Rocket-Archive.digest.vol-ac
September 30, 1999 - February 10, 2000
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Re: Fw: COZY: Re: Alternator Questions |
>Note that all (or nearly all) automotive and maybe aircraft
alternators on Lycomings (and maybe more) use a backward to normal
>rotation thread on the nut holding the fan and pulley on.
This means the pull of the belt will be in the direction to unscrew
>the nut. Use good locktite on the nut. Requires some heat and
>maybe a impact wrench to get off.
B&C uses Locktite #271 (red) on their alternator pulley
nuts and installs the nut with an impact wrench. In thousands
of installations, inadvertent nut loosening has never been
an issue.
Bob . . .
////
(o o)
===========o00o=(_)=o00o=========
< Independence Kansas: the >
< Jurassic Park of aviation. >
< Your source for brand new >
< 40 year old airplanes. >
=================================
http://www.aeroelectric.com
________________________________________________________________________________
| From: | "Bettis GW (Gary) at Aera" <gwbettis(at)aeraenergy.com> |
| Subject: | IO540 electric fuel pump? |
John Harmon (Hr2pilot(at)aol.com) stocks and sells electric fuel pumps that he has
approved for use in the HRII.
Gary Bettis
HRII
Finishing up cowling and engine installation. Starting to fill the panel.
> -----Original Message-----
> From: Jack Starn [SMTP:jstarn(at)netzero.net]
> Sent: Tuesday, September 28, 1999 20:31
> To: Rocket List
> Subject: Rocket-List: IO540 electric fuel pump?
>
>
> Looking for advise, price and source for the electric fuel pump for a
> rocket. Spruce has one, Vans none. Reportedly need internal bypass, high
> pressure (at least 14 PSI), 14 volts. IO540 Lyc. Working on panel, engine
> and can almost see the light at the end of the tunnel. KABONG.
>
>
>
>
________________________________________________________________________________
| From: | F1Rocket(at)aol.com |
| Subject: | Pitot tubes and brackets for Rocket builders |
Rocket and RV Listers,
I just got a new shipment of non-heated pitot tubes in. These are the "L"
shaped pitot tubes. Cost is $95.50. I also have the pitot tube bracket kits
for $55. Let me know off-line if you are interested at F1Rocket(at)aol.com.
Thanks!
Scott
Team Rocket
________________________________________________________________________________
| From: | F1Rocket(at)aol.com |
Hey Listers,
I will be at Copperstate Fly-in from October 6th through the 10th. Please
come by and introduce yourself. I would be very pleased to meet all of you
that will be there. I will have a catalog there to browse thru, or just come
by to chat. Copperstate is a fantastic Fly-in, so see you there!
Scott
Team Rocket, Inc.
________________________________________________________________________________
| From: | Scot Stambaugh <stambaug(at)qualcomm.com> |
By the way, here is a copy of a previous posting from the Rocket-list achieves
that I used as the source for my previous E-mail. This data is right out of
the Type Certificate. Looking through here you can gather additional info for
each of the engines in my previous E-mail.
scot
from: "Gummos"
subject: Lycoming Engine Info
Date: May 10,1999
There are always questions about engines. I don't pretent to understand
everything about the info I found.
I gave out the web site but was unable to get it to work.
Therefore, I attached the txt file.
Tom Gummo
name="IO-540.txt"
filename="IO-540.txt"
Letters indicating the engine's configuration:
I Fuel injected
O Opposed type (pancake-style)
X X-type engine
R Radial type engine
G Engine is geared
T Engine is turbocharged
S Engine is supercharged
L Engine is left-turning
A Engine is designed for aerobatics (DRY SUMP)
AE Engine is designed for aerobatics (WET SUMP)
M Engine is designed for unmanned drone (UNCERTIFIED)
H Engine is designed for helicopter installation
V Engine is designed to have the crankshaft in the
vertical, not horizontal, plane. Usually implies "H"
The engine's displacement in cubic inches.
Configuration. Includes power rating, nose section, accessory section,
counterweight application, and magneto application.
Example from the Lycoming Overhaul manual: TIO-541-E1B4D
Where: TIO - The prefix as described above.
541 - The engine's cubic inch displacement, as described above.
A 1 at the end indicates an integral
accessory drive (e.g. TIO-541) except for the
76 series engines (see below).
E - Power section and power rating for the displacement
1 - Nose section (provisions for a prop governor, hollow/solid
crankshaft, prop governor location)
B - Accessory section (fuel pump type, accy pad(s), etc.)
4 - Counterweight application (if applicable, see the power
section to determine this)
D - Dual magneto (if applicable)
O-540-A1A 250/235 2575/2400 100/100LL 8.50:1
Two sixth order
counterweights
O-540-A1A5 250/235 2575/2400 100/100LL 8.50:1 Same as
O-540-A1A but one
fifth
and one sixth order counterweights
O-540-A1B5 250/235 2575/2400 100/100LL 8.50:1 Same as
-A1A5
except for short
propeller
governor studs and two impulse magnetos
O-540-A1C5 250/235 2575/2400 100/100LL 8.50:1 Same as
-A1A5
except for two
impulse magnetos
O-540-A1D 250/235 2575/2400 100/100LL 8.50:1 Same as
-A1B5
except for two
sixth order counterweights with Retard Breaker Magnetos
O-540-A1D5 250/235 2575/2400 100/100LL 8.50:1 Same as
-A1B5
except for
Retard Breaker Magnetos
O-540-A2B 250/235 2575/2400 100/100LL 8.50:1 Same as
0-540-A1A with short
propeller governor studs and propeller locating bushing, relocate
60 deg counter
clockwise
O-540-A3D5 250 2575 100/100LL 8.50:1
Special Navy Aztec,
Same as - A1D5
except for provision for propeller de-icing and chrome barrels, 24 volt
system std.
O-540-A4A5 250/235 2575/2400 100/100LL 8.50:1 Same as
-A1A5
but with more
effective counterweights for use with Hartzell compact propeller
O-540-A4B5 250/235 2575/2400 100/100LL 8.50:1 Same as
-A1B5
but with more
effective counterweights for use with Hartzell compact propeller
O-540-A4C5 250/235 2575/2400 100/100LL 8.50:1 Same as
-A1C5
but with more
effective counterweights for use with Hartzell compact propeller
O-540-A4D5 250/235 2575/2400 100/100LL 8.50:1 Same as
-A1D5
but with more
effective counterweights for use with Hartzell compact propeller
O-540-B1A5 235 2575 80
7.20:1 Same as -A1D5
but low C.R.
O-540-B1B5 235 2575 80 7.20:1
Same as -B1A5
but with impulse
coupling magnetos and a field conversion of 0-540-A1A5, -A1B5, or
-A1C5 to low compression
O-540-B1D5 235 2575 80 7.20:1 Same as
-B1A5
O-540-B2A5 235 2575 80 7.20:1
Same as -B1A5 but does
not have
provision for controllable propeller
O-540-B2B5 235 2575 80 7.20:1 Same as
-B2A5 but
with impulse
coupling magnetos
O-540-B2C5 235 2575 80 7.20:1 Same as
-B2B5 but
series Magnetos
O-540-B4A5 235 2575 80 7.20:1 Same as
-B1B5 but
with more
effective counterweights for use with Hartzell compact propeller
O-540-B4B5 235 2575 80 7.20:1 Same as
-BlB5 but
with more
effective
counterweights for use with Hartzell compact propeller
O-540-D1A5 250 2575 100/100LL 8.50:1 Same
as -A1D5 but
with Bed-type mounts
O-540-E4A5 260 2700 100/100LL 8.50:1 Same as
-A4D5
except for
higher speed
and rating
O-540-E4B5 260 2700 100/100LL 8.50:1 Same as -E4A5
but with impulse
coupling magnetos with integral feed-thru capacitors
O-540-E4C5 260 2700 100/100LL 8.50:1 Same as -E4B5
series Magnetos
O-540-FLA5 260 2800 100/100LL 8.50:1 Same as -A~
except for special studs for front end mounting
O-540-F1B5 260 2800 100/100LL 8.50:1 Same as -F1A5
except for new style crankcase and Retard Breaker Magnetos
O-540-G1A5 260 2700 100/100LL 8.50:1 Similar
to -E4C5
except has stiffer crankshaft and -A1D5 counterweights =0A
O-540-G2A5 260 2700 100/100LL 8.50:1 Same as
-G1A5 but does
not have provision for controllable propeller =0A
O-540-H1A5 260 2700 100/100LL 8.50:1 Similar to -G1A5 but has
piston cooling oil jets and has -21 and -20 magnetos =0A
O-540-H1A5D 260 2700 100/100LL 8.50:1 Same as -H1A5 but
equipped with D6LN-3000 impulse coupling dual magneto system along with
the dual magneto accessory housing and related drive system =0A
O-540-H1B5D 260 2700 100/100LL 8.50:1 Same as -H1A5 but
equipped with D6LN-3200 dual magneto system, dual magneto accessory
housing, gear train and related drive system =0AO-540-H2A5 260 2700 100/100LL
8.50:1 Same as -H1A5 but with
fixed pitch propeller =0A
O-540-H2A5D 260 2700 100/100LL 8.50:1 Same as -H2A5 but
equipped with D6LN-3000 impulse coupling dual magneto system along with
the dual magneto accessory housing and related drive system =0A
O-540-H2B5D 260 2700 100/100LL 8.50:1 Same as -H2A5 but
equipped with D6LN-3200 dual magneto system, dual magneto accessory
housing, gear rain and related drive system =0A
O-540-J1A5D 235 2400 100/100LL 8.50:1 Similar to -A4A5 except
for rating, speed, D6LN-3000 impulse coupling dual magneto and various
items of weight reduction =0A
O-540-J1B5D 235 2400 100/100LL 8.50:1 Same as -J~D but with
D6LN-3200 retard breaker dual magnetos =0A
O-540-J1C5D 235 2400 100/100LL 8.50:1 Same as -J1A5D but with
rear mounted HA-6 horizontal carburetor =0A
O-540-DD5D 235 2400 100/100LL 8.50:1 Same as -J1C5D but with
D6LN-3200 retard breaker dual magneto =0A
O-540-J2A5D 235 2400 100/100LL 8.50:1 Same as -J1A5D but with
fixed pitch propeller =0A
O-540-J2B5D 235 2400 100/100LL 8.50:1 Same as -J1B5D but with
fixed pitch propeller =0A
O-540-J2C5D 235 2400 100/100LL 8.50:1 Same as -J1C5D but with
fixed pitch propeller =0A
O-540-J2D5D 235 2400 100/100LL 8.50:1 Same as -J11)5D but with
fixed pitch propeller =0A
O-540-J3A5 235 2400 100/100LL 8.50:1 Same as -J~D but has
Slick 6251 (impulse coupling) and 6250 magnetos =0A
O-540-J3A5D 235 2400 100/100LL 8.50:1 Same as -J1A5D but has
heavier counterweights for use with Hartzell extended hub controllable
propeller =0A
O-540-J3C5D 235 2400 100/100LL 8.50:1 Same as -J1C5D but has
heavier counterweights for use with McCauley controllable propeller =0A
O-540-L3C5D 235 2400 100/100LL 8.50:1 Similar to -J3C5D except
for long reach spark plugs, high pressure fuel pump, piston cooling oil
jet and=0Aturbocharger scavenge pump =0A
IO-540-A1A5 290 2575 100/100LL 8.70:1 High compression tuned
induction, Retard Breaker Magnetos, Bendix fuel injector=0A
IO-540-B1A5 290 2575 100/100LL 8.70:1 Same as -A1A5 except for
updraft exhaust cooling =0A
IO-540-B1B5 290 2575 100/100LL 8.70:1 Same as -B1A5 except for
Sunmonds fuel injector =0A
IO-540-B1C5 290 2575 100/100LL 8.70:1 Same as -B1A5 except it
has external servo bleed in fuel injection system =0A
IO-540-C1B5 250 2575 100/100LL 8.50:1 Same as O-540-A1D5 but
with Bendix fuel injector =0A
IO-540-C1C5 250 2575 100/100LL 8.50:1 Same as -C1B5 but has AN
fuel pump drive =0AIO-540-C2C 250 2575 100/100LL 8.50:1 Conversion
of O-540-A2B
to Bendix fuel injection and AN fuel pump drive =0A
IO-540-C4B5 250 2575 100/100LL 8.50:1 Same as -C1B5 but with
more effective counterweights for use with Hartzell compact propeller =0A
IO-540-C4C5 250 2575 100/100LL 8.50:1 Same as -C4B5 but has AN
fuel pump drive =0A
IO-540-C4D5 250 2575 100/100LL 8.50:1 Same as -C4D5D except
has two magnetos =0A
IO-540-C4D5D 250 2575 100/100LL 8.50:1 Same as -C4B5 but with
D6LN-3000 impulse coupling magneto =0A
IO-540-D4A5 260 2700 100/100LL 8.50:1 Same as O-540-E4A5 but
with Bendix fuel injection =0A
IO-540-D4B5 260 2700 100/100LL 8.50:1 Same as -D4A5 but has
-1200 series impulse coupling magnetos =0A
IO-540-D4C5 260 2700 100/100LL 8.50:1 Same as -D4B5 but with
Retard Breaker Magnetos =0A
IO-540-E1A5 290 2575 100/100LL 8.70:1 Same as -B1C5 but with
piston cooling oil jets =0A
IO-540-E1B5 290 2575 100/100LL 8.70:1 Same as -E1A5 but with
-1200 series Magnetos =0A
IO-540-E1C5 290 2575 100/100LL 8.70:1 Same as -E1B5 with
RSA-10ED1 fuel injector =0A
IO-540-G1A5 290 2575 100/100LL 8.70:1 Same as -A1A5 but with
piston cooling oil jets =0A
IO-540-G1B5 290 2575 100/100LL 8.70:1 Similar to -G1A5 but has
-1200 series Magnetos and RSA-10ED1 fuel injector =0A
IO-540-G1C5 290 2575 100/100LL 8.70:1 Same as -G1B5 but has
impulse magnetos and 38-1/2" injector adapter =0A
IO-540-G1D5 290 2575 100/100LL 8.70:1 Same as -G1C5 but has
straight injeecor inlet =0A
IO-540-G1E5 290 2575 100/100LL 8.70:1 Same as -G1A5 but has
-1200 series Magnetos =0A
IO-540-G1F5 290 2575 100/100LL 8.70:1 Same as -G1E5 but with
(2) impulse coupling Magnetos =0A=0AIO-540-J4A5 250 2575 100/100LL 8.50:1
Same as -C4B5 except
comversion for use with turbo-charger, long reach spark plugs, piston
series Magnetos =0A
IO-540-K1A5 300 2700 100/100LL 8.70:1 Similar to -G1A5 but has
-1200 series Magnetos, RSA-10ED1 injector, large crankshaft and 38-1/2_
fuel injector adapter =0A
IO-540-K1A5D 300 2700 100/100LL 8.70:1 Same as -K1A5 but with
D6LN-3000 impulse coupling dual magneto =0A
IO-540-K1B5 300 2700 100/100LL 8.70:1 Similar to -KIA5 but has
two impulse coupling magnetos and straight injector adapter =0A
IO-540-K1BSD 300 2700 100/100LL 8.70:1 Same as -K1B5 but with
D6LN-3000 impulse coupling dual magneto =0A
IO-540-K1C5 300/ 290 2700/ 2575 100/100LL 8.70:1 Similar
to -G1A5 but has -K1A5 rotating system =0A
IO-540-K1D5 300 2700 100/100LL 8.70:1 Same as -K1A5 but has
-200 series Magnetos, flange fuel injector and straight injector inlet =0A
IO-540-K1E5 300 2700 100/100LL 8.70:1 Similar to -K1C5 but has
-1200 series impulse Magnetos =0A
IO-540-K1E5D 300 2700 100/100LL 8.70:1 Same as -K1E5 but with
D6LN-3000 impulse coupling dual magneto =0A
IO-540-K1F5 300/ 290 2700/ 2575 100/100LL 8.70:1 Same as
-G1B5 but with IO-540-K series rotating system =0A
IO-540-K1F5D 300 2700 100/100LL 8.70:1 Same as -K1F5 but with
D6LN-3200 retard breaker dual magneto =0A
IO-540-K1G5 300 2700 100/100LL 8.70:1 Same as -K1A5 but has
diaphragm type fuel pump and drive =0A
IO-540-K1G5D 300 2700 100/100LL 8.70:1 Same as -K1A5D but has
diaphragm type fuel pump and drive =0A
IO-540-K1H5 300 2700 100/100LL 8.70:1 Same as -K1B5 but has
diaphragm type fuel pump and drive =0A
IO-540-KU5 300 2700 100/100LL 8.70:1 Same as -K1F5 but has
diaphragm type fuel pump and drive =0A
IO-540-KU5D 300 2700 1O0/100LL 8.70:1 Same as -K1F5D but has
diaphragm type fuel pump and drive =0A
IO-540-K1K5 300 2700 100/100LL 8.70:1 Similar to -K1A5 except
modified for use with an Aerobatic kit =0A
IO-540-K2A5 300 2700 100/100LL 8.70:1 Same as -K1A5 except has
different propeller bushings =0A
IO-540-L1A5 300 2700 100/100LL 8.70:1 Similar to -K1A5 but
with front air inlet and Retard Magnetos =0A
IO-540-L1A5D 300 2700 100/100LL 8.70:1 Same as -L1A5 but with
D6LN-3000 impulse coupling dual magneto =0A
IO-540-L1B5D 300 2700 100/100LL 8.70:1 Similar to -L1A5D
except for a modified oil sump =0A
IO-540-L1C5 300 2700 100/100LL 8.70:1 Same as -L1A5 but has
diaphragm type fuel pump and drive =0A
IO-540-M1A5 300 2700 100/100LL 8.70:1 Similar to -K1A5 but has
Retard Magnetos and up exhaust heads =0A
IO-540-M1A5D 300 2700 100/100LL 8.70:1 Same as -M1A5 but with
D6LN-3200 Retard Breaker dual magneto =0A
IO-540-M1B5D 300 2700 100/100LL 8.70:1 Similar to -M1A5D but
with RSA-10ED1 fuel injector, automotive type fuel pump, D6LN-3000
impulse coupling magneto and straight fuel injection adapter =0A
IO-540-M1C5 300 2700 100/100LL 8.70:1 Same as -M1A5 except has
impulse magneto =0AIO-540-M2A5D 300 2700 100/100LL 8.70:1 Similar to
-M1A5 but
has D6LN-3200 Retard Breaker dual magneto and provision for fixed pitch
propeller =0A
IO-540-N1A5 260 2700 100/100LL 8.50:1 Similar to -D4A5 but
with O-540-G1A5 crankcase and crankshaft and -K1A5 counterweight
assembly =0A
IO-540-P1A5 290 2575 100/100LL 8.70:1 Same as -G1B5 but has
larger oil pump and is usable for turbocharging =0A
IO-540-R1A5 260 2700 100/100LL 8.50:1 Similar to -N1A5 except
converted for use with turbocharger long reach spark plugs. Piston
magnetos =0A
IO-540-S1A5 300/ 290 2700/ 2575 100/100LL 8.70:1 Same as
-P1A5 but with IO-540-K series rotating system =0A
IO-540-T4A5D 260 2700 100/100LL 8.50:1 Similar to -D4B5 but
has D6LN-3000 impulse coupling dual magneto and horizontal rear inlet
fuel injector =0A
IO-540-T4B5 260 2700 100/100LL 8.70:1 Same as -T4B5D except
has two Slick Magnetos =0A
IO-540-T4B5D 260 2700 100/100LL 8.50:1 Identical to -T4A5D
except for fuel drain boss location =0A
IO-540-T4C5D 260 2700 100/100LL 8.50:1 Same as -T4B5D but has
Bendix D6LN-3200 retard breaker magneto =0A
IO-540-U1A5D 300 2700 100/100LL 8.70:1 Same as -L1A5 but with
up-exhaust cylinder heads and D6LN-3000 impulse coupling dual magneto =0A
IO-540-U1B5D 300 2700 100/100LL 8.70:1 Same as -U1A5D but has
diaphragm type fuel pump and drive =0A
IO-540-V4A5D 260 2700 100/100LL 8.50:1 Same as -T4B5D except
for front mounted fuel injector =0A
IO-540-W1A5 235 2700 100/100LL 8.70:1 Same as -W1A5D except
has two Slick Magnetos =0A
IO-540-W1A5D 235 2400 100/100LL 8.50:1 Similar to O-540-J1A5D
except that it is equipped with IO-540-V4A5D sump, intake pipes and fuel
injection system =0A
IO-540-W3A5D 235 2400 100/100LL 8.50:1 Same as -W1A5D but has
heavier counterweights for use with Hartzell propeller =0A
IO-540-AA1A5 250 2425 100/100LL 7.30:1 Similar to -S1A5 except
for compression ratio =0A
IO-540-AA1B5 270 2700 100/100LL 7.30:1 Same as -AA1A5 except
has impulse magneto and higher rating =0A
________________________________________________________________________________
| From: | Scot Stambaugh <stambaug(at)qualcomm.com> |
| Subject: | IO-540 measurements |
Does anybody have the measurements (length, width, height) of the
IO-540-C4B5 complete package. I am looking at engine alternatives in the
Teledyne Continental line.
