!
Matt
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
________________________________________________________________________________
| Subject: | Re: Reusing 3/8" Flares... |
| From: | Alan Searle <alan(at)airweigh.com.au> |
Reuse the good ones Matt.
RV8 VH-AKS 200 hrs.
On 11/07/2011, at 1:02 PM, Matt Dralle wrote:
>
> Dear Listers,
>
> I pulled out all of the fuel selector valve and fuel pump goodies from the old
fuselage today. I disassembled all of the various flare ends and cleaned up
all the Fuel Lube with lacquer thinner making sure not to get any in the pump
or valve or transducers. All but two of the fuel lines seem to be reusable and
don't show any signs of damage from the Mishap. I really don't want to have
to recut, rebend, and reflare all of these if I don't have to.
>
> What's the common knowledge on reusing the flares on the fuel and brake lines?
>
> Am I just asking for a bunch of leaks if I put these back into service now that
I've unscrewed them?
>
> Thanks!
>
> Matt
>
> -
> Matt Dralle
> RV-8 #82880 N998RV "Ruby Vixen"
> http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
> http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
> http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
> Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
> <2008.10.04 - RV-8 - Fuel System Plumbing (7).jpg><2008.10.04 - RV-8 - Fuel System
Plumbing (9).jpg>
________________________________________________________________________________
| From: | "elton stone" <estone(at)mchsi.com> |
| Subject: | Reusing 3/8" Flares... |
Matt,
My rule is to carefully inspect each line, pulling back each b nut to
inspect the flares. If you use a good 10x magnifying glass, inspect it that
way. But you can can use lines again without reflaring! If find a crack
discard, make a new line..
Elton Stone
Director of Aviation
College of the Albemarle
RV-8A
-----Original Message-----
From: owner-rv8-list-server(at)matronics.com
[mailto:owner-rv8-list-server(at)matronics.com] On Behalf Of Alan Searle
Sent: Sunday, July 10, 2011 11:15 PM
Subject: Re: RV8-List: Reusing 3/8" Flares...
Reuse the good ones Matt.
RV8 VH-AKS 200 hrs.
On 11/07/2011, at 1:02 PM, Matt Dralle wrote:
>
> Dear Listers,
>
> I pulled out all of the fuel selector valve and fuel pump goodies from the
old fuselage today. I disassembled all of the various flare ends and
cleaned up all the Fuel Lube with lacquer thinner making sure not to get any
in the pump or valve or transducers. All but two of the fuel lines seem to
be reusable and don't show any signs of damage from the Mishap. I really
don't want to have to recut, rebend, and reflare all of these if I don't
have to.
>
> What's the common knowledge on reusing the flares on the fuel and brake
lines?
>
> Am I just asking for a bunch of leaks if I put these back into service now
that I've unscrewed them?
>
> Thanks!
>
> Matt
>
> -
> Matt Dralle
> RV-8 #82880 N998RV "Ruby Vixen"
> http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
> http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
> http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
> Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
> <2008.10.04 - RV-8 - Fuel System Plumbing (7).jpg><2008.10.04 - RV-8 -
> Fuel System Plumbing (9).jpg>
________________________________________________________________________________
| From: | Al Grajek <algrajek(at)msn.com> |
| Subject: | Reusing 3/8" Flares... |
Matt:
Just check for cracks and any debris. You can re use these with no problem
at all. FYI=2C you really DON'T want to use fuel lube on these AN fittings.
That stuff is mainly used on Pipe thread fittings where the fluid will lea
k through the threads. On an AN fitting=2C the flare fitting takes care of
that.
Al
> Date: Sun=2C 10 Jul 2011 20:02:17 -0700
> To: rv-list(at)matronics.com=3B rv8-list(at)matronics.com=3B rv7-list@matronics
.com
> From: dralle(at)matronics.com
> Subject: RV8-List: Reusing 3/8" Flares...
>
>
> Dear Listers=2C
>
> I pulled out all of the fuel selector valve and fuel pump goodies from th
e old fuselage today. I disassembled all of the various flare ends and cle
aned up all the Fuel Lube with lacquer thinner making sure not to get any i
n the pump or valve or transducers. All but two of the fuel lines seem to
be reusable and don't show any signs of damage from the Mishap. I really d
on't want to have to recut=2C rebend=2C and reflare all of these if I don't
have to.
>
> What's the common knowledge on reusing the flares on the fuel and brake l
ines?
>
> Am I just asking for a bunch of leaks if I put these back into service no
w that I've unscrewed them?
>
> Thanks!
>
> Matt
>
> -
> Matt Dralle
> RV-8 #82880 N998RV "Ruby Vixen"
> http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
> http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
> http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
> Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
________________________________________________________________________________
| From: | Speedy11(at)aol.com |
| Subject: | Re: O2 systems for an RV8 Recommendations |
Robin,
I have climbed my 8A to FL240 using a borrowed O2 bottle and mask. The
unit worked perfectly. It was easy to set the desired Oxy flow. I've been
in the USAF altitude chamber a number of times and I know my hypoxia
symptoms perfectly and I had no indication of hypoxia. I test flew the bottle
to
17.5k feet before going higher so as to make sure I knew how to use it and
insure proper operation.
I can't recall the brand name offhand, but I will find out which one it was
and give you a pirep on it. Should I buy one, it is the one I will buy.
Personally, I would not install a permanent O2 system in a RV. That would
mean carrying around the weight for the life of the airplane. RVs tend to
get overweight anyway, so flying around with something that might me used
a time or two per year is, for me, not worthwhile.
The issue with a portable bottle is finding a place to store and secure it
for the flight. If you're solo, then the solution is relatively simple.
I put it alongside my seat with a SS hose clamp to hold it to the sidewall.
A better means of attachment could easily be installed with several hose
clamps attached to nutplates on the sidewall. With a passenger, the
problem is more complicated. You need access to the top of the bottle to adjust
the O2 flow, so storing it away in a baggage compartment is not feasible.
I've seen some "backpack" type harnesses the hand on the back of the front
seat, but there are issues with that also - you have to depend of the
passenger to adjust the O2 and the rear stick would have to be removed to avoid
any possibility of jamming against the bottle.
Of course the 6, 7, and 9 can put it behind the seat and reach over for
adjustments.
Stan Sutterfield
In a message dated 7/10/2011 3:11:00 A.M. Eastern Daylight Time,
rv8-list(at)matronics.com writes:
It=92s past time for me to be considering O2 for my 8A. I have an
integrate
d
system in my -10 which was the right call for that plane but I don=92t see
the
need for a permanently fixed bottle on the 8A for my mission. I can see a
removable bottle or even just a bottle & padded pouch to place in the
cockpit for occasional X-Country use and no hard mounting of O2 pick up
locations. Does anyone have a suggestions / photos of the systems they use?
I am looking for practical solutions, not full blown O2 system in the
forward baggage & routed hard lines.
Thanks,
Robin
________________________________________________________________________________
| From: | Speedy11(at)aol.com |
| Subject: | Re: Max wind speed limit |
Dr. Paulin,
Please accept my apology. I misread your comment.
I'd like to think that each pilot does think about his experience level and
flying time in order to create his own self imposed limits. I believe
that an even more important consideration is how much exposure the pilot has
experienced with unusual or demanding situations. I've found that I rarely
fully consider all the possible outcomes and consequences of a given
situation. If I survive the situation without damaging anything, then I do my
own NTSB to analyze what else I should have considered and how I can make a
better decision the next time (note that the next decision could be the same
as the first one - except that additional knowledge makes it a more
learned decision).
I'd like to remark about your statement "The FAA is already pricing flying
out of most folks reach..." I do agree with you that flying has become
terribly expensive and out of reach of most Americans. The FAA has
contributed heavily to the problem without commensurate benefits. However, I've
owned ten single engine aircraft over the years. I remember selling my 1962
C-172 in 1976 because the cost of flying was "out of control." The cost of
Av gas had reached 76 cents per gallon and people could not afford such
prices!!! And woe was us because the government was going to force us to all
use LL fuel and all of our engines were going to die and cost us millions.
Now we are facing the end of LL fuel and many journalists are crying gloom
and doom again.
It seems to me that people who love flying airplanes will find a way - I
know I will.
One disturbing trend though, is that of airspace restricted from GA
operations. The massive use of TFRs is out of control and AOPA seems to welcome
the trend - instead of fighting as they should. Have you tried to navigate
to DCA lately? You, as an American citizen, cannot use DCA as a
navigation point. And it is restricted only for the convenience of the TSA.
There is even a TFR over Disney World!! That is simply political
cronyism. Pilots should NOT have to worry about an interception or a violation
for
flying over Disney World at 1500' AGL.
Okay - this rant is over, too. I get fired up too easily, I guess.
Regards,
Stan Sutterfield
PS - I've dropped my AOPA membership because they no longer stand for what
is right. There - that should get some rounds coming my way. : )
In a message dated 7/11/2011 3:03:32 A.M. Eastern Daylight Time,
rv8-list(at)matronics.com writes:
I meant self imposed limits ... for self and the AC being flown.
The last thing I would want on earth is another government involvement
in anything. The FAA is already pricing flying out of most folks reach,
with a LOT less benefit created than their astronomical, bureaucratic
cost.
________________________________________________________________________________
| From: | Richard McBride <rick.mcbride(at)me.com> |
| Subject: | Re: O2 systems for an RV8 Recommendations |
Robin,
I permanently installed an O2 system in my -8 but I agree with Stan that
it's not desirable nor necessary. I wouldn't do it again. What a
couple of my friends have done that works very well is to install a
temporary mount directly behind the passenger seat to mount the tank
perpendicular to the longitudinal axis of the airplane. They used a
tank top mounted regulator. You can easily and quickly mount the tank
in you anticipate needing O2. =46rom there they permanently ran the low
pressure hose from the baggage compartment to hard mounted receptacles
for the pilot and passenger. Before a flight where you anticipate use
of the oxygen, simply turn on the flow at the regulator. At least with
our Mountain High Systems there is no need to adjust at the regulator in
flight. The adjustment is made on the flow meter attached to the
cannula line. You won't see any loss of oxygen due at the receptacles.
When you're ready to use, simply install the cannulas. When you're
done, just remove the cannula line and the system seals back up. At the
end of the flight just turn off the flow at the regulator. It's also
nice that you can easily remove the tank for refill. Another option I
use is a pulse-demand unit. You would then only need to mount one
receptacle. Although a pulse-demand unit is pricey they work well and
greatly extend the capacity of the O2 tank. They are available from
Mountain High Oxygen.
Rick McBride
On Jul 12, 2011, at 1:38 AM, Speedy11(at)aol.com wrote:
> Robin,
> I have climbed my 8A to FL240 using a borrowed O2 bottle and mask.
The unit worked perfectly. It was easy to set the desired Oxy flow.
I've been in the USAF altitude chamber a number of times and I know my
hypoxia symptoms perfectly and I had no indication of hypoxia. I test
flew the bottle to 17.5k feet before going higher so as to make sure I
knew how to use it and insure proper operation.
> I can't recall the brand name offhand, but I will find out which one
it was and give you a pirep on it. Should I buy one, it is the one I
will buy.
> Personally, I would not install a permanent O2 system in a RV. That
would mean carrying around the weight for the life of the airplane. RVs
tend to get overweight anyway, so flying around with something that
might me used a time or two per year is, for me, not worthwhile.
> The issue with a portable bottle is finding a place to store and
secure it for the flight. If you're solo, then the solution is
relatively simple. I put it alongside my seat with a SS hose clamp to
hold it to the sidewall. A better means of attachment could easily be
installed with several hose clamps attached to nutplates on the
sidewall. With a passenger, the problem is more complicated. You need
access to the top of the bottle to adjust the O2 flow, so storing it
away in a baggage compartment is not feasible. I've seen some
"backpack" type harnesses the hand on the back of the front seat, but
there are issues with that also - you have to depend of the passenger to
adjust the O2 and the rear stick would have to be removed to avoid any
possibility of jamming against the bottle.
> Of course the 6, 7, and 9 can put it behind the seat and reach over
for adjustments.
> Stan Sutterfield
>
> In a message dated 7/10/2011 3:11:00 A.M. Eastern Daylight Time,
rv8-list(at)matronics.com writes:
> It=92s past time for me to be considering O2 for my 8A. I have an
integrate
> d
> system in my -10 which was the right call for that plane but I don=92t
see
> the
> need for a permanently fixed bottle on the 8A for my mission. I can
see a
> removable bottle or even just a bottle & padded pouch to place in the
> cockpit for occasional X-Country use and no hard mounting of O2 pick
up
> locations. Does anyone have a suggestions / photos of the systems they
use?
> I am looking for practical solutions, not full blown O2 system in the
> forward baggage & routed hard lines.
>
>
> Thanks,
>
> Robin
>
>
>
________________________________________________________________________________
| From: | "William L. Paulin" <wpaulin(at)usa.net> |
| Subject: | Re: Max wind speed limit |
I worked for Boeing in the 60s & 70s (aero engineer) and believe that I
remember a time when the FAA was a champion for the industry. Not so
any more it seems. While there are good guys there, it is mainly a
rigid, controlling bureaucracy, it seems ... remember what they did to
Bob Hoover? A friend of mine who built his aviation business into a
$700 m company was forced to dispose of it by the FAA without due
process, etc. for the same sort of reason as Hoover ... someone in the
agency seemed to get on his case ... as best we can tell.
But the TSA tops them all. About a month ago, my wife and I were flying
out of PHX and the TSA inspection line suddenly stopped. They were
shutting ALL lines down but one and feeding all the folks in front of us
through the one remaining open. Then, as our line swelled to many over
100 folks, the TSA supervisor held a briefing session for his staff
right in front of us for another 20 minutes or so. All in all, it took
nearly an hour to get through, we met at least 5 folks who missed their
flight (on our flight alone) and all they could say was "did you arrive
2 1/2 hours early?"
I fly GA in Europe a bit, and it is getting worse here like there, it
seems. I think we are often better off depending upon our selves than
with the FAA's help ... on all except basic standards and maintenance
rules. Bureaucracies always seem to go from the necessary helping (why
they were born) to the extreme over control and hurting.
Bill
On Jul 11, 2011, at 11:15 PM, Speedy11(at)aol.com wrote:
Dr. Paulin,
Please accept my apology. I misread your comment.
I'd like to think that each pilot does think about his experience level
and flying time in order to create his own self imposed limits. I
believe that an even more important consideration is how much exposure
the pilot has experienced with unusual or demanding situations. I've
found that I rarely fully consider all the possible outcomes and
consequences of a given situation. If I survive the situation without
damaging anything, then I do my own NTSB to analyze what else I should
have considered and how I can make a better decision the next time (note
that the next decision could be the same as the first one - except that
additional knowledge makes it a more learned decision).
I'd like to remark about your statement "The FAA is already pricing
flying out of most folks reach..." I do agree with you that flying has
become terribly expensive and out of reach of most Americans. The FAA
has contributed heavily to the problem without commensurate benefits.
However, I've owned ten single engine aircraft over the years. I
remember selling my 1962 C-172 in 1976 because the cost of flying was
"out of control." The cost of Av gas had reached 76 cents per gallon
and people could not afford such prices!!! And woe was us because the
government was going to force us to all use LL fuel and all of our
engines were going to die and cost us millions.
Now we are facing the end of LL fuel and many journalists are crying
gloom and doom again.
It seems to me that people who love flying airplanes will find a way - I
know I will.