scot
________________________________________________________________________________
| From: | Hoverdude8(at)aol.com |
| Subject: | Re: IO-540 measurements |
stop sending me junk mail Thanks
________________________________________________________________________________
| From: | Hoverdude8(at)aol.com |
stop sending me junk mail Thanks
________________________________________________________________________________
| From: | "Michael C. Gamble" <mickyg(at)lightspeed.net> |
I just love twits who sign up for an email list,
and because they don't understand the mechanism
and are too lazy to find out how to use it, just
revert to being insulting? I mean really junk
mail?
Mick
-----Original Message-----
From: Hoverdude8(at)aol.com <Hoverdude8(at)aol.com>
Date: Monday, October 04, 1999 4:49 PM
Subject: Re: Rocket-List: Copperstate
Hoverdude8(at)aol.com
>
>stop sending me junk mail Thanks
>
>
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________________________________________________________________________________
| From: | boggan(at)webtv.net (larry boggan) |
Anyone know of any good buys on electric horizons and dg's?
Vans has some for right at a thousand.
________________________________________________________________________________
| From: | JOHNTMEY(at)aol.com |
| Subject: | Engine Possibles |
Listers... If you've watched engine ads in FLYER or T-A-P, you've seen
IO-540s, 290 hp for sale. I called on this. It is Jim Cullen of Westar
Intl., Tucson. He had 17, & he's got 4 left as of now (10-7-99). That's
about 20 grand for overhauled engine with prop. Sounds good.
He has sold all to homebuilders so far... says he had inquiries from HR
builders but no takers.
Question for our HR & F1 engine / prop experts...
How might an IO-540-G1D5 fit a Rocket ? ... and the prop HC-92-WK-1DW with
aerobatic counterweights at 88 3/4" ?
Thanks, John Meyers Golden, CO
________________________________________________________________________________
| From: | Hr2pilot(at)aol.com |
| Subject: | Re: Engine Possibles |
The 290 -300 Lyc is about 80 # moore than the 250-260 Lyc and it will not fit
in the cowling on the HR II.
John
________________________________________________________________________________
| From: | "Regina Pabo" <eldreg(at)qnet.com> |
| Subject: | Re: Engine Possibles |
John, I've talked to Mr. Harmon about this engine. It's 80 pounds too heavy.
Ken
----- Original Message -----
From: <JOHNTMEY(at)aol.com>
Sent: Thursday, October 07, 1999 2:08 PM
Subject: Rocket-List: Engine Possibles
>
> Listers... If you've watched engine ads in FLYER or T-A-P, you've seen
> IO-540s, 290 hp for sale. I called on this. It is Jim Cullen of Westar
> Intl., Tucson. He had 17, & he's got 4 left as of now (10-7-99). That's
> about 20 grand for overhauled engine with prop. Sounds good.
>
> He has sold all to homebuilders so far... says he had inquiries from HR
> builders but no takers.
>
> Question for our HR & F1 engine / prop experts...
>
> How might an IO-540-G1D5 fit a Rocket ? ... and the prop HC-92-WK-1DW
with
> aerobatic counterweights at 88 3/4" ?
>
> Thanks, John Meyers Golden, CO
>
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Re: LIVING with aircraft batteries |
------------------
>>>A few years back I did some research into batteries for an underwater
>>>propulsion device and I learned that the number of cycles that you got
>>>out of a battery decreased with the percent discharge of the cycles. So
>>>I am wondering what the effect on battery life is when you discharge it
>>>to 5-10% of its capacity. Is that the only way to test the battery?
>>
------------------
bn: It's true that a battery's life is improved by limiting the
bn: depth to which you discharge it on each cycle.
------------------
>So, then, what is different about the construction of a "deep-cycle"
>battery, such as those marketed as such for use in golf carts?
------------------
Deep cycle batteries pack more chemistry into the plate
structure . . . generally limiting the number of plates
per volume and increased spacing between plates which
translates into higher internal resistance and poorer
performance at low temperatures.
I suspect that as the battery technology evolves, the
the gap between batteries optomized for deep cycle
work and cranking service may narrow. Most sealed
lead acid batteries sold are used in deep cycle
applications (camcorders, cellphones, power tools,
etc.) so I'm sure the industry is working hard to
keep this performance arena working well. In larger
batteries (10 a.h. and up) there is also a need for
good cranking performance. One company in particular
has gone the extra mile in optimizing cranking
performance in VERY small cells (1.2 a.h.).
See http://199.239.60.165/
These tiny cells combined with two alternators make
it now possible to remove the pigs found on most
aircraft engines for starters and alternators and
to forego the classic 24 a.h. battery in favor of
light weight alternators, starter, and itty-bitty
batteries for a DUAL electrical system who's TOTAL
weight is about equal to the original 24 a.h. battery!
The only sealed batteries I'm aware of specifcally
made for deep cycle service are true gel-cells offered
by Sonnenschein and Johnson Controls (the old Globe
line). I think B&C still offers a couple of gels
for customers that like them but for my money,
the RG battery is the only way to go for an airplane
were deep cycle performance isn't an issue.
Bob . . .
////
(o o)
===========o00o=(_)=o00o=========
< Independence Kansas: the >
< Jurassic Park of aviation. >
< Your source for brand new >
< 40 year old airplanes. >
=================================
http://www.aeroelectric.com
________________________________________________________________________________
| From: | "Regina Pabo" <eldreg(at)qnet.com> |
"Kelly Ralston" ,
"Alex S. McConahay" ,
"Nikki Coulas" ,
"Terrie Hall" ,
"Gummos" , ,
"whiting" ,
"Bernice Hall" ,
"Cheryl Smith" ,
"Linda Anne Craven" ,
"Donna Saldin" ,
| Subject: | Fw: Honda 20th anniversary special |
Dear Friends,
Since I have owned 2 Hondas, I figured that I would pass this on to you. I
got 205,000 miles on my 1991CRX when I finally sold it this year!!! It
never had any major repairs done to it either, and was still running great.
I only sold it to make room for my new Z3. Who knows, this could be for
real !- Regina---- Original Message -----
From: Linda Hagood <lhlhlh99(at)hotmail.com>
; ; ;
; ; ;
; ; ;
; ; ;
; ; ;
; ; ;
; ; ;
; ; ;
Sent: Friday, October 08, 1999 7:33 PM
Subject: Honda 20th anniversary special
> FIGURE IT CAN'T HURT. READ ON.
>
>
> >From: SClark1009(at)aol.com
> >To: cotec(at)gte.net, NewportFox(at)aol.com, GZigner(at)deltanet.com,
> >rswordes(at)wwge.com, SDANIELS62(at)aol.com, Tomlpl(at)aol.com,
> >Harriet42(at)hotmail.com, reif(at)ocbj.com, DrPham(at)concentric.com,
> >Jeanp(at)earthlink.net, Marlenmil(at)aol.com, drdrive(at)earthlink.net,
> >SAE(at)aol.com, Mdaniel(at)imri.com, jabojames(at)earthlink.net,
> >Hoemdt(at)home.com, Jbade(at)imri.com, Trbaas(at)home.com,
> >Barbara-Attell(at)adsw.com, Philamold(at)earthlink.net,
Veronica(at)imri.com,
> >JClark7006(at)aol.com, CoachRozTX(at)aol.com, CoachYort(at)aol.com,
> >LUV2DANCE(at)earthlink.net, DWDWDW(at)ix.netcom.com, TRWMember(at)aol.com,
> >MUFCDANCER(at)aol.com, lhlhlh99(at)hotmail.com,
> >Janet.Nagurski(at)west.boeing.com, JoySF(at)aol.com, mary(at)apc.net,
> >Rachael(at)winning.com, flowcoach(at)earthlink.net
> >Subject: Fwd: Honda 20th anniversary special
> >Date: Fri, 8 Oct 1999 02:28:33 EDT
> >
> >have fun with this, who knows?
>
> ______________________________________________________
> Get Your Private, Free Email at http://www.hotmail.com
>
----------------------------------------------------------------------------
----
> Return-path: Lrkidg(at)aol.com
> From: Lrkidg(at)aol.com
> Full-name: Lrkidg
> Message-ID: <0.d688aa3d.252ec43f(at)aol.com>
> Date: Thu, 7 Oct 1999 23:51:27 EDT
> Subject: Fwd: Fwd: Honda 20th anniversary special
> To: SarinaEMM(at)aol.com, bscomm(at)smartlink.net, JBARTELLS(at)aol.com,
> CharronMJ(at)aol.com, matt(at)IWByte.com,
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>
> --part2_0.f363ed1b.252ec43f_boundary
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> Return-path: SusanVelas(at)aol.com
> From: SusanVelas(at)aol.com
> Full-name: SusanVelas
> Message-ID: <0.cb48f719.252e60ec(at)aol.com>
> Date: Thu, 7 Oct 1999 16:47:40 EDT
> Subject: Fwd: Fwd: Honda 20th anniversary special
> To: 100725.276(at)compuserve.com, cicero3(at)juno.com, DianaDall(at)aol.com,
> Feeelion(at)aol.com, jcabrera(at)mindspring.com, kujak(at)hotmail.com,
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[172.18.147.35])
> Received: from mailsorter-105-2.iap.bryant.webtv.net
> (mailsorter-105-2.iap.bryant.webtv.net [209.240.198.118]) by
> 2000
> Received: from postoffice-261.iap.bryant.webtv.net
> (postoffice-261.iap.bryant.webtv.net [209.240.199.236]) by
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> X-WebTV-Signature: 1
> ETAsAhR0n3L9UW6GcXaSfkAstu9kUo6QMwIUNs1MaXqHHDcxNWluEaRpCrmDYjg> From: valdal(at)webtv.net
(Val Lanese)
> Date: Tue, 5 Oct 1999 19:00:35 -0700 (PDT)
> To: galaxia(at)aloha.net, EFERUCCI(at)aol.com, LLL333KML(at)aol.com,
> mark(at)glossmedia.com, MDGOGGIN(at)aol.com, mercy68(at)bigplanet.com,
> larrypat(at)softcom.net, ron(at)glossmedia.com, susanvelas(at)aol.com,
> todd(at)glossmedia.com, TTCHAM48(at)aol.com
> Subject: Fwd: Honda 20th anniversary special
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> Content-Disposition: Inline
> MIME-Version: 1.0 (WebTV)
>
>
> --WebTV-Mail-14002-7412
>
> it's a shot--i'll check it in a week--stranger things have happened !
>
>
> --WebTV-Mail-14002-7412
>
> Received: from mailsorter-102-3.iap.bryant.webtv.net (209.240.198.121) by
> Return-Path:
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> mailsorter-102-3.iap.bryant.webtv.net (8.8.8-wtv-d/ms.dwm.v7+dul2)
> From: MamaREP(at)aol.com
> Received: from MamaREP(at)aol.com by imo14.mx.aol.com (mail_out_v22.4.) id
> Message-ID:
> Date: Tue, 5 Oct 1999 01:24:48 EDT
> Subject: Fwd: Honda 20th anniversary special
> To: sirkrats(at)earthlink.net, CBellin718(at)aol.com, mike(at)coughlin.org,
> Sox99(at)webtv.net, Ladykobi(at)aol.com, LEdwar1038(at)aol.com,
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> carl.levin(at)walgreens.com, Lisawey(at)aol.com, llook(at)juno.com,
> CAPRUDOLPH(at)aol.com, Garlicgenx(at)aol.com, Gluttn(at)aol.com,
> Blackrok1(at)aol.com, Shandel111(at)aol.com, A1Hemself(at)aol.com,
> Macroth(at)aol.com, happy6557(at)hotmail.com (alfaalfa),
> gb4590(at)ix.netcom.com, Ringo12(at)webtv.net, terri-phillips(at)onet.co.uk,
> pjbeck(at)penn.com, rachfried(at)webtv.net, rlr(at)chem.ucla.edu,
> rklacey(at)home.com, MASAN003(at)webtv.net, Selket(at)earthlink.net,
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> QCOUPON(at)aol.com, Mugjiggy(at)aol.com, Valdal(at)webtv.net,
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> MIME-Version: 1.0
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>
>
> --part1_d4a1524d.252ae5a0_boundary
>
> DON'T KNOW IF I BELIEVE THIS BUT THERE IS A TESTIMONY HERE TOO. WHAT THE
> HEY!! LET'S GIVE IT A SHOT, I COULD USE A NEW HONDA, MINE HAS OVER
101,300+
> MILES!!