One disturbing trend though, is that of airspace restricted from GA
operations. The massive use of TFRs is out of control and AOPA seems to
welcome the trend - instead of fighting as they should. Have you tried
to navigate to DCA lately? You, as an American citizen, cannot use DCA
as a navigation point. And it is restricted only for the convenience of
the TSA.
There is even a TFR over Disney World!! That is simply political
cronyism. Pilots should NOT have to worry about an interception or a
violation for flying over Disney World at 1500' AGL.
Okay - this rant is over, too. I get fired up too easily, I guess.
Regards,
Stan Sutterfield
PS - I've dropped my AOPA membership because they no longer stand for
what is right. There - that should get some rounds coming my way. : )
In a message dated 7/11/2011 3:03:32 A.M. Eastern Daylight Time,
rv8-list(at)matronics.com writes:
I meant self imposed limits ... for self and the AC being flown.
The last thing I would want on earth is another government involvement
in anything. The FAA is already pricing flying out of most folks reach,
with a LOT less benefit created than their astronomical, bureaucratic
cost.
________________________________________________________________________________
| Subject: | Re: O2 systems for an RV8 Recommendations |
| From: | Robin Marks <robin(at)PaintTheWeb.com> |
Good tips, Thanks Rick.
I have an Aerox system in my -10 but I am hearing good things about the
Mountain High system. I will hopefully be checking them out at OSH.
Robin
On Tue, Jul 12, 2011 at 5:03 AM, Richard McBride wrote:
> Robin,
>
> I permanently installed an O2 system in my -8 but I agree with Stan that
> it's not desirable nor necessary. I wouldn't do it again. What a couple of
> my friends have done that works very well is to install a temporary mount
> directly behind the passenger seat to mount the tank perpendicular to the
> longitudinal axis of the airplane. They used a tank top mounted regulator.
> You can easily and quickly mount the tank in you anticipate needing O2.
> From there they permanently ran the low pressure hose from the baggage
> compartment to hard mounted receptacles for the pilot and passenger. Before
> a flight where you anticipate use of the oxygen, simply turn on the flow at
> the regulator. At least with our Mountain High Systems there is no need to
> adjust at the regulator in flight. The adjustment is made on the flow meter
> attached to the cannula line. You won't see any loss of oxygen due at the
> receptacles. When you're ready to use, simply install the cannulas. When
> you're done, just remove the cannula line and the system seals back up. At
> the end of the flight just turn off the flow at the regulator. It's also
> nice that you can easily remove the tank for refill. Another option I use
> is a pulse-demand unit. You would then only need to mount one receptacle.
> Although a pulse-demand unit is pricey they work well and greatly extend
> the capacity of the O2 tank. They are available from Mountain High Oxygen.
>
> Rick McBride
>
>
> On Jul 12, 2011, at 1:38 AM, Speedy11(at)aol.com wrote:
>
> Robin,
> I have climbed my 8A to FL240 using a borrowed O2 bottle and mask. The
> unit worked perfectly. It was easy to set the desired Oxy flow. I've been
> in the USAF altitude chamber a number of times and I know my hypoxia
> symptoms perfectly and I had no indication of hypoxia. I test flew the
> bottle to 17.5k feet before going higher so as to make sure I knew how to
> use it and insure proper operation.
> I can't recall the brand name offhand, but I will find out which one it was
> and give you a pirep on it. Should I buy one, it is the one I will buy.
> Personally, I would not install a permanent O2 system in a RV. That would
> mean carrying around the weight for the life of the airplane. RVs tend to
> get overweight anyway, so flying around with something that might me used a
> time or two per year is, for me, not worthwhile.
> The issue with a portable bottle is finding a place to store and secure it
> for the flight. If you're solo, then the solution is relatively simple. I
> put it alongside my seat with a SS hose clamp to hold it to the sidewall. A
> better means of attachment could easily be installed with several hose
> clamps attached to nutplates on the sidewall. With a passenger, the problem
> is more complicated. You need access to the top of the bottle to adjust the
> O2 flow, so storing it away in a baggage compartment is not feasible. I've
> seen some "backpack" type harnesses the hand on the back of the front seat,
> but there are issues with that also - you have to depend of the passenger to
> adjust the O2 and the rear stick would have to be removed to avoid any
> possibility of jamming against the bottle.
> Of course the 6, 7, and 9 can put it behind the seat and reach over for
> adjustments.
> Stan Sutterfield
>
> In a message dated 7/10/2011 3:11:00 A.M. Eastern Daylight Time,
> rv8-list(at)matronics.com writes:
>
> It=92s past time for me to be considering O2 for my 8A. I have an integrate
> d
> system in my -10 which was the right call for that plane but I don=92t see
> the
> need for a permanently fixed bottle on the 8A for my mission. I can see a
> removable bottle or even just a bottle & padded pouch to place in the
> cockpit for occasional X-Country use and no hard mounting of O2 pick up
> locations. Does anyone have a suggestions / photos of the systems they use?
> I am looking for practical solutions, not full blown O2 system in the
> forward baggage & routed hard lines.
>
>
> Thanks,
>
> Robin
>
> *
>
> href="http://www.matronics.com/Navigator?RV8-List">http://www.matronics.com/Navigator?RV8-List
> href="http://forums.matronics.com/">http://forums.matronics.com
> href="http://www.matronics.com/contribution">http://www.matronics.com/contribution
> *
>
>
________________________________________________________________________________
| Subject: | Re: O2 systems for an RV8 Recommendations |
| From: | Richard McBride <rick.mcbride(at)me.com> |
Robin,
If you want to see the setup I described, two of the airplanes will be at OS
H Sunday through Thursday. Just let me know.
Rick
On Jul 12, 2011, at 12:42 PM, Robin Marks wrote:
> Good tips, Thanks Rick.
> I have an Aerox system in my -10 but I am hearing good things about the Mo
untain High system. I will hopefully be checking them out at OSH.
>
> Robin
>
> On Tue, Jul 12, 2011 at 5:03 AM, Richard McBride wro
te:
> Robin,
>
> I permanently installed an O2 system in my -8 but I agree with Stan that i
t's not desirable nor necessary. I wouldn't do it again. What a couple of m
y friends have done that works very well is to install a temporary mount dir
ectly behind the passenger seat to mount the tank perpendicular to the longi
tudinal axis of the airplane. They used a tank top mounted regulator. You c
an easily and quickly mount the tank in you anticipate needing O2. =46rom t
here they permanently ran the low pressure hose from the baggage compartment
to hard mounted receptacles for the pilot and passenger. Before a flight w
here you anticipate use of the oxygen, simply turn on the flow at the regula
tor. At least with our Mountain High Systems there is no need to adjust at t
he regulator in flight. The adjustment is made on the flow meter attached t
o the cannula line. You won't see any loss of oxygen due at the receptacles
. When you're ready to use, simply install the cannulas. When you're done,
just remove the cannula line and the system seals back up. At the end of t
he flight just turn off the flow at the regulator. It's also nice that you c
an easily remove the tank for refill. Another option I use is a pulse-deman
d unit. You would then only need to mount one receptacle. Although a pulse
-demand unit is pricey they work well and greatly extend the capacity of the
O2 tank. They are available from Mountain High Oxygen.
>
> Rick McBride
>
>
> On Jul 12, 2011, at 1:38 AM, Speedy11(at)aol.com wrote:
>
>> Robin,
>> I have climbed my 8A to FL240 using a borrowed O2 bottle and mask. The u
nit worked perfectly. It was easy to set the desired Oxy flow. I've been i
n the USAF altitude chamber a number of times and I know my hypoxia symptoms
perfectly and I had no indication of hypoxia. I test flew the bottle to 17
.5k feet before going higher so as to make sure I knew how to use it and ins
ure proper operation.
>> I can't recall the brand name offhand, but I will find out which one it w
as and give you a pirep on it. Should I buy one, it is the one I will buy.
>> Personally, I would not install a permanent O2 system in a RV. That woul
d mean carrying around the weight for the life of the airplane. RVs tend to
get overweight anyway, so flying around with something that might me used a
time or two per year is, for me, not worthwhile.
>> The issue with a portable bottle is finding a place to store and secure i
t for the flight. If you're solo, then the solution is relatively simple.
I put it alongside my seat with a SS hose clamp to hold it to the sidewall.
A better means of attachment could easily be installed with several hose c
lamps attached to nutplates on the sidewall. With a passenger, the problem i
s more complicated. You need access to the top of the bottle to adjust the O
2 flow, so storing it away in a baggage compartment is not feasible. I've s
een some "backpack" type harnesses the hand on the back of the front seat, b
ut there are issues with that also - you have to depend of the passenger to a
djust the O2 and the rear stick would have to be removed to avoid any possib
ility of jamming against the bottle.
>> Of course the 6, 7, and 9 can put it behind the seat and reach over for a
djustments.
>> Stan Sutterfield
>>
>> In a message dated 7/10/2011 3:11:00 A.M. Eastern Daylight Time, rv8-list
@matronics.com writes:
>> It=92s past time for me to be considering O2 for my 8A. I have an integ
rate
>> d
>> system in my -10 which was the right call for that plane but I don=92t s
ee
>> the
>> need for a permanently fixed bottle on the 8A for my mission. I can see a
>> removable bottle or even just a bottle & padded pouch to place in the
>> cockpit for occasional X-Country use and no hard mounting of O2 pick up
>> locations. Does anyone have a suggestions / photos of the systems they us
e?
>> I am looking for practical solutions, not full blown O2 system in the
>> forward baggage & routed hard lines.
>>
>>
>> Thanks,
>>
>> Robin
>>
>>
>> href="http://www.matronics.com/Navigator?RV8-List">http://www.matronics
.com/Navigator?RV8-List
>> href="http://forums.matronics.com/">http://forums.matronics.com
>> href="http://www.matronics.com/contribution">http://www.matronics.com/c
ontribution
>>
>
>
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
________________________________________________________________________________
| Subject: | Re: O2 systems for an RV8 Recommendations |
| From: | Robin Marks <robin(at)PaintTheWeb.com> |
I definitely do want to see the setup. I will touch base if/when I get to
OSH this year.
Thanks,
Robin
On Tue, Jul 12, 2011 at 9:57 AM, Richard McBride wrote:
> Robin,
>
> If you want to see the setup I described, two of the airplanes will be at
> OSH Sunday through Thursday. Just let me know.
>
> Rick
>
> On Jul 12, 2011, at 12:42 PM, Robin Marks wrote:
>
> Good tips, Thanks Rick.
> I have an Aerox system in my -10 but I am hearing good things about the
> Mountain High system. I will hopefully be checking them out at OSH.
>
> Robin
>
> On Tue, Jul 12, 2011 at 5:03 AM, Richard McBride <
> rick.mcbride(at)me.com> wrote:
>
>> Robin,
>>
>> I permanently installed an O2 system in my -8 but I agree with Stan that
>> it's not desirable nor necessary. I wouldn't do it again. What a couple of
>> my friends have done that works very well is to install a temporary mount
>> directly behind the passenger seat to mount the tank perpendicular to the
>> longitudinal axis of the airplane. They used a tank top mounted regulator.
>> You can easily and quickly mount the tank in you anticipate needing O2.
>> From there they permanently ran the low pressure hose from the baggage
>> compartment to hard mounted receptacles for the pilot and passenger. Before
>> a flight where you anticipate use of the oxygen, simply turn on the flow at
>> the regulator. At least with our Mountain High Systems there is no need to
>> adjust at the regulator in flight. The adjustment is made on the flow meter
>> attached to the cannula line. You won't see any loss of oxygen due at the
>> receptacles. When you're ready to use, simply install the cannulas. When
>> you're done, just remove the cannula line and the system seals back up. At
>> the end of the flight just turn off the flow at the regulator. It's also
>> nice that you can easily remove the tank for refill. Another option I use
>> is a pulse-demand unit. You would then only need to mount one receptacle.
>> Although a pulse-demand unit is pricey they work well and greatly extend
>> the capacity of the O2 tank. They are available from Mountain High Oxygen.
>>
>> Rick McBride
>>
>>
>> On Jul 12, 2011, at 1:38 AM, Speedy11(at)aol.com wrote:
>>
>> Robin,
>> I have climbed my 8A to FL240 using a borrowed O2 bottle and mask. The
>> unit worked perfectly. It was easy to set the desired Oxy flow. I've been
>> in the USAF altitude chamber a number of times and I know my hypoxia
>> symptoms perfectly and I had no indication of hypoxia. I test flew the
>> bottle to 17.5k feet before going higher so as to make sure I knew how to
>> use it and insure proper operation.
>> I can't recall the brand name offhand, but I will find out which one it
>> was and give you a pirep on it. Should I buy one, it is the one I will buy.
>> Personally, I would not install a permanent O2 system in a RV. That would
>> mean carrying around the weight for the life of the airplane. RVs tend to
>> get overweight anyway, so flying around with something that might me used a
>> time or two per year is, for me, not worthwhile.
>> The issue with a portable bottle is finding a place to store and secure it
>> for the flight. If you're solo, then the solution is relatively simple. I
>> put it alongside my seat with a SS hose clamp to hold it to the sidewall. A
>> better means of attachment could easily be installed with several hose
>> clamps attached to nutplates on the sidewall. With a passenger, the problem
>> is more complicated. You need access to the top of the bottle to adjust the
>> O2 flow, so storing it away in a baggage compartment is not feasible. I've
>> seen some "backpack" type harnesses the hand on the back of the front seat,
>> but there are issues with that also - you have to depend of the passenger to
>> adjust the O2 and the rear stick would have to be removed to avoid any
>> possibility of jamming against the bottle.
>> Of course the 6, 7, and 9 can put it behind the seat and reach over for
>> adjustments.
>> Stan Sutterfield
>>
>> In a message dated 7/10/2011 3:11:00 A.M. Eastern Daylight Time,
>> rv8-list(at)matronics.com writes:
>>
>> It=92s past time for me to be considering O2 for my 8A. I have an
>> integrate
>> d
>> system in my -10 which was the right call for that plane but I don=92t see
>>
>> the
>> need for a permanently fixed bottle on the 8A for my mission. I can see a
>> removable bottle or even just a bottle & padded pouch to place in the
>> cockpit for occasional X-Country use and no hard mounting of O2 pick up
>> locations. Does anyone have a suggestions / photos of the systems they
>> use?
>> I am looking for practical solutions, not full blown O2 system in the
>> forward baggage & routed hard lines.
>>
>>
>> Thanks,
>>
>> Robin
>>
>> *
>>
>> href=" http://www.matronics.com/Navigator?RV8-List"> http://www.matronics.com/Navigator?RV8-List
>> href=" http://forums.matronics.com/"> http://forums.matronics.com
>> href=" http://www.matronics.com/contribution"> http://www.matronics.com/contribution
>> *
>>
>>
>>
> *
>
> ==================================
> ef="http://www.matronics.com/Navigator?RV8-List">http://www.matronics.com/Navigator?RV8-List
> ==================================
> ums.matronics.com">http://forums.matronics.com
>
> ==================================
> http://www.matronics.com/contribution">http://www.matronics.com/contribution
>
> ==================================
> *
>
>
________________________________________________________________________________
| Subject: | Re: O2 systems for an RV8 Recommendations |
| From: | Richard McBride <rick.mcbride(at)me.com> |
My cell is 703-599-7804. We'll be arriving Sunday morning and departing Thu
rsday morning. Call anytime.
Rick McBride
On Jul 12, 2011, at 2:04 PM, Robin Marks wrote:
> I definitely do want to see the setup. I will touch base if/when I get to O
SH this year.