>
> --part1_d4a1524d.252ae5a0_boundary
> Content-Disposition: inline
>
> Return-path: DPlatek(at)aol.com
> From: DPlatek(at)aol.com
> Full-name: DPlatek
> Message-ID:
> Date: Mon, 4 Oct 1999 22:50:11 EDT
> Subject: Fwd: Honda 20th anniversary special
> To: sbrack(at)netzone.com, dcurry(at)psn.net, djweiss1(at)yahoo.com,
> cestrada(at)csdf.cde.ca.gov, PHXJeff(at)aol.com, Hobbitat(at)aol.com,
> KanePono(at)aol.com, GeminiJea(at)aol.com, Trooperisu(at)aol.com,
> HParish(at)phonak.com, LoriStar2(at)hotmail.com, williams(at)deafnation.com,
> LaCoure(at)aol.com, vburke(at)ll.net, tilton(at)azstarnet.com,
> zechzoo(at)hctc.com, Durngood(at)aol.com, HW3646(at)aol.com,
> susanecross(at)email.msn.com, spencers2(at)prodigy.net,
> herzig(at)mediaone.net, esavidge(at)juno.com, bennetts(at)U.Arizona.EDU,
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> rflaith(at)ibm.net, regina(at)indra.com, Kenr(at)ASDB.State.az.us.,
> PoppyMc(at)aol.com, DigImage2(at)aol.com, volybald(at)punahou.edu,
> MamaREP(at)aol.com, plhougland(at)yahoo.com, PJDW3(at)aol.com,
> COPDwood1(at)juno.com, Chamarsh(at)aol.com, marachne(at)spiritone.com,
> Mazza(at)azstarnet.com, gallucci(at)uswest.net, MBabb80072(at)aol.com,
> MillsM(at)mascorp.com, mfooks(at)hotmail.com, mnrcdhh(at)gte.net,
> plum(at)lava.net, Mapgu71(at)aol.com, MMcFa43(at)aol.com, msl(at)fidcouns.com,
> marepack(at)U.Arizona.EDU, msmith(at)isaaceld.k12.az.us, CJLynBB(at)aol.com,
> ldrac(at)flash.net, Politeos(at)aol.com, lsaboe(at)hotmail.com,
> lambrech(at)leahi.kcc.hawaii.edu, COMP4DEAF(at)aol.com,
> Libby_Russell(at)Douglas.BC.CA, dbrumba(at)4dvision.net,
> lunaloca70(at)yahoo.com, Apacheluna(at)aol.com, kdub1017(at)home.com,
> Canasi48(at)aol.com, fraychin(at)theriver.com, Zebramind(at)aol.com,
> winshka(at)goodsamhealth.org, KAWALLY(at)aol.com, Kbell(at)russell.com,
> KGet824181(at)aol.com, KWallerich(at)WSGC.com, Peace48(at)webtv.net,
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> jot1128(at)juno.com, jacollinsjr(at)gci-net.com,
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> keoki@aloha net, Puunene55(at)aol.com, Gail911TTY(at)aol.com,
> gah(at)u.arizona.edu, Framan(at)aol.com, Mercuryc66(at)aol.com,
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> Debjulia(at)aol.com, dgroth(at)longrealty.com, dturley(at)geocities.com,
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> MIME-Version: 1.0
> X-Mailer: AOL 4.0 for Windows 95 sub 246
>
>
> --part2_d4a1524d.252ac163_boundary
>
> Another hoax????? could be but......... What do you have to lose? If it
> isn't, look what you have to gain!
>
> --part2_d4a1524d.252ac163_boundary
> Content-Disposition: inline
>
> Return-path: Lisawey(at)aol.com
> From: Lisawey(at)aol.com
> Full-name: Lisawey
> Message-ID: <1b01ac9a.252a2e4a(at)aol.com>
> Date: Mon, 4 Oct 1999 12:22:34 EDT
> Subject: Honda 20th anniversary special
> To: williams(at)deafnation.com, LaCoure(at)aol.com, vburke(at)ll.net,
> tilton(at)azstarnet.com, zechzoo(at)hctc.com, Durngood(at)aol.com,
> HW3646(at)aol.com, susanecross(at)email.msn.com, spencers2(at)prodigy.net,
> herzig(at)mediaone.net, Collins_Sherri(at)proxy.state.az.us,
> esavidge(at)juno.com, bennetts(at)U.Arizona.EDU, aslaccess(at)juno.com,
> cork14(at)juno.com, PLUMGON1(at)aol.com, tazboy4you(at)webtv.net,
> ertitcom(at)bellsouth.net, ROBEF1221(at)aol.com, rflaith(at)ibm.net,
> regina(at)indra.com, Kenr(at)ASDB.State.az.us., PoppyMc(at)aol.com,
> DigImage2(at)aol.com, volybald(at)punahou.edu, MamaREP(at)aol.com,
> plhougland(at)yahoo.com, PJDW3(at)aol.com, COPDwood1(at)juno.com,
> Chamarsh(at)aol.com, marachne(at)spiritone.com, Mazza(at)azstarnet.com,
> gallucci(at)uswest.net, MBabb80072(at)aol.com, MillsM(at)mascorp.com,
> mfooks(at)hotmail.com, mnrcdhh(at)gte.net, plum(at)lava.net, Mapgu71(at)aol.com,
> MMcFa43(at)aol.com, msl(at)fidcouns.com, marepack(at)U.Arizona.EDU,
> msmith(at)isaaceld.k12.az.us, CJLynBB(at)aol.com, ldrac(at)flash.net,
> Politeos(at)aol.com, lsaboe(at)hotmail.com, lambrech(at)leahi.kcc.hawaii.edu,
> COMP4DEAF(at)aol.com, Libby_Russell(at)Douglas.BC.CA, dbrumba(at)4dvision.net,
> lunaloca70(at)yahoo.com, Apacheluna(at)aol.com, kdub1017(at)home.com,
> Canasi48(at)aol.com, fraychin(at)theriver.com, Zebramind(at)aol.com,
> winshka(at)goodsamhealth.org, KAWALLY(at)aol.com, Kbell(at)russell.com,
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> jot1128(at)juno.com, jacollinsjr(at)gci-net.com,
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> jenkdian(at)cwis.isu.edu, Babsmith(at)pacbell.net, javguy(at)webtv.net,
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> mhanlon(at)supreme.cde.ca.gov, smcleod(at)juno.com, GREGORYAWS(at)aol.com,
> keoki@aloha net, Puunene55(at)aol.com, Gail911TTY(at)aol.com,
> gah(at)u.arizona.edu, Framan(at)aol.com, Mercuryc66(at)aol.com,
> LEDWARDSEA(at)aol.com, Ni4AhTa3Ah(at)aol.com, Gerv57(at)aol.com,
> dlefler(at)jps.net, dgirard(at)wolfenet.com, DPlatek(at)aol.com,
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> dborn(at)joymail.com, Daztr(at)aol.com, laneri(at)goodnet.com,
> WardECBB(at)aol.com, art4cb(at)email.msn.com
> MIME-Version: 1.0
> X-Mailer: AOL 4.0 for Windows 95 sub 26
>
>
> >
> > Date: Thursday, September 30, 1999 7:53 PM
> > Subject: Fw: New Wheels! Please forward...
> >
> >Check this out guys!
> >Dear valued potential customers:
> >Here at Honda we have been well known for over 20 years
> >for providing the best in reliability, comfort, and style. Over the
years
> >we have risen to be one of the top auto industries here in Japan. But
> >that isn't enough. We want to be number one in the US. Now our twentieth
> >anniversary
> >for making cars is here!!! This is the perfect opportunity for you and
us
> >here at
> >Honda to celebrate our 20 years of excellent service. We have been
trying
> >to think of ideas to get more people to know about our cars.
> >And with technology and e-mail being the wave of the future, we want to
jump
> >on this opportunity. So we have set up a rewards system to repay those
who
> >help us spread the word about Honda. Our marketing staff has designed a
> >special program that traces this message as it travels across the US.
Anyone
> >who forwards this e-mail, will immediately have an account at their local
> >Honda
> >dealer opened in their name. This account will initially be opened with a
> >credit of $1,000 toward any new or used vehicle at their participating
> >dealership. For each person you forward this e-mail to, the amount of
$200
> >will be added to your account. If the recipients of this email forward
it
> >you will be rewarded an additional $100 for each person it reaches and if
> >they also forward it your account continues to grow in
> >$100 increments. You can log onto our website at
> ><http://www.Honda.com>http://www.Honda.com to
> >check the balance of your account. If things go well and everyone
> >participates you should see your account grow quite quickly. Follow the
> >on screen
> >instructions to order the specific make and model of Honda you want to
buy
> >with
> >your account. We hope that this is a rewarding experience for you and us.
> >Our goal is to reach over 1 million computers by the year 2000.
> >I thank you for your time and business.
> >
> >Sincerely,
> >Kageyama Hironobu
> >Senior Honda Marketing Advisor
> >
> >
> >Subject: FW: New Wheels! Please forward...
> >I'M SURE I DON'T KNOW BUT WHAT THE HAY!!! CAN'T HURT YOU.
> >Worth a shot...
> >First off, I just want everyone to know that this is the real thing. I
> >forwarded this message to everyone I know about 6 months ago and last
week
> >a Honda employee showed up at my house with my brand new 1999 Civic
> >EX!!! It is so funny because I never
> >believed these things worked and actually I sent this one as a joke to
all
> >my friends. But
> >they forwarded the message too and now I have received a new car!!!
> >My best friend actually hasn't gotten his car just yet but he checked
the
> >balance of his Honda Account and it has reached nearly $11,000!!!
> >Honda's or you just want a new car, please forward this message it is the
> >real thing.
> >
> >Bob Stanley, Denver Colorado
> >
> >Friends, Look I know this sounds too good to be true, and that's what I
> >thought too. But I called Honda's headquarters in Japan and spoke to an
> >American representative myself and it really is true! They assured me
that
> >this the real thing! I still wasn't
> >convinced but I called three weeks later and my Honda account balance has
> >reached the unbelievable sum of $12,500!!! So even if you don't believe
> >this, forward it anyway so my account will continue to grow until I get
my
> >brand new Prelude!!!
> >
> >Steve Kelly, Minneapolis
> >Minnesota______________________________________________________________
> >
>
>
> --part2_d4a1524d.252ac163_boundary--
>
> --part1_d4a1524d.252ae5a0_boundary--
>
> --WebTV-Mail-14002-7412--
>
> --part3_0.f363ed1b.252e60ec_boundary--
>
>
> --part3_0.f363ed1b.252e60ec_boundary--
>
>
> --part2_0.f363ed1b.252ec43f_boundary--
>
> --part1_0.f363ed1b.252ee911_boundary--
>
>
________________________________________________________________________________
| From: | F1Rocket(at)aol.com |
| Subject: | Thank You - Copperstate Fly-in |
Listers,
A very large part of what makes a successful Fly-in is the attendance and
enthusiasm of the people that attend. Team Rocket would like to extend a
sincere "Thank You" to all that visited us at the Copperstate Fly-in. The
show was very successful for us, and beyond that, it was a real pleasure
meeting those of you that came by.
Thank you for taking the time to introduce yourself and chatting for a few. I
look forward to seeing you all again at the next fly-in.
Thanks Again!!
Scott
Team Rocket, Inc.
________________________________________________________________________________
| From: | F1Rocket(at)aol.com |
| Subject: | Southwest Regional fly-in |
Those of you that are planning on attending the Southwest Regional Fly-in
located in Abilene, Texas, please come by the Team Rocket booth to say hi and
introduce yourselves. Weather pending, I will be there Thursday thru Sunday,
leaving Sunday Morning to head back to Fla.
See you there!!
Scott
Team Rocket, Inc.
________________________________________________________________________________
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
Has anybody switched wingtips from a standard set of Van's tips to a set of
Ollie's hot tips? Got any real numbers? I sent Van his tips back. They
were awful quality. Before I shell out much more for Ollie's tips I'd like
to know some real numbers.
Vince
HRII project
________________________________________________________________________________
In a message dated 10/12/1999 12:00:52 PM Central Daylight Time,
VFrazier(at)usi.edu writes:
<< Has anybody switched wingtips from a standard set of Van's tips to a set of
Ollie's hot tips? Got any real numbers? I sent Van his tips back. They
were awful quality. Before I shell out much more for Ollie's tips I'd like
to know some real numbers.
Vince
HRII project >>
Hi Vince:
I sure wouldn't doubt that the tips can help, but you have to operate in
their environment to see the results. I have std tips on my ship. At 7000' or
below, I'd say (from flying with sheared tip equipped ships) that there ain't
much gain. Above that, the increased area starts to show up in increased true
airspeeds (as the angle of attack increases). This is a difficult comparison,
because all the Rockets are so different.
A more or less rule would be: a certain ship, when it would have less wing
area (as would be the case with std tips) wold be faster down low, whereas
the same ship with more area (with the sheared tips) would be faster up high.
Some say the speed of the larger area ship would match the speed of the
smaller winged ship down low. A Rocket driver in PHX confirmed this, but had
no high altitude data when I talked to him.
All this info means nothing to you tho, as you have no tips (you returned the
Van's tips), and ya gotta get some somewhere! Ollie's are much better than
Van's, as far as the quality of the layup is concerned. Team Rocket Inc
doesn't have any in production just yet, or I'd try to sell you a set (we
tried Ollie's on our wing, and they don't fit. We are working on our own set
(different shaped molds), which will include a nav/strobe bulkhead and lens).
After I get a production set, I can see if these will fit the Van's airfoil
and chord length. This could happen as early as November.
Summary:
If you want a set of tips now, you'll have to buy from Ollie & Co (thru
John). If you want nav/strobes on your ship, Tracy Saylor has a kit for this
(to fit Ollie's tips). We have the nav/strobe kits for $325/set. Ollie has
the setup for tip mounted landing lights -- looks good too.
I hope this helps!
Check six!
Mark
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Re: Use (of Nightsun lites) with an alternator power source |
I checked out this product on several websits . . . please don't
spend a lot of bux purchasing these things for adaptation to
airplanes.
The bulbs used in their fixtures are plain vanilla halogen
spot/flood devices not unlike the one you'll see at
http://www.aeroelectric.com/exh.jpg
These bulbs have built in reflectors and come in a wide
variety of wattages and beam spreads. The 12V rated lamps
are used by the thousands in product displays in stores
and are quite inexpensive. One might also consider using
a common automotive headlamp like the one I show at
http://www.aeroelectric.com/4352.jpg
This lamp is 55w, very compact, the right shape for leading
edge incorporation and a whold lot less expensive than the
Nightsun products.
The respondant's concerns about "regulation of the vehicle"
shows lack of knowledge of how things are supposed to work.
It's true that a bulb's life varies strongly with voltage.
For example, running a bulb a 95% of its rated value doubles
the life, 105% of rated value halves the life. HOWEVER,
given that these bulbs are designed for thousands of hours
service in high duty cycle service like storefronts should
mitigate the builder's concerns for service life . . . especially
since the 4509 lamp used in tens of thousands of certified
ships has a service life on the order of 10-20 hours!
Check out the light bulbs I've suggested above and do some
poking around on your own in the lighting sections of hardware
stores and automotive suppliers . . .
> FYI
> With regard to the recent post about the Nitesun biking lighting......I
>asked them if these type of lights could be used with an alternator as a
>power source. Their response is below.
>
>--------- Forwarded message ----------
>From: "Nightsun" <night-sun(at)mail.wman.com>
>To: Dana Hill
>Date: Sun, 10 Oct 1999 09:24:09 +0000
>Subject: Re: Use on a car?
>Message-ID: <199910101625.JAA07838(at)home.wman.com>
>
>Might work ok, but what wories me is the voltage regulation of the
>vehicle. Some alternators / voltage regulators but out upto 16 vdc,
>way too much for our bulbs. Upto about 14 will work, but the lamp
>life will be shortened, over 14 and the lamp life would be very
>short. Most airplanes are 28 volt.
> In any event we do not sell headlights without batteries.
>
>
>Regards,
>
>
>Nightsun
>
>To: info@night-sun.com
>Subject: Use on a car?
>From: Dana Hill <dhill36(at)juno.com>
>
>Hi Night-Sun,
> I would like to know if your lighting system could be hardwired into
> a
>14 Volt DC charging system, such as a car/airplane? Would this sort
>of mod be difficult? Any info in this regard would be appreciated.
>
>Thanks,
>Dana Hill
>
>Customer Service, Monday to Friday, 9 a.m. to 5 p.m., Pacific time
>626-799-5074
>
Bob . . .
////
(o o)
===========o00o=(_)=o00o=========
< Independence Kansas: the >
< Jurassic Park of aviation. >
< Your source for brand new >
< 40 year old airplanes. >
=================================
http://www.aeroelectric.com
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Re: Bulky, unreadable files |
>Hi netters.
>
>I hate to be a whiner, but I got two files in the Vol 01, Number 509
>Glastarnet that flat filled up my bit bucket. I had to stop and empty it
>before the computer would work again. I could name names, but I won't. One
>was a WINMAIL.DAT file, and the other was MIME. Please, please look at what
>you are putting out to avoid this problem. I know, I know. I had trouble
>passing "Works and plays well with others" too.
>
>Bobbi & Ric Lasher
>#5648 BN954BR
>Cocoa, Fl.
I subscribe to about a dozen list-servers so it takes quite
a bit of time to download ordinary message traffic. If a couple
of folks attach a few hundred K-bytes of "information" it
really slows things down and increases the risk of problems
like Rich describes.
There is an EASY way to avoid this for most folks. If you have
a real internet access account with server hardrive space,
you can upload large files to your server and then give people
pointers on how to find them. For example, click on this:
http://www.aeroelectric.com/exh.jpg
You need an FTP program and little instruction which your ISP
provider should be able to provide. You'll gain a new skill,
a new tool for effective communications and avoid forcing
our friends to download data which may be of no interest.