>
> Thanks,
> Robin
>
> On Tue, Jul 12, 2011 at 9:57 AM, Richard McBride wro
te:
> Robin,
>
> If you want to see the setup I described, two of the airplanes will be at O
SH Sunday through Thursday. Just let me know.
>
> Rick
>
> On Jul 12, 2011, at 12:42 PM, Robin Marks wrote:
>
>> Good tips, Thanks Rick.
>> I have an Aerox system in my -10 but I am hearing good things about the M
ountain High system. I will hopefully be checking them out at OSH.
>>
>> Robin
>>
>> On Tue, Jul 12, 2011 at 5:03 AM, Richard McBride wr
ote:
>> Robin,
>>
>> I permanently installed an O2 system in my -8 but I agree with Stan that i
t's not desirable nor necessary. I wouldn't do it again. What a couple of m
y friends have done that works very well is to install a temporary mount dir
ectly behind the passenger seat to mount the tank perpendicular to the longi
tudinal axis of the airplane. They used a tank top mounted regulator. You c
an easily and quickly mount the tank in you anticipate needing O2. =46rom t
here they permanently ran the low pressure hose from the baggage compartment
to hard mounted receptacles for the pilot and passenger. Before a flight w
here you anticipate use of the oxygen, simply turn on the flow at the regula
tor. At least with our Mountain High Systems there is no need to adjust at t
he regulator in flight. The adjustment is made on the flow meter attached t
o the cannula line. You won't see any loss of oxygen due at the receptacles
. When you're ready to use, simply install the cannulas. When you're done,
just remove the cannula line and the system seals back up. At the end of t
he flight just turn off the flow at the regulator. It's also nice that you c
an easily remove the tank for refill. Another option I use is a pulse-deman
d unit. You would then only need to mount one receptacle. Although a pulse
-demand unit is pricey they work well and greatly extend the capacity of the
O2 tank. They are available from Mountain High Oxygen.
>>
>> Rick McBride
>>
>>
>> On Jul 12, 2011, at 1:38 AM, Speedy11(at)aol.com wrote:
>>
>>> Robin,
>>> I have climbed my 8A to FL240 using a borrowed O2 bottle and mask. The u
nit worked perfectly. It was easy to set the desired Oxy flow. I've been i
n the USAF altitude chamber a number of times and I know my hypoxia symptoms
perfectly and I had no indication of hypoxia. I test flew the bottle to 17
.5k feet before going higher so as to make sure I knew how to use it and ins
ure proper operation.
>>> I can't recall the brand name offhand, but I will find out which one it w
as and give you a pirep on it. Should I buy one, it is the one I will buy.
>>> Personally, I would not install a permanent O2 system in a RV. That wou
ld mean carrying around the weight for the life of the airplane. RVs tend t
o get overweight anyway, so flying around with something that might me used a
time or two per year is, for me, not worthwhile.
>>> The issue with a portable bottle is finding a place to store and secure i
t for the flight. If you're solo, then the solution is relatively simple.
I put it alongside my seat with a SS hose clamp to hold it to the sidewall.
A better means of attachment could easily be installed with several hose c
lamps attached to nutplates on the sidewall. With a passenger, the problem i
s more complicated. You need access to the top of the bottle to adjust the O
2 flow, so storing it away in a baggage compartment is not feasible. I've s
een some "backpack" type harnesses the hand on the back of the front seat, b
ut there are issues with that also - you have to depend of the passenger to a
djust the O2 and the rear stick would have to be removed to avoid any possib
ility of jamming against the bottle.
>>> Of course the 6, 7, and 9 can put it behind the seat and reach over for a
djustments.
>>> Stan Sutterfield
>>>
>>> In a message dated 7/10/2011 3:11:00 A.M. Eastern Daylight Time, rv8-lis
t(at)matronics.com writes:
>>> It=92s past time for me to be considering O2 for my 8A. I have an inte
grate
>>> d
>>> system in my -10 which was the right call for that plane but I don=92t
see
>>> the
>>> need for a permanently fixed bottle on the 8A for my mission. I can see a
>>> removable bottle or even just a bottle & padded pouch to place in the
>>> cockpit for occasional X-Country use and no hard mounting of O2 pick up
>>> locations. Does anyone have a suggestions / photos of the systems they u
se?
>>> I am looking for practical solutions, not full blown O2 system in the
>>> forward baggage & routed hard lines.
>>>
>>>
>>> Thanks,
>>>
>>> Robin
>>>
>>>
>>> href="http://www.matronics.com/Navigator?RV8-List">http://www.matronic
s.com/Navigator?RV8-List
>>> href="http://forums.matronics.com/">http://forums.matronics.com
>>> href="http://www.matronics.com/contribution">http://www.matronics.com/
contribution
>>>
>>
>>
>>
>>
>> =========
>> ef="http://www.matronics.com/Navigator?RV8-List">http://www.matronics.c
om/Navigator?RV8-List
>> =========
>> ums.matronics.com">http://forums.matronics.com
>>
>> =========
>> http://www.matronics.com/contribution">http://www.matronics.com/contribut
ion
>>
>>
>> =========
>>
>
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
________________________________________________________________________________
| From: | Chris Johnston <CJohnston(at)popsound.com> |
| Subject: | Re: O2 systems for an RV8 Recommendations |
Hey Robin -
I've been using the Mountain High O2D2 system in my 8 for big trips, and it has
performed very well. I bought a 623L composite cylinder that's rated to 3000
psi, but nobody seems to be able to fill it higher than 2000psi. I put the Mountain
High unit next to my right elbow in the cockpit with some duallock tape
(holds up really well, kind of like velcro but tougher and more mechanical)
so I can pull it out when not in use. I secure the bottle in a perfect sized
tool box in the rear baggage area, and the box is held tight with tiedowns that
I have back there. I drilled a hole in the toolbox for the oxygen tube, and
it runs out of the baggage area through a tooling hole in the bulkhead, then
secured along it's length under the canopy sill til it reaches the unit. Operation
only requires that you turn the bottle on before you go, and if I'm using
the oxygen, I'm definitely traveling, so as I'm packing up the baggage area
I turn the bottle on, then secure it, then finish packing. Haven't forgotten
to turn it on or off yet! Operation is simple, as it measures the cabin altitude
and supplies the appropriate amount of oxygen, which you can manually increase
if desired. I use a little pulse oxymeter on my finger to check O2 levels
during flight. Works great. On my first trip with my girlfriend, I had to
boost the level of oxygen manually in an attempt to get her O2 levels up, until
I figured out that she tends to breathe through her mouth... Turned around
and looked at her while she was snoozing on a leg and there was the answer! Subsequent
flights were totally fine. With two of us using oxygen for most of
the flight, we seem to get about 15 hours of O2 from the system. Worked great
in april when we flew to the Bahamas and back in the 8! Getting ready for a
trip next week that'll go Tahoe, Vail CO, then on to AZ and back home. Time to
fill the bottle! The Mountain High system was a bit pricey, but it effectively
saves oxygen on trips so you don't have to find a place to get the bottle
filled whi!
le you'r
e traveling. Anyway, just my experience.
cj
________________________________________________________________________________
| Subject: | Re: O2 systems for an RV8 Recommendations |
| From: | Robin Marks <robin(at)PaintTheWeb.com> |
Chris,
Is this the Chris with the -10 in So Cal? I recall you were very far along
but then I didn't see you active on the list any more. I remember your total
entertainment center on the -10. Plus your SJ cowl. Are you still building
the -10? Did it ever first flight?
If you have extra dual lock you can secure your girlfriend's mouth to save
on O2? Just an idea... I use Dual Lock on one of my products so I have tons
available to me.
I get free O2 at my FBO but they also seem to be limited to 2,000 psi (at
most). Thanks for the bottle sizing, I will definitely check that out at
OSH.