Bob . . .
////
(o o)
===========o00o=(_)=o00o=========
< Independence Kansas: the >
< Jurassic Park of aviation. >
< Your source for brand new >
< 40 year old airplanes. >
=================================
http://www.aeroelectric.com
________________________________________________________________________________
| From: | boggan(at)webtv.net (larry boggan) |
What is the greatest continuous rate of climb anyone is getting out
there?
at what speed?
What are peoples best cruise speeds for best fuel consumption per mile
traveled?
Just wondering.
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Broken link on landing light image . . |
Several people wrote to say they couldn't see the image
at http://www.aeroelectric.com/4352.jpg . . .
It's been fixed (unix/linux machines CARE if you
use upper case or lower case in file names! Sorry 'bout
that.
This lamp is quite compact . . . is a sealed assembly so that
the reflector stays clean and bright. It's also a modern haolgen
lamp that has a MUCH longer life than most landing lights offer
for aircraft. It's only about 2-1/2" tall which might
make it attractive for leading edge installations.
Several folk were concerned about heat . . . to be sure,
a 50 watt lamp puts out MOST of its energy in heat . . .
however a halogen lamp puts our a higher percentage of useful
energy (light) for total watts input compared to the
1940-1950's lamps on most certified ships.
Further, since we're talking in terms of 50-55 watt lamps,
the heat problem is less than HALF that posed by mounting
a 100 watt lamp from a Cessna.
The automotive lamp is pretty attractive from a heat
handling perspective because it sreads the forward radiated
heat over a larger surface area than a 50W round lamp
such as the EXH. In either case, dealing with the heat
output of these modern lamps shouldn't be a big deal.
Dee and I just got back from the SW Regional Flyin at
Abilene, TX (used to be in Kerrville). Gave two forums
and made plans for both forums and workshops next year.
Even picked up a nice tailwind for part of the return
trip . . . first time I've ever seen 145kts on the GPS
in the C172XP!
Bob . . .
////
(o o)
===========o00o=(_)=o00o=========
< Independence Kansas: the >
< Jurassic Park of aviation. >
< Your source for brand new >
< 40 year old airplanes. >
=================================
http://www.aeroelectric.com
________________________________________________________________________________
| Subject: | Re: Rocket-List Digest: 10/16/99 |
From: boggan(at)webtv.net (larry boggan)
What is the greatest continuous rate of climb anyone is getting out
there?
at what speed?
What are peoples best cruise speeds for best fuel consumption per mile
traveled?
>>
If you really want to know, EM aviation will have available in the spring a
recording AOA system, do some timed climbs, then figure which was the best,
using the AOA fly that angle and you will always be correct. System will be
available for lease for a minimal amount. The AOA will remain constant,
which airspeed will not with different weights and altitudes.
Elbie Mendenhall, elbie(at)aol.com
EM aviation
www.riteangle.com
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Comic book on coax connectors . . . |
There was some discussion a couple of weeks ago about "screw on"
connectors for coax antenna cable and some of us got our tongues
wrapped around our eyeteeth and couldn't see what we were saying.
I've just published some pictures of various BNC style connectors
with a link from the "what's new" box at our website. Interested
builders are invited to click on:
http://www.aeroelectric.com
Bob . . .
////
(o o)
===========o00o=(_)=o00o=========
< Independence Kansas: the >
< Jurassic Park of aviation. >
< Your source for brand new >
< 40 year old airplanes. >
=================================
http://www.aeroelectric.com
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Potential heating problems with suggested lamps . . . |
Been getting a lot of questions concerning the two lamps
I illustrated as possible candidates for landing lights
on airplanes. I thought I'd elaborate for the group's
benefits. To date, I'm not aware of anyone who has installed
the 4352 an airplane. I had a Kitfox or Avid builder builder
put a pair of the little spotlights in the underside of each
wing to provide peripheral vision clues during landing and
he reported this arrangement to be satisfactory to his
needs.
Folks are still asking about heat. A few minutes ago
I conducted a very subjective experiment. Went out in
the driveway and hooked a 4352 to my van battery with
the engine idling. Again, just pointing the thing
around the neighborhood, I reaffirmed my first impression
that ONE of these lamps would suffice to land an airplane.
After three minutes, the lamp was too hot to touch for
more than a few seconds near the rear of the housing
where the connector penetrates it and on the large top and
bottom flats.
The mounting rim was quite easy to hold in the fingers.
Holding one's hand out in front would produce a too
warm to stay there after 30 seconds or so. My impression
is that a piece of lexan over this bulb is in no danger
of overheating.
If one installed a 4352 in EACH wing and used a wig-wag
circuit for collision avoidance, the heat energy from
each bulb goes down by a factor of 2 'cause it's on
half the time. Total system power is the same as for
one lamp since only one bulb is on at a time. In the
final seconds before flare, you could run both bulbs
continuously for the actual landing.
This seems like a good way to (1) have dual bulbs
so that you'll always have one if the other burns
out, (2) very effective recognition lighting, (3)
110 watts of "landing" light on a energy budget nearly
equal to one 55 watt lamp, (4) buy new lamps at
K-mart for a fraction of the cost of clasical "aircraft
quality" landing lights.
If someone will dope out the mechanical details of
mouting these in their particular project and send
me drawings/pictures. I'll publish them on our website.
Bob . . .
////
(o o)
===========o00o=(_)=o00o=========
< Independence Kansas: the >
< Jurassic Park of aviation. >
< Your source for brand new >
< 40 year old airplanes. >
=================================
http://www.aeroelectric.com
________________________________________________________________________________
| Subject: | Rocket rate of climb |
<< The 3000 meter (9,840 ft) record Flyin' Tiger set at AirVenture '99 is - 2
min. 20 sec. (unofficially as of yet to) for an AVERAGE of 4223 ft. / min.
including the take-off roll. Back out 4 seconds for take-off roll and it
becomes 4354 ft. / min. AVERAGE.
Initially the IAS is 115 mph. Fly the AOA from there....
No airplane flies a continuous rate of climb without giving up some of it
somewhere.
Gary Hunter
Crew Chief
The EXXON Flyin' Tiger
>>
From: "Hunter, Gary GA SCC" <GH334766(at)MSXSCC.SHELL.COM>
Subject: RE: Rocket-List Digest: 10/17/99
Date: Mon, 18 Oct 1999 06:17:41 -0500
The 3000 meter (9,840 ft) record Flyin' Tiger set at AirVenture '99 is - 2
min. 20 sec. (unofficially as of yet to) for an AVERAGE of 4223 ft. / min.
including the take-off roll. Back out 4 seconds for take-off roll and it
becomes 4354 ft. / min. AVERAGE.
Initially the IAS is 115 mph. Fly the AOA from there....
No airplane flies a continuous rate of climb without giving up some of it
somewhere.
Gary Hunter
Crew Chief
The EXXON Flyin' Tiger
> -----Original Message-----
> From: Mlfred(at)aol.com [SMTP:Mlfred(at)aol.com]
> Sent: Monday, October 18, 1999 3:26 AM
> To: GH334766(at)msxscc.shell.com
> Subject: Fwd: Rocket-List Digest: 10/17/99
>
> Hi Gary:
>
> Hello from the Cz Republic! This note from the Rocket list this AM...would
>
> you like to address this one? I figure Bruce has pretty much the highest
> numbers for this guy, but us lil' standard boys certainly have a bit lower
>
> numbers...which are more sane...
>
> Regards
> Mark
>
> In a message dated 10/18/1999 1:58:42 AM Central Daylight Time,
> rocket-list-digest(at)matronics.com writes:
>
> << Rocket-List message posted by: boggan(at)webtv.net (larry boggan)
>
> What is the greatest continuous rate of climb anyone is getting out
> there?
> at what speed?
> >>
> << Message: Rocket-List Digest: 10/17/99 >>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
>Any thoughts on how many watts it takes on average for a small plane to be
>able to light up the runway on approach and landing? I like Bob's idea of
>the 50w 4352s for the wings, a total of 100w. (Got to keep the math simple)
>What about a third light (100w?) in the nose for a total of 200w? Where are
>the best places to mount lights in the wing - out towards the tips or in
>closer? In my old C-130 days, we had a light that rotated down from the
>bottom of the wing to point forward. After landing, you flip the switch and
>to rotated back up into the wing. Could this be done on a Kitfox? Anyone
>with experience on what is the minimum amount of light needed to make it
>worthwhile in the first place please step forward.
>
I tried this experiment a few years back while we owned an
airport complete with J-3 Cub: I took an ordinary sportsman's
lantern (6v, 0.8a bulb for a grand total of 4.8 watts!) and
duct-taped it to the strut so that it pointed in the right
place for looking ahead in a wheel landing attitude. I can
tell you that this light was entirely adequate for performing
a series of touch-n-go's in the Cub long after the sun went
down. If I needed to build a minimum energy system (perhaps
wind generator powered?) for night landings in the Cub,
a pair of 5w fixtures on each wing would be quite useful
and doable.
Adequate lighting has very little to do with watts, it has
to do with what you can see. If you fly off of runways in the
bush and expect to crow-hop over an occasional deer or
possum on the runway, then a few kilowatts of police-
hellicopter klieg-lights may not be enough. If you need to
accomplish reliably controlled landings on a runway that
is already outlined in the little row of bulbs down each
side, then it can be a whole different story (the runway
lamps on our airport were 8 watt sewing machine bulbs!).
Piling on the watts and lumens may be satisfying in some
respects. I'll suggest that we're building the best airplanes
that have ever flown. Part of being "best" means optomizing
hardware to the task while considering temperature
rise, power consumption, installation ease, utility,
cost/performace ratio, etc. We who have roots deep in
the certified aircraft world bring a lot of baggage with
us when it comes to sorting out what's useful versus
what's found on the heavy-iron birds we learned in.
Right here in these forums is where we sort through the
pieces and parts to see what's really useful while
hopefully eliminating all things from the hard-to-do pile.
Bob . . .
////
(o o)
===========o00o=(_)=o00o=========
< Independence Kansas: the >
< Jurassic Park of aviation. >
< Your source for brand new >
< 40 year old airplanes. >
=================================
http://www.aeroelectric.com
________________________________________________________________________________
| From: | rsmith(at)ak.net (Rodney Smith) |
Hi Scott and Mark,
Any estimate on when a slowbuild tail kit will be available for the new
Rocket and what the price might be?
Rod Smith
Wasilla, AK
________________________________________________________________________________
| Subject: | Re: Slow build kits |
In a message dated 10/18/1999 1:32:51 PM Central Daylight Time, rsmith(at)ak.net
writes:
<< Any estimate on when a slowbuild tail kit will be available for the new
Rocket and what the price might be?
Rod Smith
Wasilla, AK
>>
Hi Rod:
I'll tell ya, if there's a good way to get in trouble, it would be to
estimate the rate of another person's work...so I'd better not say when the
empennage will be ready. We have the engine mount to whip yet, and the emp is
after that. Looks like early 2000 at this point.
I have to add, these guys are doing some really clever things here, but they
are a bit overcautious. Or, would that be just enough? In any case, they
won't let something out until they are satisfied, which means they will
assemble and tune the emp kit before release.
I'm writing this from the Czech Republic, where my guys & I are helping to
tune the final assy of the fuselage. Looks better than any other kit parts
I've seen. The bulkheads, longerons, and all milled parts are all anodized
for corrosion resistance,as are all interior parts and pieces of the wing
assy. The empennage kit will recieve the same treatment. The riveted skins
are primed inside. The steel parts are cadmium plated. The belly/rear spar
area is tuned so it actually fits now. The instrument panel is a removeable
part for somewhat easier service. The firewall is tweaked to allow better
magneto access.
It looks like I went on a bit, but this info is important information to have
when comparing different products.
If you have other questions, please feel free to ask!
Check six!
Mark
________________________________________________________________________________
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
Rodney,
I just received all my slow build kits, but not from Scott and Mark.
I'll post my comments not to say that either version of the Rocket is
better, I think they're virtually identical, but to share information. I
was seeking this info a couple months ago and couldn't get adequate answers
to some of my questions. It's tough to decide where to send your hard
earned dollars! If you have the need for speed but can't afford the QB then
simply order from Harmon and Van. I simply didn't want to wait who knows
how long for a slowbuild from F-1 folks. Here's the scoop:
The total cost for my kits was about $13000. That includes the entire
airframe: tail, wings, rear fuselage from Van's and Harmon's conversion
kits. In other words, everything except the engine, prop, paint,
upholstery, instruments and canopy bubble.
I got John Harmon's list of RV-4 parts that aren't needed and crossed them
off my order to Van's and the rest came from Harmon. I was worried about
Van's not wanting to fill the order but they didn't squawk. Of course I
didn't say exactly what I was doing either. However, when my kits arrived
it was obvious that Van's fills these orders regularly. They seemed to know
exactly what to leave out judging by the order of the packing slips and the
way everything went without a hitch. They have you sign a "non-standard
kit" form when they receive the order. I suppose that relieves them of some
liability? It took a couple months to get everything from Van's but the
tail came immediately. Everything came from John within two weeks.
I have to say that Van has improved the RV-4 kits immensely since I built my
first 4 in the early '90's. Wow! They have done a million little things
that will make the kit go together faster. John's stuff looked very good
too. Van's fiberglass wingtips, however, were a real disappointment. The
bottom surfaces were wavy although they certainly could hav been fixed. I
sent them back and plan to order a set of hot tips as soon as my refund gets
here. ALL Van's metal parts were flawless though so it didn't seem like a
big deal to me. I wanted the other tips anyway
Sure you may have to do a little more leg work (and brain work) to build
the traditional HRII but I don't see any huge problems (except paying for
the big fan up front). If it bothers you to buy from Van's and also from
John.... well, you probably worry to much. And if you worry that much you
probably need the QB kit anyway, or just buy a flying plane.
Both companies, Van's and Harmon's, have been around for years and support
is only an email or phone call away. BTW, John anwers his emails much
faster than Van's, IMHO. Mark and Scott are very good resources too, even
for the traditional HRII builders.
Nothing against Scott and Mark in any way, but they have a tough act to
follow if you want a slow build kit. Let me restate that one more time so I
don't get a bunch of flaming e's. Mark and Scott have a fine product. I
hope they make a billion dollars. But right now they don't have a less
expensive slowbuild for us poor country boys. That's why I went the
traditional route... it would do no good for me to have a nice QB airframe
and no money left for the engine!
Here's an unrelated tidbit that might SAVE somebody a few BUCKS. Over the
years I have come to expect that crates from the west coast (Van's) shipped
to Indiana will cost between $60 and $200. Imagine my surprise when a
single crate from Bakersfield cost $511 for shipping!!! I said WHAT!!!! to
the man at the shipping terminal and explained that I thought that was way
to much money for a single crate. After a few minutes he explained that the
crate was misclassified and the charge was $227. Airplane parts cost more
than airplane materials to ship he explained. Huh? What difference should
that make? I thought that $227 was still too high but paid it rather than
shipping it back. So here's my advice: Always pick your crates up at the
terminal as you won't be able to easily negotiate with a truck driver idling
outside your garage. Also if the shipping cost seems too high, start
squealing... the man at the terminal is more likely to negotiate than to
ship something back!
John, if you read that last paragraph, maybe consider Roadway or ABF and
dump ConWay Western express!!!
Vince
Traditional HRII
Mount Vernon, IN 47620
812-464-1839 office
________________________________________________________________________________
| From: | "Gummos" <tg1965(at)linkline.com> |
I was installing my engine the other day. It is a IO-540 J4A5. It has
paralell valves and 250 HP. Acccording to the info I could find, it is the
same as the C4B5 model but is set up for trubo charging. It has oil nozzles
to squirt the bottom of the pistons. I thought it would be the same size as
the C4B5 and I have not modified the engine in anyway.
The bottom line is that the fuel pump hits the firewall. It needs another
0.5 inch to fit and more if you want to be able to remove and replace
without removing the engine.
Anyway, have modified the firewall and will try to mount the engine again
this weekend.
On the other hand, the engine, the vibration mounts, and engine mount lined
up perfectly and would have installed in less than an hour.
Tom Gummo
Apple Valley, CA
________________________________________________________________________________
| From: | Hr2pilot(at)aol.com |
Tom
Is that engine equipped with a diaphragm pump or a rotary pump?
JOHN
________________________________________________________________________________
In a message dated 10/20/1999 12:35:32 PM Central Daylight Time,
tg1965(at)linkline.com writes:
<< The bottom line is that the fuel pump hits the firewall. It needs another
0.5 inch to fit and more if you want to be able to remove and replace
without removing the engine.
>>
HI Tom:
Didn't Harry Paine try to use one of these motors and have the same problems?
You might want to get his # from John, and give Harry a call..might be a
situation where you should change the assy housing out.
John Zidek has a "J" motor in his Rocket, but it was the 235 HP version from
a Maule. He said it fits fine, and weighs considerably less than the "C"
series.
Check six!
Mark
________________________________________________________________________________
| From: | "Gummos" <tg1965(at)linkline.com> |
John,
Remember, the only tool I know how to use is a hammer.
With that said, I think it is a rotary pump. The pump installs on the
bottom left location on the acc. case. There is a housing which holds a
shaft which goes inside for 3 inches to connect to the gears. It is about
0.5 inch tall on the outside. The fuel pump has a gear which connects in
this housing and is about 3 inches thick.
As a side note, we used the material obtained from you to construct the
firewall. I don't think we made an error in construction, but if we did, I
can't find it.
Will let you know how Friday goes.
Tom
----- Original Message -----
From: <Hr2pilot(at)aol.com>
Sent: Wednesday, October 20, 1999 3:25 PM
Subject: Re: Rocket-List: IO-540 J4A5
>
> Tom
> Is that engine equipped with a diaphragm pump or a rotary pump?
> JOHN
>
>
________________________________________________________________________________
| From: | F1Rocket(at)aol.com |
Listers,
Following the thread for intercoms, we have a very nice one that we sell. NAT
manufactures an intercom called the Odyssey. The features of this intercom
are as follows:
Individual microphone circuits/digitract
Wind, engine, and other noises are significantly reduced with their patented
individual squelch circuitry, enabling only the active microphone. Digitract
"autotracking" allows the squelch setting to be constant in changing cockpit
noise.
Stereo Music Input
The odyssey supports various stereo music input such as tape or CD players,
line level or speaker outputs.
Odyssey Stereo ICS Series
Many intercoms provide music muting, but the Odyssey allows the pilot to
control the level of muting to suit the situation. The pilot can choose from
a range of full muting during critical communications to none at all for
inflight music, or anywhere in between.
AVR Priority
Automatic Volume Reduction system. The pilot can select at the panel which
communication source is priority, ATC or intercom. This feature places the
less critical source at a partially muted level, maintaining the ability to
continuously monitor it.
Stuck Microphone Alert
If the transmitter button is pressed for more than 30 seconds, an audible
warning is played in the pilot and co-pilots ear.
Autmatic/Manual Failsafe
In the event that failure occurs in the power source, the failsafe mode
activates automatically, routing the pilots headsets directly to the audio
panel or radio source. If a partial failure occurs within the intercom, it
can be manually switched to the failsafe mode by turning the system off.
Team Rocket's price: $369
Scott
Team Rocket, Inc.
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
>Bob, I recently bought a copy of the AeroElectric Connection and think
>it's a great resource...I have one question and I'm sure it's in the
>book somewhere (I just can't find it), but what is the difference
>between an Essential Bus and the other power distribution buses?
>
>Thanks for the primer!
>
You're welcome. I'm pleased that you find the work useful!
Not much . . . bus structures can be divided up for
a variety of reasons. The items powered from any particular
bus will have something in common. For example, a fuseblock
or row of breakers might be feed from the always hot side
of a battery contactor to supply needs of dome lights, clocks,
engine hour-meters, electronic ignition, . . . any item that
you want to have powered EVEN IF the rest of the electrical
system is shut down.
In the case of an ESSENTIAL bus, I encourage builders to
consider the electrical items most useful in getting to
intended destination. These must certainly include minimal
lighting, primary nav radio, turn coordinator, a voltmeter
and perhaps engine boost pump. The goal is to define a very
low energy budget for utilizing a finite amount of energy
on board in terms of battery capacity.
I discourage calling it an EMERGENCY bus . . . if airplanes
are properly designed and operated, electrical emergencies
don't happen. This is why we have an ESSENTIAL bus - to
keep an electrical event from becoming an EMERGENCY. Some
builders still call it their "avionics" bus and include
the now outdated "avionics master" switch in the normal
feed path. Note however that the essential bus in my drawings
have two, independent power pathways to get electrons to the
most needed devices.
Hope this helps . . .
Bob . . .
////
(o o)
===========o00o=(_)=o00o=========
< Independence Kansas: the >
< Jurassic Park of aviation. >
< Your source for brand new >
< 40 year old airplanes. >
=================================
http://www.aeroelectric.com
________________________________________________________________________________
| From: | "Gummos" <tg1965(at)linkline.com> |
| Subject: | IO-540 J4A5 mounting problem |
I would to report that the modified firewall accepted the engine.
The modification is hard for me to describe. Starting just above the engine
mount bolts (the two in the center), angle of the firewall was changed to
vertical. By carefully cutting and drilling out of the rivets, the pieces
were used to reconstruct the new firewall. This allowed room for the fuel
pump and didn't effect the rudder petals or brakes.
I am much happier now. Work continues. Flight in my life time seems
possible again.
Tom Gummo
Apple Valley, CA
________________________________________________________________________________
| From: | "Lui" <signco(at)flash.net> |
- Does anyone has some "emailable" photos of your projetc or completed
Rocket that would mind to share?
- Has anyone put a Rocket builder WEB page together?
Thanks
Luis
Austin, TX
________________________________________________________________________________
| From: | "dlbenham" <dlbenham(at)smithville.net> |
Lui: Check out www.matronics.com/rocket and www.captainkaos.com for picture
of some rockets.
Dallas
Southern Indiana
________________________________________________________________________________
| From: | "Archie" <archie97(at)earthlink.net> |
Has anyone experimented with various main
gear tire sizes on the Rocket? (or RV)
Archie
________________________________________________________________________________
| From: | "Lui" <signco(at)flash.net> |
| Subject: | RE: Rocket-List Digest: 10/23/99 |
Dallas:
Thanks for the input. I knew about www.matronics.com/rocket. Didn't know
about www.captainkaos.com until your email and Captain Kaos'. Thanks
everyone again, Luis Austin, TX
___
From: "dlbenham" <dlbenham(at)smithville.net>
Subject: Re: Rocket-List: Misc.
Lui: Check out www.matronics.com/rocket and www.captainkaos.com for picture
of some rockets.
Dallas
Southern Indiana
________________________________________________________________________________
| Subject: | Re: RE: Rocket-List Digest: 10/23/99 |
Kaos is a great guy, once he got over his unatural need for cheese here at
oshkosh. I went out to dinner with team rocket and kaos thinks us wisconsin
people like cheese way to much. lol For anyone interested Kaos was at
Oskosh with Mark and Scott so some of you might have met him. Also check out
his website he has some great pictures of oshkosh.
Chris Wilcox
CGW Insurance & Investments
www.cgwi.com
________________________________________________________________________________
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
try this site for rocket pics....
http://www.maui.net/~russ/rocket/
Vince Frazier
3965 Caborn Road
Mount Vernon, IN 47620
812-985-7309
University of Southern Indiana
812-464-1839
________________________________________________________________________________
| From: | Al Mojzisik <prober(at)iwaynet.net> |
| Subject: | UH-OH EVERYONE PLEASE READ THIS! |
Well fellow listers it's almost Halloween and you know what that means.
November is just one weekend away and our annual RV-List fund raiser is
about to kick off! This year all of these pitiful pleas for participation
will be going to three additional lists as well. The Rocket, Zenith, and
Kolb Lists will also be exposed to my shameless appeals on Matt's behalf.
For those of you who have never been through this before, what I do is try
to get you to VOLUNTARILY contribute a donation to Matt to help keep all
these homebuilt aircraft computer lists financed and in state-of-the-art
working order. I have been so impressed that Matt has never REQUIRED us to
pay any user fees that I have volunteered to be the list "Tax Man". I will
be posting from three to four e-mails a week with pleas in various forms
(mostly humorous, all intended to be) to try to make you want to
contribute. Either by shamming you into it, peer pressure, or anything else
that I think will work. Feel free to send me any skeletons of other list
members that I can use to accomplish these goals ;-) ).
The point is, these lists take a lot of Matt's time and money to run for
our convenience. Everyone who subscribes to them gets some form of benefit
from them. This benefit has to have a monetary value to you and YOU get to
decide what that is. (At least a magazine subscription price I hope!)
From the response I got privately last year everyone really enjoyed last
years fund raiser and made it a point to read the posts. My subjects will
always be in capital letters and from me so you will know before you open
it what it's going to be about. I would like to encourage anyone who wishes
to give testimony on how the list helps them to feel free to do so, but
please let's not start until next week. November is Turkey month here in
the USA so just kind of look at me as your List Turkey and make that
donation early to get it over with! I will post one of last years favorites
later today so you can kind of get a feel for what is going to be coming.
I hope you all enjoy it and are as generous this year as you were last
year. Al Mojzisik IRS agent............Internet
Revenue Service
PS.....Matt do you have anything you can tell us about how last years
donations were spent and plans for the future ????
You can make on-line secure credit card donations at:
http://www.matronics.com/contribution.html
Or if you wish, you can send your opinions and a generous check too:
Matt Dralle
PO Box 347
Livermore, CA 94550
________________________________________________________________________________
| From: | Al Mojzisik <prober(at)iwaynet.net> |
| Subject: | RV-List: FAA BANS RV-LIST |
>--> RV-List message posted by: Al Mojzisik
>
>FAA administrator, Jane Garvey, announced today in Washington that the
>RV-List operated by Matt Dralle (On the left coast!) was to be shut down.
>Citing the 51% rule as the reason for the shut down Garvey explained that
>with the advent of Vans Quick Build Kits the RV-List offered so much
>additional assistance to the builders that they no longer met the 51%
>criteria! "These builders are really pushing the envelope!" Garvey was
>quoted as saying. "They get all there builder questions answered by one
>simple E-Mail to this list! They no longer have to spend hours trying to
>figure out the plans and the manuals supplied by the kit builder. This
>significantly reduces build time and they make far fewer mistakes. It has
>taken most of the fun out of being the Administrator and besides, that
>Dralle guy has nicer hair than me!" She also noted. Rumor has it that
>Vans also supports the ban because they have noticed that their sales
>of replacement parts has significantly decreased since people get advice on
>how to do it the right way the first time from "one quick question" to the
>List. We were not able to confirm this rumor however.
>
>It was suggested by Moe Colontonio that builders supply their serial numbers
>to the list administrator and if they cross check to a Quick Build serial
>number then they would not be allowed on the list. Moe also asked that if
>anyone had a spare empennage and NON-Quickbuild serial number he would be
>interested in purchasing it.
>
>Doug Rozendaal asked the administrator if it wasn't possible that she was
>just jealous because Matt Dralle calls himself an administrator too? (The
>List Administrator) To which Garvey replied, "Absolutely not! I can care
>less what he calls himself! Don't you fly that pink airplane I saw at
>Oshkosh? We'll have to have a closer look at that machine!" After which
>Rozendaal withdrew his question.
>
>Chet Razer and some others at this point in the meeting asked Ms. Garvey if
>there was any more beer since they were done flying for the day anyway. To
>which Ms. Garvey responded that that "was an inappropriate question at
>such a meeting! " After which Ms. Garvey was bombarded with questions
>about bolt torque, Extra storage space in RV's, numerous engine questions,
>and finally some misguided newbie asked her about PRIMER!
>
>After tearing her hair out (no wonder Matt's looks better) Ms. Garvey
>suggested that maybe she better have another look at the RV-List ban and
>reassess her position. She said she is open to more public input if you
>don't mention PRIMER!
>
>You can contact the Administrator at:
>
> http://www.matronics.com/contribution.html
>
> Please have your Credit Card ready!
>
>Or if you wish, you can send your opinions and a generous check too:
>
> Matt Dralle
> PO Box 347
> Livermore, CA 94550
>
> If you even smiled once, won't you contribute? AL
>
>
> +--
--+
> | Visit the Matronics & RV-List Web Sites at http://www.matronics.com
|
> | ---
|
> | To [un]subscribe from the RV-List, email
"rv-list-request(at)matronics.com" |
> | & put the word "[un]subscribe" in the *body*. No other text or
subject. |
> | ---
|
> | Please aggressively edit quoted text on a followup posting!
|
> +--
--+
>
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
>Why don't you want an automotive alternator with a built in voltage
regulator?
>There are many homebuilts that fly with these. I have one myself-bought it
for
>$100- its out of a Chevy Spectrum- 60 amp and very small. I have 2 1/2 years
>and 300 hrs on it now with no problems.
I'm pleased that your experience with built in regulators has
been positive. However I'll ask that you please review:
http://home.kscable.com/aeroelectric/articles/bltinreg.pdf
http://home.kscable.com/aeroelectric/articles/failtoll.pdf
http://home.kscable.com/aeroelectric/articles/crowbar.pdf
http://home.kscable.com/aeroelectric/articles/bleadov.pdf
Fly comfortable . . .
Bob . . .
////
(o o)
===========o00o=(_)=o00o=========
< Independence Kansas: the >
< Jurassic Park of aviation. >
< Your source for brand new >
< 40 year old airplanes. >
=================================
http://www.aeroelectric.com
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Re: Strobes:Mini Xenon Strobe |
>Heads-up, J C Whitney has a mini xenon strobe rated at 1,000,000 cp,
>12V,
>
>1/2 amp. 60 fpm, lexan lens, weatherproof housing, 1000 hr. life.
>
>I think this would qualify for aircraft use if above is true.
>
>$64.95. interesting?
Conventional wisdom suggests that we avoid hassles and just go
buy the TSO/PMA/STC item . . . HOWEVER, it just may be that
your local bearer of government holy water would consent to
the needed sprinkle if:
Borrow a photo flash light meter from a friendly photographer.
My personal favorite is the Gossen Luna Pro. Set up to measure
flash output in the direct radiation mode (little white plastic
window closed).
Find a few airplanes with high-dollar, already blessed
strobes on them and make some measurements using the hand held
flash meter. Use a yardstick to hold uniform distance from the
strobe head and make 8 measurments on the cardinal compass points
in the horizontal plane. Repeat for 30 and sixty degrees above
and below horizontal.
Get some data on several installed, certified systems.
Do the same thing with your proposed bootleg strobe. The lightmeter
readings should be equal to or greater than those for the certified
installations.
Gross calibration of the lightmeter is not an issue . . . you're
using it to compare one product with several others . . . we're
looking only for readings equal-to-or-greater.
When it comes time to sell your proposal to the cognizant
authority, you'll have DATA to justify your proposition that the
substitute strobe meets the spirit and intent of the rules
and is therefore suited for use on an amateur built airplane.
Yes, some of you may be anticipating some questions that could
require some additional effort but give this a try for the
first pass. If push comes to shove, I'll help with more detailed
and tighter controls on the tests . . . but if your inspector
is the least bit inclinded to favor good logic, this first pass
I've suggeseted may be enough . . .
Bob . . .
////
(o o)
===========o00o=(_)=o00o=========
< Independence Kansas: the >
< Jurassic Park of aviation. >
< Your source for brand new >
< 40 year old airplanes. >
=================================
http://www.aeroelectric.com
________________________________________________________________________________
| From: | "Nelson, James" <J_Nelson(at)p42.edwards.af.mil> |
I'v seen the list describing all the different models from GUMMOS but I
still have a question.
This all relates to the best power plant for a Rocket of course.
What is the difference between a wide deck and narrow deck and which is
better?
Also is it true that the cylinders are different on a wide deck vrs narrow
deck? I know I don't want any angle valve varieties.
I know that the C4B5 is ideal, what others are acceptable so when I look
through Trade-A-Plane I'll know a good deal when I see it. I plan on
rebuilding the engine so putting different mags, or fuel pump or whatever is
no big deal ( in other words if a model can be built to look like a C4B5 it
would work for me)
Thanks in advance
Greg Nelson(X-Ray)
________________________________________________________________________________
| From: | "R. Werner" <russ(at)maui.net> |
| Subject: | Tank Skin question |
Rocketeers,
How far up the rib did you rivit the skin to the tank ribs? Van seems to go
into overkill mode here. Do you need to go beyond the notch in the rib?
Aloha,
Russ
________________________________________________________________________________
"Rocket-List (E-mail)"
| From: | Scot Stambaugh <stambaug(at)qualcomm.com> |
| Subject: | Re: Lycoming I0-540 |
I posted this a while back but I'm not sure it ever got on the site since I
couldn't find it in the achieves.
There have been several E-mails asking about the various Lycoming IO-540
engines that possess the "Parallel Valve" heads, said to fit the F1 Rocket.
I don't know anything about if or how this engine fits into the airplane
but I was able to extract some pertinent data from the Lycoming IO-540
parts manuals. Here they are.
IO-540-C1B5
IO-540-C4B5
IO-540-C4C5
IO-540-D4A5
IO-540-J4A5
IO-540-N1A5
IO-540-R1A5
This data is from the AVCO LYCOMING Parts Catalog for the IO-540-Series
Aircraft Engines, document number PC-215. The way I deciphered the info
was to look up the engines that required 6 rocker arm shafts instead of 12
to complete the engine. The parallel valve head uses one common shaft for
both rocker arms on each head and the angle valve heads use a separate
shaft for each rocker arm. I hope this all makes sense.
The Type Certificate for each of these engines further defines engines that
are subsets of each engine above. Here is that data.
The IO-540-C4C5 is the same as IO-540-C4B5 but has AN fuel pump drive which
is the same as the IO-540-C1B5 but with more effective counterweights for
use with Hartzell compact propeller which is the same as O-540-A1D5 but
with Bendix fuel injector, which is the same as an O-540-A1B5 except for
Retard Breaker Magnetos, which is the same as a O-540-A1A5 except for short
propeller governor studs and two impulse magnetos which is the same as a
O-540-A1A but one fifth and one sixth order counterweights.
The IO-540-J4A5 is the same as the IO-540-C4B5 in the above paragraph but
has a conversion for use with turbo-charger, long reach spark plugs and
piston series Magnetos.