Thanks for the tips,
Robin
On Tue, Jul 12, 2011 at 12:32 PM, Chris Johnston wrote:
>
> Hey Robin -
>
> I've been using the Mountain High O2D2 system in my 8 for big trips, and it
> has performed very well. I bought a 623L composite cylinder that's rated to
> 3000 psi, but nobody seems to be able to fill it higher than 2000psi. I put
> the Mountain High unit next to my right elbow in the cockpit with some
> duallock tape (holds up really well, kind of like velcro but tougher and
> more mechanical) so I can pull it out when not in use. I secure the bottle
> in a perfect sized tool box in the rear baggage area, and the box is held
> tight with tiedowns that I have back there. I drilled a hole in the toolbox
> for the oxygen tube, and it runs out of the baggage area through a tooling
> hole in the bulkhead, then secured along it's length under the canopy sill
> til it reaches the unit. Operation only requires that you turn the bottle
> on before you go, and if I'm using the oxygen, I'm definitely traveling, so
> as I'm packing up the baggage area I turn the bottle on, then secure it,
> then finish pa!
> cking. Haven't forgotten to turn it on or off yet! Operation is simple,
> as it measures the cabin altitude and supplies the appropriate amount of
> oxygen, which you can manually increase if desired. I use a little pulse
> oxymeter on my finger to check O2 levels during flight. Works great. On my
> first trip with my girlfriend, I had to boost the level of oxygen manually
> in an attempt to get her O2 levels up, until I figured out that she tends to
> breathe through her mouth... Turned around and looked at her while she was
> snoozing on a leg and there was the answer! Subsequent flights were totally
> fine. With two of us using oxygen for most of the flight, we seem to get
> about 15 hours of O2 from the system. Worked great in april when we flew to
> the Bahamas and back in the 8! Getting ready for a trip next week that'll
> go Tahoe, Vail CO, then on to AZ and back home. Time to fill the bottle!
> The Mountain High system was a bit pricey, but it effectively saves oxygen
> on trips !
> so you don't have to find a place to get the bottle filled whi!
> le you'r
> e traveling. Anyway, just my experience.
>
> cj
>
>
________________________________________________________________________________
| Subject: | Re: O2 systems for an RV8 Recommendations |
| From: | Robin Marks <robin(at)PaintTheWeb.com> |
Ok, I just purchased the Mountain High 2 place portable system w/o the Pulse
Demand accessory at this time. I can add later if I need. They offered the
OSH discount and free shipping so I went for it.
Thanks for everyone's input,
Robin
On Tue, Jul 12, 2011 at 1:00 PM, Robin Marks wrote:
> Chris,
> Is this the Chris with the -10 in So Cal? I recall you were very far along
> but then I didn't see you active on the list any more. I remember your total
> entertainment center on the -10. Plus your SJ cowl. Are you still building
> the -10? Did it ever first flight?
> If you have extra dual lock you can secure your girlfriend's mouth to save
> on O2? Just an idea... I use Dual Lock on one of my products so I have tons
> available to me.
> I get free O2 at my FBO but they also seem to be limited to 2,000 psi (at
> most). Thanks for the bottle sizing, I will definitely check that out at
> OSH.
>
> Thanks for the tips,
> Robin
>
>
> On Tue, Jul 12, 2011 at 12:32 PM, Chris Johnston wrote:
>
>>
>> Hey Robin -
>>
>> I've been using the Mountain High O2D2 system in my 8 for big trips, and
>> it has performed very well. I bought a 623L composite cylinder that's rated
>> to 3000 psi, but nobody seems to be able to fill it higher than 2000psi. I
>> put the Mountain High unit next to my right elbow in the cockpit with some
>> duallock tape (holds up really well, kind of like velcro but tougher and
>> more mechanical) so I can pull it out when not in use. I secure the bottle
>> in a perfect sized tool box in the rear baggage area, and the box is held
>> tight with tiedowns that I have back there. I drilled a hole in the toolbox
>> for the oxygen tube, and it runs out of the baggage area through a tooling
>> hole in the bulkhead, then secured along it's length under the canopy sill
>> til it reaches the unit. Operation only requires that you turn the bottle
>> on before you go, and if I'm using the oxygen, I'm definitely traveling, so
>> as I'm packing up the baggage area I turn the bottle on, then secure it,
>> then finish pa!
>> cking. Haven't forgotten to turn it on or off yet! Operation is simple,
>> as it measures the cabin altitude and supplies the appropriate amount of
>> oxygen, which you can manually increase if desired. I use a little pulse
>> oxymeter on my finger to check O2 levels during flight. Works great. On my
>> first trip with my girlfriend, I had to boost the level of oxygen manually
>> in an attempt to get her O2 levels up, until I figured out that she tends to
>> breathe through her mouth... Turned around and looked at her while she was
>> snoozing on a leg and there was the answer! Subsequent flights were totally
>> fine. With two of us using oxygen for most of the flight, we seem to get
>> about 15 hours of O2 from the system. Worked great in april when we flew to
>> the Bahamas and back in the 8! Getting ready for a trip next week that'll
>> go Tahoe, Vail CO, then on to AZ and back home. Time to fill the bottle!
>> The Mountain High system was a bit pricey, but it effectively saves oxygen
>> on trips !
>> so you don't have to find a place to get the bottle filled whi!
>> le you'r
>> e traveling. Anyway, just my experience.
>>
>> cj
>>
>>
>>
>>
>>
>>
>
________________________________________________________________________________
| From: | Chris Johnston <CJohnston(at)popsound.com> |
| Subject: | Re: O2 systems for an RV8 Recommendations |
Yup, that's me! I'm still building the 10. Getting there, but it's been an extremely
busy couple of years at work which leaves minimal time for building.
And flying. And skydiving, and a relationship! I'm still plugging along on the
10, and it'll get done at some point. I still monitor the lists, but there
are smarter guys than me with all the answers! The 10 is getting a panel re-design,
which is funny since it didn't get all the way built yet, but I had the
opportunity to pick up a GTN750, then that led to other stuff... You know how
it goes. Been flying the 8 all over the place though, and loving the heck out
of it. Maybe one of these days we can try to make a plan to meet up? Be good
to finally meet you!
cj
________________________________________
From: owner-rv8-list-server(at)matronics.com [owner-rv8-list-server(at)matronics.com]
On Behalf Of Robin Marks [robin(at)PaintTheWeb.com]
Sent: Tuesday, July 12, 2011 1:00 PM
Subject: Re: RV8-List: Re: O2 systems for an RV8 Recommendations
Chris,
Is this the Chris with the -10 in So Cal? I recall you were very far along but
then I didn't see you active on the list any more. I remember your total entertainment
center on the -10. Plus your SJ cowl. Are you still building the -10?
Did it ever first flight?
If you have extra dual lock you can secure your girlfriend's mouth to save on O2?
Just an idea... I use Dual Lock on one of my products so I have tons available
to me.
I get free O2 at my FBO but they also seem to be limited to 2,000 psi (at most).
Thanks for the bottle sizing, I will definitely check that out at OSH.