The IO-540-R1A5 is similar to the IO-540-N1A5 except converted for use with
turbocharger, long reach spark plugs and piston series magnetos, which is
similar to the IO-540-D4A5 but with the O-540-G1A5 crankcase and crankshaft
and -K1A5 counterweight assembly, which is the same as the O-540-E4A5
except it has Bendix fuel injection, which is the same as the O-540-A4D5
except for higher speed and rating, which is the same as O-540-A1D5 listed
in the paragraph above except with more effective counterweights for use
with Hartzell compact propeller.
I know this is very confusing as is any documentation from the government
but here is a summarized list of engines that should be of the parallel
valve configuration:
IO-540-C4C5
IO-540-C4B5
IO-540-C1B5
O-540-A1D5
O-540-A1B5
O-540-A1A5
O-540-A1A
IO-540-J4A5
IO-540-R1A5
IO-540-N1A5
IO-540-D4A5
O-540-E4A5
O-540-A4D5
Hope this is helpful, and by all means, please check it out before you buy
as there could be mistakes in this rather long dissertation.
Good luck,
Scot
>
>
>I'v seen the list describing all the different models from GUMMOS but I
>still have a question.
>This all relates to the best power plant for a Rocket of course.
>
>What is the difference between a wide deck and narrow deck and which is
>better?
>
>Also is it true that the cylinders are different on a wide deck vrs narrow
>deck? I know I don't want any angle valve varieties.
>
>I know that the C4B5 is ideal, what others are acceptable so when I look
>through Trade-A-Plane I'll know a good deal when I see it. I plan on
>rebuilding the engine so putting different mags, or fuel pump or whatever is
>no big deal ( in other words if a model can be built to look like a C4B5 it
>would work for me)
>
>Thanks in advance
>
>Greg Nelson(X-Ray)
>
>
________________________________________________________________________________
| From: | Hr2pilot(at)aol.com |
| Subject: | Re: Tank Skin question |
Hay Russ
I didn't put any rivets in the tabs exept the end ribs
John
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | RE: electrical problem |
>Did you happen to notice the ammeter while in the air. If it is showing a
>high rate of charge after a 'lap' or two around the pattern, then I'd look
>at your battery. A dying battery will pull a lot of current from the
>alternator. If this is the case, then all the current from the alternator
>will heat up the circuit breaker until it trips.
Batteries with a shorted cell change from a 12v to a 10v battery
and will indeed draw lots of extra current while being "charged"
from a 14v bus. Shorted cells result from a pile-up of flakey,
conductive material shed from the plates . . . which normally
fall harmlessly to the bottom of the cell cavity. Back in the
good ol' days, a deep pile of this flakey stuff would get too
deep and short a cell. There are a few, even more rare failure
modes of the separators between plates that can produce shorted
cells. Shorted cells in modern flooded batteries is extremely
rare and you woul notice it immediately in poor cranking performance
and dim lights with the alternator off. Further, a battery with
a shorted cell is likely to be so old that its useful service
life is long since passed.
Most (99.99%) of battery failures manifest themselves in poor
cranking performance and what appears to be a very rapid recharge
time after the engine starts. The time and amplitude of ammeter
"charge" indication after startup is directly related to the
battery's capacity and internal resistance. As capacity goes
down, resitance goes up and apparent charging time and amplitude
will both go down too.
In the instance under discussion, I don't belive this is the case.
>A friend of mine replaced the left position light after crunching into a
>hanger door. Got the part from the same make and model year complete with
>lamp. Flew several months before going at night. After that flight, he
>noticed the circuit breaker for the nav lights had tripped. Reset the
>breaker and thought nothing of it until the next flight. 'POP'
>
>He asked me to look into it. We pulled the wingtip and looked for chaffed
>wires; nothing. Looked at the holder, clean. Then looked at the lamp.
>Nothing note worthy. Looked at the right side. Nothing out of the
>ordinary their either.
>
>Then I noticed something; then left lamp was a 26 watt lamp. The right was
>a 20 watt lamp. Assuming that all nav lights were 20 watts in a 12 volt
>airplane, that makes 5 amps. The nav light breaker is a 5 amp breaker. Add
>6 watts to the mix and you 5.5 amps.
>The circuit breaker would not pop right away. It took about 15 minutes for
>it to get hot enough to trip.
The breaker was undersized . . . the minimum breaker size for nav
lites in a 14v airplane is 7.5 amps. Breakers and wiring used
to plumb the system should be selected with enough headroom
to INSURE NO NUISANCE TRIPS . . . I've written before about
breakers designed to nuisance trip in the form of a 60A breaker
on a 60A alternator . . . the writer has just identified another
one.
Bob . . .
////
(o o)
===========o00o=(_)=o00o=========
< Independence Kansas: the >
< Jurassic Park of aviation. >
< Your source for brand new >
< 40 year old airplanes. >
=================================
http://www.aeroelectric.com
________________________________________________________________________________
| From: | "Tom Martin" <fairlea(at)execulink.com> |
I am addressing this post to the flying rockets out there. I am finding
that the outside of my tires wears more than the inside. I am only getting
75 to 100 hours with a set of tires and feel that that is not enough. The
current set of tires are McCready and have worn quite quickly, I cannot
remember what brand the first ones were.
1. How long are your tires lasting
2. Where are they wearing
3. what brands are you using
4. How many plys
5. Do we have to use 100% natural rubber tubes on experimentals. I am
getting tired (pun intended) with putting air in every two to three weeks
Tom Martin
ps. Due to work I had not flown my rocket for almost three weeks. I
took it up on friday and boy what a joy! Hard to imagine an aircraft that
could be more fun to own.
________________________________________________________________________________
In a message dated 11/1/1999 6:22:23 AM Central Standard Time,
fairlea(at)execulink.com writes:
<< I am addressing this post to the flying rockets out there. I am finding
that the outside of my tires wears more than the inside.
Hi Tom:
As with any automotive application, this wear pattern indicates a
mis-alignment situation. John used to have some adjustment shims on hand to
allow adjustment of the toe-in setting -- sounds like you might be his next
customer!
I am only getting
75 to 100 hours with a set of tires and feel that that is not enough. The
current set of tires are McCready and have worn quite quickly, I cannot
remember what brand the first ones were.
Well, those are the cheapest around. I'm trying a Michelin on one side, and a
Condor on the other side. I'll be watching them for wear patterns...
1. How long are your tires lasting
150 hrs or so..
2. Where are they wearing
inside, indicating the opposire of yours
3. what brands are you using
Michelin & Condor
4. How many plys
6 ply rating
5. Do we have to use 100% natural rubber tubes on experimentals. I am
getting tired (pun intended) with putting air in every two to three weeks
If you can find oter tubes that fit, please let us know!
Tom Martin >>
Check six!
Mark
________________________________________________________________________________
| From: | "Tom Martin" <fairlea(at)execulink.com> |
Mark
thank you for the reply, I checked the Desser web site and they have
some ten ply tires available. Now they are a little bit more money but
these current tires seem a little soft. By that I mean when the tread is
worn away there does not seem to be much "meat" to the tire itself. These
are 6 ply. Any thoughts about 6 ply vs. 10 ply.
Tom
-----Original Message-----
From: Mlfred(at)aol.com <Mlfred(at)aol.com>
Date: November 1, 1999 8:28 AM
Subject: Re: Rocket-List: Re:Tires
>
>In a message dated 11/1/1999 6:22:23 AM Central Standard Time,
>fairlea(at)execulink.com writes:
>
><< I am addressing this post to the flying rockets out there. I am finding
> that the outside of my tires wears more than the inside.
>
>Hi Tom:
>
>As with any automotive application, this wear pattern indicates a
>mis-alignment situation. John used to have some adjustment shims on hand to
>allow adjustment of the toe-in setting -- sounds like you might be his next
>customer!
>
> I am only getting
> 75 to 100 hours with a set of tires and feel that that is not enough. The
> current set of tires are McCready and have worn quite quickly, I cannot
> remember what brand the first ones were.
>
>Well, those are the cheapest around. I'm trying a Michelin on one side, and
a
>Condor on the other side. I'll be watching them for wear patterns...
>
> 1. How long are your tires lasting
>
>150 hrs or so..
>
> 2. Where are they wearing
>
>inside, indicating the opposire of yours
>
> 3. what brands are you using
>
>Michelin & Condor
>
> 4. How many plys
>
>6 ply rating
>
> 5. Do we have to use 100% natural rubber tubes on experimentals. I am
> getting tired (pun intended) with putting air in every two to three weeks
>
>If you can find oter tubes that fit, please let us know!
>
> Tom Martin >>
>
>Check six!
>Mark
>
>
________________________________________________________________________________
| From: | "Bryan E. Files" <BFiles(at)corecom.net> |
10 Ply will tires are made for a heavier airplane. The weight differance is
quite a bit. If you have abnormal wear on your tires
I would check the alignment before doing anything. Goodyear Flight Custom
II is a tough tire and should last a long time. The 10 ply tire tread area
will wear just as fast as a 6 ply because the plys are under the tread..
The only other thing I can think of
is try a grass runway... :0)
**** Bryan E. Files ****
Ever Fly Maintenance
Palmer, Alaska
A&P, IA, FAA Safety Counselor
----- Original Message -----
From: Tom Martin <fairlea(at)execulink.com>
Sent: Monday, November 01, 1999 4:36 AM
Subject: Re: Rocket-List: Re:Tires
>
> Mark
>
> thank you for the reply, I checked the Desser web site and they have
> some ten ply tires available. Now they are a little bit more money but
> these current tires seem a little soft. By that I mean when the tread is
> worn away there does not seem to be much "meat" to the tire itself. These
> are 6 ply. Any thoughts about 6 ply vs. 10 ply.
>
> Tom
> -----Original Message-----
> From: Mlfred(at)aol.com <Mlfred(at)aol.com>
> To: rocket-list(at)matronics.com
> Date: November 1, 1999 8:28 AM
> Subject: Re: Rocket-List: Re:Tires
>
>
> >
> >In a message dated 11/1/1999 6:22:23 AM Central Standard Time,
> >fairlea(at)execulink.com writes:
> >
> ><< I am addressing this post to the flying rockets out there. I am
finding
> > that the outside of my tires wears more than the inside.
> >
> >Hi Tom:
> >
> >As with any automotive application, this wear pattern indicates a
> >mis-alignment situation. John used to have some adjustment shims on hand
to
> >allow adjustment of the toe-in setting -- sounds like you might be his
next
> >customer!
> >
> > I am only getting
> > 75 to 100 hours with a set of tires and feel that that is not enough.
The
> > current set of tires are McCready and have worn quite quickly, I cannot
> > remember what brand the first ones were.
> >
> >Well, those are the cheapest around. I'm trying a Michelin on one side,
and
> a
> >Condor on the other side. I'll be watching them for wear patterns...
> >
> > 1. How long are your tires lasting
> >
> >150 hrs or so..
> >
> > 2. Where are they wearing
> >
> >inside, indicating the opposire of yours
> >
> > 3. what brands are you using
> >
> >Michelin & Condor
> >
> > 4. How many plys
> >
> >6 ply rating
> >
> > 5. Do we have to use 100% natural rubber tubes on experimentals. I am
> > getting tired (pun intended) with putting air in every two to three
weeks
> >
> >If you can find oter tubes that fit, please let us know!
> >
> > Tom Martin >>
> >
> >Check six!
> >Mark
> >
> >
>
>
________________________________________________________________________________
In a message dated 11/1/1999 10:38:06 AM Central Standard Time,
BFiles(at)corecom.net writes:
<< 10 Ply will tires are made for a heavier airplane. The weight differance
is
quite a bit. If you have abnormal wear on your tires
I would check the alignment before doing anything. Goodyear Flight Custom
II is a tough tire and should last a long time. The 10 ply tire tread area
will wear just as fast as a 6 ply because the plys are under the tread..
The only other thing I can think of
is try a grass runway... :0) >>
Spoken like a true tailwheel pilot! What a sense of humor these pilot guys
have...
The 10 ply tires will take more weight, but not necessarily give better
service life. The best thing to do is to align the gear a bit. Looks like
you'll need a bit more toe-out -- maybe 1/32" per side, or 1/16" overall.
Watch for trim changes, as you'll also be moving the axis of the wheelpants...
Check six!
Mark
________________________________________________________________________________
| From: | "Gummos" <tg1965(at)linkline.com> |
Mark or John,
Speaking of toe-in toe-out. How is it measured. 1/16 of an inch means
what. Quess what I am doing??
Thanks,
Tom Gummo
________________________________________________________________________________
| From: | Sam Knight <knightair(at)lv.rmci.net> |
| Subject: | Rocket Upholstery Products |
Rocket Builders:
I recently moved to Las Vegas and am now back on line. Please note my new
telephone number and e-mail address. Thank you for your patience!
I have been in the upholstery business for 27 years and have been making
upholstery products for kitplanes for 15 years. I have interior kits
available for the Harmon Rocket. I also have cabin covers and other items.
I am the supplier of upholstery products for several kitplane manufacturers.
A list of other kitplane interior products available upon request.
For more information, call Knight Aircraft Interiors, Inc., at (702)
207-6681 or e-mail me at knightair(at)lv.rmci.net. Photos available upon
request.
Sincerely,
KNIGHT AIRCRAFT INTERIORS, INC.
"Fly by Knight" Upholstery Products
________________________________________________________________________________
| From: | "R. Werner" <russ(at)maui.net> |
Rocketeers,
Thanks for the answers to my last questions regarding tank skins. Here's
another one:
Is it still considered good practice to make a small gap between the tank
skin and the LE skin? If so, how much? I'd guess something like 1/64 -
1/32/
Aloha,
Russ
Slowly getting tanked. HRII
________________________________________________________________________________
| From: | "Tom Martin" <fairlea(at)execulink.com> |
| Subject: | Re: More tank skins |
Russ
>Is it still considered good practice to make a small gap between the tank
>skin and the LE skin? If so, how much? I'd guess something like 1/64 -
>1/32/
It is important to leave a gap. Not only between the tank and the leading
edge skin but between the tank and the main wing skin. The wing, as rigid
as it is, does flex. I have noticed some chaffing of my paint between the
main skin and the tank skin as I had them butted right up to each other.
Allow at least 1/32 of an inch. If the gap is uniform it will look right.
This also applies to other areas in the aircraft, for example the cowlings
and canopy joints.
Tom Martin
________________________________________________________________________________
In a message dated 11/1/1999 5:59:08 PM Central Standard Time,
tg1965(at)linkline.com writes:
<< Speaking of toe-in toe-out. How is it measured. 1/16 of an inch means
what. Quess what I am doing??
>>
Hi Tom:
Are you going to drill the gear legs with the engine mount on the fuse??
IMHO, a bit out of sequence, but possible.
I set mine up with 1/8" (1/16" each side), and it wasn't quite enough. I'd
say 3/16" might be closer to optimal. Do you need exact instructions?
Check six!
Mark
________________________________________________________________________________
| Subject: | Re: More tank skins |
In a message dated 11/2/1999 2:43:14 AM Central Standard Time, russ(at)maui.net
writes:
<< Is it still considered good practice to make a small gap between the tank
skin and the LE skin? If so, how much? I'd guess something like 1/64 -
1/32/
>>
HI Russ:
Tom Martin is very correct here -- leave a gap of .025-.030 here, and at the
other butt joints in the wing too. The cowl might need about 1/16" between
its aft edge and the side skin of the ship.
Check six!
Mark
________________________________________________________________________________
| From: | Al Mojzisik <prober(at)iwaynet.net> |
| Subject: | LRI Group Buy and Donation to Matt |
Listers,
Jim Huntington has contacted me and expressed his desire to make a donation
to Matt for the RV-List and has asked me if I would run another group buy
on the list and make the following offer:
The usual group buy offer is $670 for the analog LRI unit and $72 for
heater and $20 for shipping which reflects a savings of $123 or 14% over
the usual prices and shipping. Of course as usual the heater would be
optional. If you want the new gauge that was posted on Paul Besing's
webpage at:
http://members.home.net/rv8er/copperst.htm
The cost would be $750 plus the optional heater and shipping described
above. Again this reflects a $123 dollar savings for the whole package.
Now the part about the list contribution Jim would like to make. He will
give 5% of total LRI sales to Matt during this group buy. If we buy 5 or 10
LRI's during this month it can add up to a nice donation. The RV-List is
the only place you can get a discount on the LRI!
Now I know that there has been some controversy about this instrument on
the list but this is not the time to rekindle that thread. Suffice it to
say that Jim is puting together some information and data that was
requested and also has some other testing in the works that he will
announce soon. So let's not look a gift horse in the mouth or bite the hand
that feeds us. You should know if you want an LRI or any other AOA device
and this would be a great time to buy one. I am just thrilled that Jim is
willing to donate to the list in the spirit of "The Builders Bookstore" and
"AAMR/AirCore".
You can contact me at: prober(at)iwaynet.net or (614) 890-6301 if you
have any questions or want to get in on this group buy. Sorry this is so
long.........AL
________________________________________________________________________________
| From: | "ghrhodes" <ghrhodes(at)midsouth.rr.com> |
Regards to listers
11/1/99 marked the delivery of the fast build kit in Memphis from Team
Rocket. The quality of the product is outstanding. For those of you on the
delivery list it is worth it. In my excitement yesterday when loading the
crates on the trailer, I moved too fast slipped on the bumper of the pickup
and cracked ribs on the pickup tailgate. Ouch. Still worth it.
My wife and neighbor helped unload it and it is unreal. We are still
marveling on the HPA workmanship in the Czech republic and Mark's notes on
the fuselage from his oversight visit of roughly 3 weeks.
Mark and Scott are building a terrific company and doing real credit to John
Harmon and HR2. Buy the slow build or get an F1. DO IT NOW.
Howard Rhodes
ghrhodes+AEA-midsouth.rr.com
________________________________________________________________________________
Howard,
My F1 kit is due to be delivered in Jan. Did you get a packing list to check
off the parts as you unpacked? I will need to store my kit until I get a
garage built, how much space will I need?
Thanx,
Gene Schmidt
ghrhodes wrote:
>
> Regards to listers
>
> 11/1/99 marked the delivery of the fast build kit in Memphis from Team
> Rocket. The quality of the product is outstanding. For those of you on the
> delivery list it is worth it. In my excitement yesterday when loading the
> crates on the trailer, I moved too fast slipped on the bumper of the pickup
> and cracked ribs on the pickup tailgate. Ouch. Still worth it.
>
> My wife and neighbor helped unload it and it is unreal. We are still
> marveling on the HPA workmanship in the Czech republic and Mark's notes on
> the fuselage from his oversight visit of roughly 3 weeks.
>
> Mark and Scott are building a terrific company and doing real credit to John
> Harmon and HR2. Buy the slow build or get an F1. DO IT NOW.
>
> Howard Rhodes
> ghrhodes+AEA-midsouth.rr.com
>
________________________________________________________________________________
| From: | LKDAUDT2(at)aol.com |
My sentiments exactly about my kit from HPA. I am into the wings now and
find that they are as fine on the inside as they are on the outside.. stay in
touch..
Larry K. Daudt #0001
________________________________________________________________________________
| From: | "Lui" <signco(at)flash.net> |
Hi folks:
Can someone add a few comments here on the IO-540 engine converted to
300hp? By pumping the compression to 10:1, would it become a big
headache to start the engine? Does it require a different cam to have easy
starts? Or is it just better to stay within the 250-260 hp range? I know
sometimes the IO-540 could be tricky to start but I am curious to know what
would it be when pumping it to the 300hp range.
Any experiences out flying?
Thanks for the input.
Luis
Austin, TX
________________________________________________________________________________
| From: | dralle(at)matronics.com (Matt Dralle) |
tailwind-list(at)matronics.com, lancair-list(at)matronics.com
| Subject: | Digital Compass... |
Hi Listers,
I was thumbing through the latest Jameco catalog this evening and happened
across a pretty slick instrument that would seem to be a prefect fit for
your basic homebuilt project, if you know what I mean... ;-) Precision
Navigation Inc. now produces a nifty Electronic Compass Module that, at least
according to the write up, seems like it would work well in an aircraft.
They even mention installations in "RV"s in the application notes, although
I think they are probably referring to the road hogging, stinky diesel
burning variety...
Anyway, I've listed a couple of URL below that give lots of information on
the unit. I'm thinking this could replace either the wet or vertical card
compass in a typical VFR installation? Seems like with a GPS backup, you'd
have plenty of 'directional navigation'. Would the FAA inspector give the
nod? Comments and thought's???
The only bummer is that it doesn't have backlighting, which is just a
plain-old poor-design decision in my opinion.
Glossy Promo
http://www.precisionnavigation.com/navifindermain.html
Brief Feature List
http://www.precisionnavigation.com/navifinder.pdf
Installation and Application Notes:
http://www.precisionnavigation.com/nav_manual101.pdf
Oh, and did I mention its only $75? Yeah, unbelievable. Oh, but they do
have an aircraft version for $3000...
Matt Dralle
-----------
Mild Mannered List Admin. by Day,
Wild Rivet Pounder by Night!
(Well, some nights anyway...)
--
Matt G. Dralle | Matronics | P.O. Box 347 | Livermore | CA | 94551
925-606-1001 Voice | 925-606-6281 FAX | dralle(at)matronics.com Email
http://www.matronics.com/ W.W.W. | Featuring Products For Aircraft
________________________________________________________________________________
| From: | "Archie" <archie97(at)earthlink.net> |
> Can someone add a few comments here on the IO-540 engine converted to
> 300hp? By pumping the compression to 10:1, would it become a big
> headache to start the engine? Does it require a different cam to have
easy
> starts? Or is it just better to stay within the 250-260 hp range? I know
> sometimes the IO-540 could be tricky to start but I am curious to know
what
> would it be when pumping it to the 300hp range.
> Any experiences out flying?
> Thanks for the input.
No problem for engine start, but I would recommend a Toyota-type
starter for maximum torque(and less money & weight).
B&C makes one of the best.(also most expensive).
Do not ease up on the cam, this will cause a power loss.
The basic limitations to horsepower on these is the 60 tear old
design cylinder heads. At the very least, they should be flow
balanced. The intake and exhaust porting is probably the
worst design (as indicated on the flow bench) for the
displacement. For greater power, these need a total redesign.
In many cases, I have reduced port areas to increase HP.
Archie
________________________________________________________________________________
| From: | Al Mojzisik <prober(at)iwaynet.net> |
| Subject: | OKAY LET'S GET DOWN TO THE FACTS |
Fact#1 You are reading this!
Fact#2 You probably haven't made your LIST CONTRIBUTION yet!
Fact#3 If you have done Fact #1 and Fact #2 still applies then technically
you are a FREE-LOADER!
Now I know that you probably don't consider yourself a free-loader. Your
neighbor probably doesn't even consider you a free-loader. You have always
paid for everything you ever received. You are a hard worker. You are even
building your own airplane and you paid for every piece of it yourself
right? Well there is still a not so small piece that you probably haven't
paid for yet. (At least not this year) You know that there is at least one
thing that you learned from "The List" that saved you some time, money, or
even embarrassment.(Or in some cases may have caused you embarrassment if
you didn't check the return address!) Any of these things have value and
you should realize the value that the "The List" has for you. Think about
it. For once we have a resource that you aren't getting forced to pay a fee
for. Matt doesn't force anyone to pay for this service to be a part of it.
He TRUSTS us to do our part. What's it worth to you? A buck a month? Two
bucks a month? Three bucks a month?? Now's your chance to thank Matt and
let him know how much you appreciate what he is doing for us. Look at it
like a great interactive aviation magazine that you determine the
subscription price of. NOW is the time to get it done. Just click on the
URL below and have your credit card ready or write that check and get it in
the mail today! After all once it's done you are....
NO LONGER A FREE-LOADER!
To make a SSL Secure Web Contribution using your Visa or MasterCard, have a
look at the following URL:
http://www.matronics.com/contribution.html
To make a Contribution by check, please send US Mail to:
c/o Matt Dralle
Matronics
PO Box 347
Livermore, CA 94551
Well now I have to go clean out all the exploded mice out of my
shop.........AL
(And you say you never learned anything from the list....)
________________________________________________________________________________
| From: | Scot Stambaugh <stambaug(at)qualcomm.com> |
| Subject: | Re: Digital Compass... |
Great idea, very nice presentation but the accuracy seems a bit rough; +- 2
degrees with 5 degrees resolution.
scot
>
>
>Hi Listers,
>
>I was thumbing through the latest Jameco catalog this evening and happened
>across a pretty slick instrument that would seem to be a prefect fit for
>your basic homebuilt project, if you know what I mean... ;-) Precision
>Navigation Inc. now produces a nifty Electronic Compass Module that, at least
>according to the write up, seems like it would work well in an aircraft.
>They even mention installations in "RV"s in the application notes, although
>I think they are probably referring to the road hogging, stinky diesel
>burning variety...
>
>Anyway, I've listed a couple of URL below that give lots of information on
>the unit. I'm thinking this could replace either the wet or vertical card
>compass in a typical VFR installation? Seems like with a GPS backup, you'd
>have plenty of 'directional navigation'. Would the FAA inspector give the
>nod? Comments and thought's???
>
>The only bummer is that it doesn't have backlighting, which is just a
>plain-old poor-design decision in my opinion.
>
>
>Glossy Promo
>
> http://www.precisionnavigation.com/navifindermain.html
>
>Brief Feature List
>
> http://www.precisionnavigation.com/navifinder.pdf
>
>Installation and Application Notes:
>
> http://www.precisionnavigation.com/nav_manual101.pdf
>
>
>Oh, and did I mention its only $75? Yeah, unbelievable. Oh, but they do
>have an aircraft version for $3000...
>
>
>Matt Dralle
>-----------
>Mild Mannered List Admin. by Day,
>Wild Rivet Pounder by Night!
>(Well, some nights anyway...)
>
>
>--
>
>Matt G. Dralle | Matronics | P.O. Box 347 | Livermore | CA | 94551
>925-606-1001 Voice | 925-606-6281 FAX | dralle(at)matronics.com Email
>http://www.matronics.com/ W.W.W. | Featuring Products For Aircraft
>
>
________________________________________________________________________________
| Subject: | czech trip photos for all to see |
| From: | "Kaos" <kaos(at)captainkaos.com> |
kaos(at)captainkaos.com
pig(at)captainkaos.com
captainkaos1 (aol instant messnger)
www.captainkaos.com(updated 2 nov)
--
good day listers
i have put together 2 pages of photos of the trip to czech republic
if you are interested, look at my web page for the link
www.captainkaos.com
if you click on picture it will be blown up for a better veiw
thank you to mark for these photos
captain kaos
________________________________________________________________________________
| From: | Al Mojzisik <prober(at)iwaynet.net> |
| Subject: | SOME READING ENTERTAINMENT |
The Hangar Of Rebirth
I have built 3 airplanes now, or is it 5 ?? Therefore, I am wise and
great of expertise and no longer make mistakes. Is that not so ??
Well, there is the odd exception as when I destroyed a simple seat pan by
drilling holes in all the wrong places and compounding that by cutting a
seat belt slot in entirely the wrong place..
I had some sheet stock cut-offs lying around, so I just cut a new one and
set off for my local airport, there to use a shear and bending brake.
Once inside, and my job done in short order, I had time to look around and
talk to the brethren builders and rebuilders, for this was the house of
Beavers reborn.
What a place of wonder, inspiration, admiration and sadness..for here lay
the broken and twisted bodies of several airplanes that once plied the
airways of the world as they were meant to.
Two examples, side by side, were a Beaver badly broken, lying next to one
fully reborn and soon on its way out the door.
When I suggested that the broken ship was a great challenge to rebuild, my
friend said, "not at all,..you should see the two we just finished,..they
were really disasters". But you wouldn't know it now.
I have seen ships that were helicoptered out of Viet Nam, markings still
there , and bullet holes still ripping the skin...Ships shot out of the
skies of Colombia, rescued by men who love this airplane and work to see 50
year old airplanes born again.
On a stand nearby was a radial engine, fresh and clean and new again, going
into a Beaver with a fresh new paint job and glorious in all its new finery.
I understand that some big names like Harrison Ford and Kenny G have had
Beavers rebuilt to the nth degree for them.....seems that others still love
this grand old bird too.
This is a big bird..even on the water, you must climb up stairs to get
aboard,...the prop and cowling stand above your head and you enter a
separate door to get into the front office. Oh ! that I could loose one
from the dock, hit the starter and see that shiny prop tick over and fire up
the radial that shakes itself like a dog coming out of the water, throttle
up, and not being able to hear your co-pilot for the roar as the prop tips
break the barrier of sound, and a rooster tail the size that hydroplanes
make follow us up river until we break free and climb away over the green
ocean.
Thanks to these craftsmen who smile a quiet knowing smile when I cry
about my little boo-boo, these wonderful wrecks are coming back and giving
us the joy of sight and sound of radials and bushplanes, because they aren't
made anymore.
I left the hangar, the smell of oil and gas and paint, the special smell of
airplanes that is a narcotic I am shamelessly addicted to, and drove to the
river to see old/new Beavers plying the waterways and making the sounds I
came to hear...a very nice day in all.
Somewhere out there, in the nether regions of the world, the jungles and
the
war zones, former and present, lie the remains of these birds and others,
and sometimes those who flew them to their end there, the rescuers are
looking for them, looking in earnest, and if they can be found, they will be
returned home from whence they came, and cared for and mended and given life
again.
Wouldn't it be grand if we could do the same for all the lost ones we yearn
to see again ?
Until then, let us remember all, wish them well...and give... Thanksgiving
These musings by Buster are just another one of the many reasons the
RV-List is such a great value. Whether it's technical information, help
with finding something you need, or just reading a neat aviation related
story.....the List has it all! What a great place to spend a few minutes
each day. How about doing your part today?
You will feel much better for it! I know I did.........
To make a SSL Secure Web Contribution using your Visa or MasterCard, have a
look at the following URL:
http://www.matronics.com/contribution.html
To make a Contribution by check, please send US Mail to:
c/o Matt Dralle
Matronics
PO Box 347
Livermore, CA 94551
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
I had a mouse explode in my box of electrical connectors and splatter all
over my digital compass.......now I have to search the archives for a good
aluminum cleaner.......Oh yeah, about the mice coming back as cockroaches,
let's not go there!!!!! AL
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | The 'Connection's Website is Down . . . |
Our website server has been down intermittantly for the past
several days. Seems that some folk can access it while others
cannot. When this all started, I was able to access it through
our normal cable-modem service and had FTP access as well. Now
it seems to be down 100%. Trying to find a website service tech
on a weekend is about as difficult and finding your doctor.
I've got several calls working to the local and corporate
support numbers.
Bob . . .
////
(o o)
===========o00o=(_)=o00o=========
< Independence Kansas: the >
< Jurassic Park of aviation. >
< Your source for brand new >
< 40 year old airplanes. >
=================================
http://www.aeroelectric.com
________________________________________________________________________________
| From: | "dlbenham" <dlbenham(at)smithville.net> |
| Subject: | Re: The 'Connection's Website is Down . . . |
Robert:
Your website " The Aeroelectric Connection" is still being received here in
Southern Indiana, as I type. Just thought you should know!
Dallas L Benham
Lyons, Indiana
________________________________________________________________________________
| Subject: | Anoher Rocket owner on list |
Just wanted to say hi to everyone and let you know I ordered a rocket from
Team Rocket on Friday.
If everyone F-1 owner would send me there name, address phone number and
email adress I will put that together and send it back to u so we have a nice
network to work with.
ANyways, I cant wait tell i get the aircraft
Chris Wilcox
927 Alpine Court
Oshkosh, WI 54901
(920) 235-1082
(920) 235-1083 Fax
www.cgwi.com
________________________________________________________________________________
Builders:
I know there has been a lot of discussion on different angle of attack (AOA)
systems on the web. The mounting method of my systems are currently being
modified to a much "better looking" method. If you are interested in the EM
aviation RiteAngle systems, and have any questions regarding an installation
in your particular aircraft, or about the system itself, please view my
website at http://www.riteangle.com Go to "Frequently Asked Questions"
and then fill out the easy to use inquiry form or e-mail me direclty at
elbie(at)aol.com You can be assured that I do not use the information I
receive from you for anything except giving you an honest answer, usually
within a work day unless I am out of town at a Fly-In.
The RiteAngle 1a is discontuined, with the RiteAngle Basic replacing it at a
lower cost and improved display. This system is for basic primary aircraft
with no flaps. The RiteAngle II systems were designed to fill a need for a
system with the ability to set each LED individually as desired for your
aircraft and also (IIa version) have corrections for four (4) seperate flap
positions. . These two safety features I don't believe any other
manufacturer's angle of attack system has. Audio warning available with each
system.
Since the first RiteAngle 1a system was sold in Jan. '96 and introduced at
Sun n Fun that year, I consider it a compliment that many other
manufacturer's systems are now using the LED display for their easy to
understand "ladder of light" indications and reliability. Costs range from $
250.00 for the RiteAngle Basic version to $ 595.00 for the RiteAngle IIa
version.
Thanks for your time, an please Fly the Safe Angle !
Fly the Safe Angle with the RiteAngle
Elbie Mendenhall EAA 38308
EM aviation
Owner
________________________________________________________________________________
| From: | Al Mojzisik <prober(at)iwaynet.net> |
| Subject: | THE MEANING OF VOLUNTARY |
Hello Guys and Gals,
Lets have a little discussion on what the meaning of VOLUNTARY is. Webster
has it as:
1. Brought about by one's own free choice; given or done of one's own free
will; freely chosen or undertaken.( 2. 3. 4. 5. have to do with
manslaughter, muscles, and agency.) 6. Supported by contributions or
freewill offerings; not supported by the state.
"Voluntary implies the exercise of one's own free choice or will in an
action, whether or not external influences are at work."
Every April 15th I always feel like I am being FORCED to pay for a lot of
things I not only don't believe in but that are outright against a lot of
what I do believe in. Sure a lot of my tax dollars go to things I use and
things I believe in and given the CHOICE I always say I would pay for those
even if I weren't forced to.Unfortunately I don't have the opportunity to
prove that. I HAVE to pay for all of it! Like it or not.