Thanks for the tips,
Robin
On Tue, Jul 12, 2011 at 12:32 PM, Chris Johnston > wrote:
Hey Robin -
I've been using the Mountain High O2D2 system in my 8 for big trips, and it has
performed very well. I bought a 623L composite cylinder that's rated to 3000
psi, but nobody seems to be able to fill it higher than 2000psi. I put the Mountain
High unit next to my right elbow in the cockpit with some duallock tape
(holds up really well, kind of like velcro but tougher and more mechanical)
so I can pull it out when not in use. I secure the bottle in a perfect sized
tool box in the rear baggage area, and the box is held tight with tiedowns that
I have back there. I drilled a hole in the toolbox for the oxygen tube, and
it runs out of the baggage area through a tooling hole in the bulkhead, then
secured along it's length under the canopy sill til it reaches the unit. Operation
only requires that you turn the bottle on before you go, and if I'm using
the oxygen, I'm definitely traveling, so as I'm packing up the baggage area
I turn the bottle on, then secure it, then finish pa!
cking. Haven't forgotten to turn it on or off yet! Operation is simple, as it
measures the cabin altitude and supplies the appropriate amount of oxygen, which
you can manually increase if desired. I use a little pulse oxymeter on my
finger to check O2 levels during flight. Works great. On my first trip with
my girlfriend, I had to boost the level of oxygen manually in an attempt to
get her O2 levels up, until I figured out that she tends to breathe through her
mouth... Turned around and looked at her while she was snoozing on a leg and
there was the answer! Subsequent flights were totally fine. With two of us
using oxygen for most of the flight, we seem to get about 15 hours of O2 from
the system. Worked great in april when we flew to the Bahamas and back in the
8! Getting ready for a trip next week that'll go Tahoe, Vail CO, then on to
AZ and back home. Time to fill the bottle! The Mountain High system was a bit
pricey, but it effectively saves oxygen on trips !
so you don't have to find a place to get the bottle filled whi!
le you'r
e traveling. Anyway, just my experience.
cj
==========
rget="_blank">http://www.matronics.com/Navigator?RV8-List
==========
http://forums.matronics.com
==========
le, List Admin.
rget="_blank">http://www.matronics.com/contribution
==========
________________________________________________________________________________
| Subject: | Re: O2 systems for an RV8 Recommendations |
| From: | Robin Marks <robin(at)PaintTheWeb.com> |
Well waiting on your panel was probably a good thing now that you have the
750 as a choice. That will be NICE!
I have an 8A wrapping up Phase 1 and hope to do some formation training at
some point. I think those are two nice planes to have in your stable. And
yes one of these days we will have to get together. I am still partially
based at WHP so we are just one class B violation away from seeing each
other. We are also living in Atlanta & Northern CA right now so scheduling
can be difficult but I will try to reach out in the fall to hook up.
I am on my first leg of what I hope to be SBP > LA > AZ > TX > AR > GA > AR
> OSH > AR > GA > AR > OK > AZ > LA > SBP. Oh... that looks like a lot of
fuel.
Thanks for the tips & enjoy Tahoe, CO, AZ.
Robin
On Tue, Jul 12, 2011 at 1:57 PM, Chris Johnston wrote:
>
> Yup, that's me! I'm still building the 10. Getting there, but it's been
> an extremely busy couple of years at work which leaves minimal time for
> building. And flying. And skydiving, and a relationship! I'm still
> plugging along on the 10, and it'll get done at some point. I still monitor
> the lists, but there are smarter guys than me with all the answers! The 10
> is getting a panel re-design, which is funny since it didn't get all the way
> built yet, but I had the opportunity to pick up a GTN750, then that led to
> other stuff... You know how it goes. Been flying the 8 all over the place
> though, and loving the heck out of it. Maybe one of these days we can try
> to make a plan to meet up? Be good to finally meet you!
>
> cj
> ________________________________________
> From: owner-rv8-list-server(at)matronics.com [
> owner-rv8-list-server(at)matronics.com] On Behalf Of Robin Marks
> [robin(at)PaintTheWeb.com]
> Sent: Tuesday, July 12, 2011 1:00 PM
> To: rv8-list(at)matronics.com
> Subject: Re: RV8-List: Re: O2 systems for an RV8 Recommendations
>
> Chris,
> Is this the Chris with the -10 in So Cal? I recall you were very far along
> but then I didn't see you active on the list any more. I remember your total
> entertainment center on the -10. Plus your SJ cowl. Are you still building
> the -10? Did it ever first flight?
> If you have extra dual lock you can secure your girlfriend's mouth to save
> on O2? Just an idea... I use Dual Lock on one of my products so I have tons
> available to me.
> I get free O2 at my FBO but they also seem to be limited to 2,000 psi (at
> most). Thanks for the bottle sizing, I will definitely check that out at
> OSH.
>
> Thanks for the tips,
> Robin
>
> On Tue, Jul 12, 2011 at 12:32 PM, Chris Johnston > wrote:
> >
>
> Hey Robin -
>
> I've been using the Mountain High O2D2 system in my 8 for big trips, and it
> has performed very well. I bought a 623L composite cylinder that's rated to
> 3000 psi, but nobody seems to be able to fill it higher than 2000psi. I put
> the Mountain High unit next to my right elbow in the cockpit with some
> duallock tape (holds up really well, kind of like velcro but tougher and
> more mechanical) so I can pull it out when not in use. I secure the bottle
> in a perfect sized tool box in the rear baggage area, and the box is held
> tight with tiedowns that I have back there. I drilled a hole in the toolbox
> for the oxygen tube, and it runs out of the baggage area through a tooling
> hole in the bulkhead, then secured along it's length under the canopy sill
> til it reaches the unit. Operation only requires that you turn the bottle
> on before you go, and if I'm using the oxygen, I'm definitely traveling, so
> as I'm packing up the baggage area I turn the bottle on, then secure it,
> then finish pa!
> cking. Haven't forgotten to turn it on or off yet! Operation is simple,
> as it measures the cabin altitude and supplies the appropriate amount of
> oxygen, which you can manually increase if desired. I use a little pulse
> oxymeter on my finger to check O2 levels during flight. Works great. On my
> first trip with my girlfriend, I had to boost the level of oxygen manually
> in an attempt to get her O2 levels up, until I figured out that she tends to
> breathe through her mouth... Turned around and looked at her while she was
> snoozing on a leg and there was the answer! Subsequent flights were totally
> fine. With two of us using oxygen for most of the flight, we seem to get
> about 15 hours of O2 from the system. Worked great in april when we flew to
> the Bahamas and back in the 8! Getting ready for a trip next week that'll
> go Tahoe, Vail CO, then on to AZ and back home. Time to fill the bottle!
> The Mountain High system was a bit pricey, but it effectively saves oxygen
> on trips !
> so you don't have to find a place to get the bottle filled whi!
> le you'r
> e traveling. Anyway, just my experience.
>
> cj
>
>
> ==========
> rget="_blank">http://www.matronics.com/Navigator?RV8-List
> ==========
> http://forums.matronics.com
> ==========
> le, List Admin.
> rget="_blank">http://www.matronics.com/contribution
> ==========
>
>
________________________________________________________________________________
| From: | Glen Matejcek <aerobubba(at)earthlink.net> |
| Subject: | Re: cross winds and cabbages |
>Stan Sutterfield
>PS - I've dropped my AOPA membership because they no longer stand for what
>is right. There - that should get some rounds coming my way. : )
Hey Stan- I'd be happy to send a couple rounds your way... What's your preference?
;-)
And, NO NOT ARCHIVE!
Glen Matejcek
________________________________________________________________________________
| From: | "cs(at)charlesstringham.com" <cs(at)charlesstringham.com> |
| Subject: | Re: cross winds and cabbages |
What happened with AOPA?
-----Original Message-----
From: "Glen Matejcek" [aerobubba(at)earthlink.net]
Date: 07/12/2011 07:43 PM
Subject: RV8-List: Re: cross winds and cabbages
>Stan Sutterfield
>PS - I've dropped my AOPA membership because they no longer stand for what
>is right. There - that should get some rounds coming my way. : )
Hey Stan- I'd be happy to send a couple rounds your way... What's your preference?
;-)
And, NO NOT ARCHIVE!
Glen Matejcek
________________________________________________________________________________
| From: | Speedy11(at)aol.com |
Matt,
I was thinking about your repairs and you mentioned that you dread remaking
the windscreen frame. As you remove the old windscreen you will destroy
it. I'm assuming the aft portion of your canopy is okay.
I have a canopy you can have that you'll be able to use for the windscreen
replacement. It is my original canopy which I cracked during trimming.
The vertical crack is midway aft on the canopy.
I can send photos if you're interested. If you'd like it let me know and
I'll arrange for shipping. Just pay the shipping and it's yours. I'll
make a crate of some type to protect it.
It is an untinted original Van's canopy that is already trimmed to fit. I
suspect it will drop onto your fuselage perfectly.
I've been saving the canopy just in case someone needed only a windscreen
portion.
Regards,
Stan Sutterfield
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: Canopy for Matt |
At 10:58 AM 7/13/2011 Wednesday, you wrote:
>Matt,
>I was thinking about your repairs and you mentioned that you dread remaking the
windscreen frame. As you remove the old windscreen you will destroy it. I'm
assuming the aft portion of your canopy is okay.
>I have a canopy you can have that you'll be able to use for the windscreen replacement.
It is my original canopy which I cracked during trimming. The vertical
crack is midway aft on the canopy.
>I can send photos if you're interested. If you'd like it let me know and I'll
arrange for shipping. Just pay the shipping and it's yours. I'll make a crate
of some type to protect it.
>It is an untinted original Van's canopy that is already trimmed to fit. I suspect
it will drop onto your fuselage perfectly.
>I've been saving the canopy just in case someone needed only a windscreen portion.
>Regards,
>Stan Sutterfield
Hi Stan,
Thank you very much for the kind offer! However, I already got a replacement full
canopy when I ordered the replacement parts for the rebuild. The sliding
part looks good, but there were a few things about it that I would have done
differently. Since I had to buy a full new Plexiglass canopy anyway for the
replacement windscreen, I decided to just take the opportunity to redo the sliding
part too from scratch. I bought a new frame and fiberglass skirts too. If
you want to build a grand champion, its got to be perfect! :-)
Thank you again for the offer!
Matt
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
________________________________________________________________________________
| Subject: | Re: Canopy for Matt |
| From: | japhillipsga(at)aol.com |
Stan, what a generous offer ! You are a Prince of a Fellow. Best regards, B
ill of Georgia
-----Original Message-----
From: Matt Dralle <dralle(at)matronics.com>
Sent: Wed, Jul 13, 2011 10:33 pm
Subject: Re: RV8-List: Canopy for Matt
At 10:58 AM 7/13/2011 Wednesday, you wrote:
Matt,
I was thinking about your repairs and you mentioned that you dread remaking
the
indscreen frame. As you remove the old windscreen you will destroy it. I'
m
ssuming the aft portion of your canopy is okay.
I have a canopy you can have that you'll be able to use for the windscreen
eplacement. It is my original canopy which I cracked during trimming. The
ertical crack is midway aft on the canopy.
I can send photos if you're interested. If you'd like it let me know and I
'll
rrange for shipping. Just pay the shipping and it's yours. I'll make a cr
ate
f some type to protect it.
It is an untinted original Van's canopy that is already trimmed to fit. I
uspect it will drop onto your fuselage perfectly.
I've been saving the canopy just in case someone needed only a windscreen
ortion.
Regards,
Stan Sutterfield
i Stan,
Thank you very much for the kind offer! However, I already got a replaceme
nt
ull canopy when I ordered the replacement parts for the rebuild. The slidi
ng
art looks good, but there were a few things about it that I would have done
ifferently. Since I had to buy a full new Plexiglass canopy anyway for the
eplacement windscreen, I decided to just take the opportunity to redo the
liding part too from scratch. I bought a new frame and fiberglass skirts t
oo.
f you want to build a grand champion, its got to be perfect! :-)
Thank you again for the offer!
Matt
att Dralle
V-8 #82880 N998RV "Ruby Vixen"
ttp://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
ttp://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
ttp://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
tatus: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
-========================
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-= Use the Matronics List Features Navigator to browse
-= the many List utilities such as List Un/Subscription,
-= Archive Search & Download, 7-Day Browse, Chat, FAQ,
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-= - MATRONICS WEB FORUMS -
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-= --> http://www.matronics.com/contribution
-========================
________________________________________________________________________________
| From: | Speedy11(at)aol.com |
| Subject: | RV-8 Windscreen available |
Alrighty, since Matt doesn't need my canopy, the offer is open to anyone
who has a damaged windscreen or needs an 8 windscreen for some reason.
See info below.
Stan Sutterfield
I was thinking about your repairs and you mentioned that you dread
remaking
the windscreen frame. As you remove the old windscreen you will destroy
it. I'm assuming the aft portion of your canopy is okay.
I have a canopy you can have that you'll be able to use for the windscreen
replacement. It is my original canopy which I cracked during trimming.
The vertical crack is midway aft on the canopy.
I can send photos if you're interested. If you'd like it let me know and
I'll arrange for shipping. Just pay the shipping and it's yours. I'll
make a crate of some type to protect it.
It is an untinted original Van's canopy that is already trimmed to fit.
I
suspect it will drop onto your fuselage perfectly.
I've been saving the canopy just in case someone needed only a windscreen
portion.
________________________________________________________________________________
| From: | estone(at)mchsi.com |
| Subject: | Re: Reusing 3/8" Flares... |
Matt AS a A&P and instructor, those lines that look good are more than likely
good. The whole trick is not to overtight the b nuts. U should be fine. Everything
I see is looking great!
----- Original Message -----
From: "Matt Dralle" <dralle(at)matronics.com>
Sent: Sunday, July 10, 2011 11:02:17 PM GMT -05:00 US/Canada Eastern
Subject: RV8-List: Reusing 3/8" Flares...
Dear Listers,
I pulled out all of the fuel selector valve and fuel pump goodies from the old
fuselage today. I disassembled all of the various flare ends and cleaned up all
the Fuel Lube with lacquer thinner making sure not to get any in the pump or
valve or transducers. All but two of the fuel lines seem to be reusable and
don't show any signs of damage from the Mishap. I really don't want to have
to recut, rebend, and reflare all of these if I don't have to.
What's the common knowledge on reusing the flares on the fuel and brake lines?
Am I just asking for a bunch of leaks if I put these back into service now that
I've unscrewed them?
Thanks!
Matt
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
________________________________________________________________________________
| From: | Glen Matejcek <aerobubba(at)earthlink.net> |
| Subject: | Re: windscreeens and adult beverages |
Hi Stan- I'm still in the IND area.
I've also been hanging om to a cracked canopy in case someone else cold use it.
No takers yet, but the windscreen is good
Glen Matejcek
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | NavWorx ADS600-B Transceiver Arrives... |
Dear Listers,
The NavWorx ADS600-B Transceiver kit arrived today. Included in the box were the
following:
1ea ADS600-B Transceiver Unit
1ea DB37 Connector w/ Shell
2ea RG-142 BNC Antenna Coax Cables (terminated on one end)
1ea Wireless receiver option (802.11)
1ea End User License sheet
1ea Attention Warning sheet
Missing from the package, it seemed to me were:
1ea Installation Manual
1ea Instruction Manual
1ea Wiring Diagram
2ea BNC connectors for Terminating Antenna Cable
1ea UAT Antenna
1ea GPS Antenna
Attached are a couple of pictures of what I received.
Looking over the NavWorx web site, I'm not finding anywhere to download instruction
manuals or installation manuals. Am I suppose to buy the UAT and GPS antennas
separately? I didn't see these available separately on the NavWorx web
site when I ordered the package.
I called and left NavWorx a voicemail.
At this point, I'm kind at a loss...? :-/
Matt
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: NavWorx ADS600-B Transceiver Arrives... |
Listers,
I got a voicemail and a nice email from Bill at NavWorx this morning. He confirmed
that the unit doesn't normally come with the antennas anymore, but he graciously
offered to send me a UAT antenna free of charge. That was really nice.
Bill also included the latest version of the installation/operation manual
in PDF format along with his email. He said that they are working on adding the
manuals to the web site, probably in August sometime.
So, I'm good to go. I'll report later on my installation experience. Looking
at the wring diagrams, it seems like it should be pretty straightforward connecting
up between the GRT HX's and the 327.
Matt
-
Matt Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
March 17, 2011 - July 27, 2011
RV8-Archive.digest.vol-at