Well that brings us to the Matronics Lists. Here we have a service that we
use in one way or another. Whether you read it for the entertainment value
or the technical content or the flying information or the occasional
controversies, the point is you still read it. By being subscribed there
must be something of interest here that has a value to you. This is your
chance to prove that you would pay for those "services" that you use
without being "forced" to pay. In this way you have the freedom to "price"
out what your own "tax rate" should be. The freedom to pay for exactly what
you feel you use. Of course, if you give a little extra it is appreciated,
but giving SOMETHING is the whole point. To be counted in the LOC (List of
Contributors) at the end of the fund raiser is an honor! It doesn't say how
much you gave, it just says you gave. It says you care and you are willing
to carry a part of the load. It gives you a chance to prove to yourself and
others that you would pay for what you use and believe in without being
FORCED to pay for it all. Of course if you don't give at all, you may not
be the person you think you are. VOLUNTARY means........................YOU!
Please give something today if you haven't
already..............................
To make a SSL Secure Web Contribution using your Visa or MasterCard, have a
look at the following URL:
http://www.matronics.com/contribution.html
To make a Contribution by check, please send US Mail to:
c/o Matt Dralle
Matronics
PO Box 347
Livermore, CA 94551
Next we may delve into what the meaning of "is" is. uh......maybe not! AL
________________________________________________________________________________
| From: | Al Mojzisik <prober(at)iwaynet.net> |
| Subject: | AIRPORT BUMPER STICKERS |
Bumper stickers seen at local airports:
1. I don't suffer from insanity, I enjoy every minute of it. I'm building
my own airplane!
2. If ignorance is bliss, you must be really happy. Now is the time to
make your contribution.
3. Yes, Jesus is coming ... everyone look busy. Start pounding rivets!
4. And so my therapist said, "You need a hobby" so here I am at the airport!
5. I used to have a handle on life, but it broke. So I ordered a Zenith kit.
6. Don't take life too seriously, you won't get out alive. So make your
contribution really big!
7. WANTED: Meaningful overnight relationship. Need to be able to read plans.
8. You're just jealous because the voices only talk to me. And they say
the Kolb is the only way to fly!
9. BEER: It's not just for breakfast anymore. (This one was on Chet's car)
10. I got a gun for my wife, best trade I ever made. Now I can buy a
Rocket kit without consulting her.
11. So you're a feminist...Isn't that cute! (No comment!)
12. Beauty is in the eye of the beer holder. No wonder so many RV's have
been completed!
13. Earth is the insane asylum for the universe. And airports are where
they keep the really hard cases!
14. To all you virgins..thanks for nothing. Unlesss you are a good bucker!
15. I'm not a complete idiot, some parts are missing. (On my bumper)
16. Earth first...we'll mine the other planets later.
17. How can I be overdrawn, I still have checks! (So write one to Matronics!)
18. I'm just driving this way to piss you off. (At least until you make
your contribution!)
19. Out of my mind. Back in five minutes. Out in my shop.....back in 2
years.
20. Keep honking, I'm reloading.
21. Sometimes I wake up grumpy; other times I let him sleep. (On wifes car)
22. I want to die in my sleep like my grandfather ... not screaming and
yelling like the passengers in his car. (Who didn't make a contribution!)
23. God must love stupid people, he made so many. Good thing none that I
know are pilots.
24. The gene pool could use a little chlorine.
25. Change is inevitable, except from a vending machine or my kit supplier!
26. It IS as BAD as you think, and they ARE out to get you. And you will
contribute to Matronics!
27. I took an IQ test and the results were negative. So I sent a check for
a (Choose one: RV, Kolb, Zenith, Rocket) kit. Or substitute : "So I bought
a YAK"
28. It's lonely at the top, but you eat better and fly faster!
29. Give me ambiguity or give me something else. But PLEASE, no plastic
airplanes!
30. We are born naked, wet and hungry. Then things get worse. We get into
aviation!
31. A dirty mind is a terrible thing to waste. It could be spending hours
pouring over plans!
32. Always remember you're unique, just like everyone else. Well, like
everyone else in aviation anyway!
33. Lottery: A tax on people who are bad at math. Like all pilots who are
also bad at finance too!
34. Very funny, Scotty. Now beam down my clothes.
35. Consciousness: that annoying time between mental lapses and another
work session on "the kit"!
36. Be nice to your kids. They'll choose your nursing home. So why leave
them anything...send it to Matronics.
37. 3 kinds of people: those who can count & those who can't. Oh yea, and
those who build and those why buy finished, and those who choose tail
draggers and those who choose nose draggers, and, and ..........
38. Ever stop to think, and forget to start again? Thats when it's time to
deburr!
39. Diplomacy is the art of saying 'Nice Plane!' with a straight face to a
spamcan owner just before you open the hanger door where your RV is kept!
40. So many idiots, so few clearances for take-off.
To make a SSL Secure Web Contribution using your Visa or MasterCard, have a
look at the following URL:
http://www.matronics.com/contribution.html
To make a Contribution by check, please send US Mail to:
c/o Matt Dralle
Matronics
PO Box 347
Livermore, CA 94551
If you would just make your contribution you could put a stop to all this
foolishness! AL
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | . . . I think it's working. |
Seems our website engineer decided that a change
of directory names for our website was in order.
The change was done without telling us anything
about it and it seems to have caused our difficulties
for the past 4 days. Seems some folk could get in
while others (including yours truly) could not.
Don't understand everything I've learned about this
problem but I think it's working now.
If anyone has trouble accessing our homepage at
http://www.aeroelectric.com
. . . . I'd like to hear about it.
Thanks for your patience and help. By the way, this
problem had NO EFFECT on our e-mail system and any
orders in work were not at risk.
Bob . . .
////
(o o)
===========o00o=(_)=o00o=========
< Independence Kansas: the >
< Jurassic Park of aviation. >
< Your source for brand new >
< 40 year old airplanes. >
=================================
http://www.aeroelectric.com
________________________________________________________________________________
I have a Rocket with an O540 B4B5 235HP. It has a hollow crank with
constant speed, Airflow injection, and a Jeff Rose electronic ign. I've flown
it 200 hrs on auto fuel at about a $1.05 per gallon and have been VERY happy
with the application. My question is, if I should want to increase the hp to
250/260 plus to run with the big dogs, can this engine be converted to that
horsepower range? It's great to run with the RVs so easy but might be even
nicer to show off even more.
Curious Tom in Indy
________________________________________________________________________________
| From: | "Bryan E. Files" <BFiles(at)corecom.net> |
| Subject: | Re: 540 conversion |
If you turn up your Propeller RPM to 2800 RPM with that engine you will be
producing around 260HP. At that point I would not run Auto Fuel anymore.
**** Bryan E. Files ****
Ever Fly Maintenance
Palmer, Alaska
A&P, IA, FAA Safety Counselor
----- Original Message -----
From: <HR69GT(at)aol.com>
Sent: Wednesday, November 10, 1999 7:05 AM
Subject: Rocket-List: 540 conversion
>
> I have a Rocket with an O540 B4B5 235HP. It has a hollow crank with
> constant speed, Airflow injection, and a Jeff Rose electronic ign. I've
flown
> it 200 hrs on auto fuel at about a $1.05 per gallon and have been VERY
happy
> with the application. My question is, if I should want to increase the hp
to
> 250/260 plus to run with the big dogs, can this engine be converted to
that
> horsepower range? It's great to run with the RVs so easy but might be even
> nicer to show off even more.
> Curious Tom in Indy
>
>
________________________________________________________________________________
| From: | "Tom Martin" <fairlea(at)execulink.com> |
| Subject: | Re: 540 conversion |
Hi Tom
I think that the addition of the injector already gives you more HP. I
wonder though if your engine has a counterbalanced crankshaft. You might
check this out and ask the prop people about compatablity before any further
power boosts are tried.
Tom Martin HRII
-----Original Message-----
From: HR69GT(at)aol.com <HR69GT(at)aol.com>
Date: November 10, 1999 11:11 AM
Subject: Rocket-List: 540 conversion
>
> I have a Rocket with an O540 B4B5 235HP. It has a hollow crank with
>constant speed, Airflow injection, and a Jeff Rose electronic ign. I've
flown
>it 200 hrs on auto fuel at about a $1.05 per gallon and have been VERY
happy
>with the application. My question is, if I should want to increase the hp
to
>250/260 plus to run with the big dogs, can this engine be converted to that
>horsepower range? It's great to run with the RVs so easy but might be even
>nicer to show off even more.
> Curious Tom in Indy
>
>
________________________________________________________________________________
| From: | Al Mojzisik <prober(at)iwaynet.net> |
| Subject: | WELL IT'S WORKING ! |
Well you guys, It's working. I had the opportunity to have a chat with MATT
today and discovered that a LOT of you ARE contributing. That is a lot of
you compared to past fund raisers. We are doing well but with about 2000
people on the lists the vast majority of you are still sand bagging. (or is
that lurking?) Well although just lurking is fine and I can understand it,
I still think it would be nice if you would recognize at least the
entertainment value of this list and get that contribution in now. I know,
I know, SOME of you have a really, really good reason NOT to contribute
and for those I'm sure I speak for everyone when I say that I hope
your next PAROLE HEARING is more successful. But for those of you who
still have access to a valid credit card or your bank still honors your
checks, make that contribution NOW.... There's never been a
better time! AL
To make a SSL Secure Web Contribution using your Visa or MasterCard, have a
look at the following URL:
http://www.matronics.com/contribution.html
To make a Contribution by check, please send US Mail to:
c/o Matt Dralle
Matronics
PO Box 347
Livermore, CA 94551
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
I'd lost the original piece on Adel clamps but a helpful
builder pointed me to another site where it was republished.
I've captured the article and reposted it at:
http://home.kscable.com/aeroelectric/articles/adel.html
Bob . . .
////
(o o)
===========o00o=(_)=o00o=========
< Independence Kansas: the >
< Jurassic Park of aviation. >
< Your source for brand new >
< 40 year old airplanes. >
=================================
http://www.aeroelectric.com
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Navaid and DG tracking . . . |
>I installed the Navaid device in N40VX and am generally satisfied with the
>performance. It tracks the SL-70 Apollo GPS well, although at first I
>wasn't sure that it did. The manual is not too good, and it took me some
>time to realize what I had to do to get it tracking.
>I would be grateful in Navaid would provide the ability in the device to
>track on a ground path, as if it was tracking on a heading bug on the DG.
>This would seem to be a fairly straightforward feature, and I am surprised
>that it doesn't seem to be possible with the unit I have..
>
See website at http://www.porcine.com/
You can purchase a coupler that will take the
heading bug output from a DG and steer your
wing leveler with it.
Bob . . .
////
(o o)
===========o00o=(_)=o00o=========
< Independence Kansas: the >
< Jurassic Park of aviation. >
< Your source for brand new >
< 40 year old airplanes. >
=================================
http://www.aeroelectric.com
________________________________________________________________________________
| From: | "Ron Carter" <ronc(at)metropolis.slc.net> |
| Subject: | Re: Anoher Rocket owner on list |
Good idea chris-
Please, no junk mail though.
Ron Carter
827 North 900 East
Bountiful, UT 84010
801-298-2139 hm.
801-298-0406 wk.
ronc(at)metropolis.slc.net
Rocket kit # 149 flying with 35 hrs. or so thus far.
----------
> From: CW9371(at)aol.com
> To: rocket-list(at)matronics.com
> Subject: Rocket-List: Anoher Rocket owner on list
> Date: Sunday, November 07, 1999 10:42 AM
>
>
> Just wanted to say hi to everyone and let you know I ordered a rocket
from
> Team Rocket on Friday.
> If everyone F-1 owner would send me there name, address phone number and
> email adress I will put that together and send it back to u so we have a
nice
> network to work with.
> ANyways, I cant wait tell i get the aircraft
>
> Chris Wilcox
> 927 Alpine Court
> Oshkosh, WI 54901
> (920) 235-1082
> (920) 235-1083 Fax
> www.cgwi.com
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Re: Navaid and DG tracking . . . |
>I don't have a bug on my DG, and was hoping that the Navaid could
>simply track on a heading. Don't see why not.
How would it sense what heading you were on? It needs
an electrical signal from a device designed to drive
the pointer in a CDI instrument (deviation from
a radial or ground track) or from a device like
heading bug on gyro (deviation from heading).
The Navaid has only a rate sensor (like a
turn coordinator) that deduces heading deviation
by multiplying degrees-per-second turn by seconds
and then working to keep that value "zeroed".
Rate devices and the electronics that integrate their
signals drift, hence variable degrees of ability
to hold a true heading with respect to the earth.
Even if you had a heading bug on the gyro, it too
will drift, abeit more slowly than a rate-based
device, unless it is magnetically slaved to the
earth.
Bob . . .
////
(o o)
===========o00o=(_)=o00o=========
< Independence Kansas: the >
< Jurassic Park of aviation. >
< Your source for brand new >
< 40 year old airplanes. >
=================================
http://www.aeroelectric.com
________________________________________________________________________________
| From: | dralle(at)matronics.com (Matt Dralle) |
| Subject: | JPI vs. Matronics Settlement Reached... |
Dear Listers,
After seven months of negotiations, JP Instruments, Inc. and Matronics
have reached a mutually agreeable settlement. As most of you are aware,
in February of this year, JP Instruments, Inc. alleged that Matronics'
use of the trademark "FuelScan" with its aircraft fuel management system
infringed upon JP Instruments, Inc's trademark "Scanner" for engine
temperature indicators. JP Instruments, Inc. requested that Matronics
discontinue the use of the "FuelScan" mark. After considerable
negotiations, we have come to an agreement whereby JP Instruments, Inc.
will purchase the FuelScan trademark and, if necessary, assist in paying
the cost of Matronics' adoption of a new trademark. Matronics will
continue to sell and market its aircraft fuel management system under
the FuelScan trademark until a phase-out period of up to one year is
completed. This will allow Matronics time to sell out its current stock
of units marked with the FuelScan trademark and to develop a new
trademark.
While negotiations have been a bit trying at times, I would like to say
that I am satisfied with the outcome, and feel that JP Instruments, Inc.
has treated Matronics and me fairly in this matter. Furthermore, I
would encourage you to consider JP Instruments for your aircraft
avionics in the future as they manufacture an excellent product line.
Finally, I would like to thank everyone from around the world for their
support and consideration in this matter. I was quite moved by the
support - both financial and in the form of letters and comments - that
builders and pilots provided me and my company during this time. I
never felt alone during this period, and so very much appreciated the
encouragement from thousands of my friends! Thank you so very much!
Best regards,
Matt Dralle
President, Matronics
--
Matt G. Dralle | Matronics | P.O. Box 347 | Livermore | CA | 94551
925-606-1001 Voice | 925-606-6281 FAX | dralle(at)matronics.com Email
http://www.matronics.com/ W.W.W. | Featuring Products For Aircraft
________________________________________________________________________________
| From: | Matt Orr <morr(at)vt.edu> |
| Subject: | HRII Questions (Vso=???!) |
Hello,
I've been looking at the RV series and now the Harmon Rockets. I have a
couple of questions that arise from running a couple of basic calculations.
1.) How is the HRII structure different then the RV-4?
2.) How is additional (increase from RV-4) fuel carried?
3.) Could the HRII be safely used to learn and compete in basic and
sportsman IAC aerobatics?
(can it be kept in the box W/O exceeding +6 g's)
4.) Can more baggage be carried then in RV-4?
5.) What is the actual stall speed of the HRII at gross? (power off!)
The Rocket literature quotes 54mph. This cannot be the case for gross
weight based on the information I have. The HR uses the same airfoil as the
RV-4, correct?
The RV-4 stall at gross, if Van's AC numbers are to be believed, of 54 mph.
That is at 1500 pounds and with 110 square feet of wing area. This would
require a Clmax of ~1.83 which is believable for lower aspect ration wing
with only plain flaps.
This should be more or less the same with the same airfoil and wing
planform. The slight reduction in aspect ratio on the HR will cause a
nominal drop in Clmax but for the sake of simplicity I ignored that.
Cl=(lift/(.5*rho*v
2*S))
(rho=0.002378 sl/ft
3) sea level density in standard atmosphere
(v= Vso in fps) stall speed
to convert mph to fps multiply mph by 5280(ft/mi)/3600(sec/hour)
lift= gross weight of the aircraft (in pounds)
s=wing area (in feet squared)
The Rocket has a wing area of 104 square feet and a listed gross weight of
2000 pounds. This would require a Clmax of ~2.58 using the same airfoil to
stall at 54mph. That means that either the information I have is bogus or
the HRII really stalls around 64 mph with the power off at it's 2000lb gross
weight. This is assuming the same Clmax for the wing (as the RV) but
inputting the HRII's area and gross weight. The solo Vso of the HR should
be around 55.6 assuming a 1500lb weight. (1200 empty +22 gallons avgas at
~6lb per gallon and a 170lb pilot=~1500).
64mph is still pretty good for a plane of the HRII's top end performance.
All of these numbers should be close to reality based on the information I
have.
Feel free to comment or add any real world numbers to compare
with.(especially if you've flown with a calibrated pitot-static system)
Thanks,
Matt
________________________________________________________________________________
| From: | Matt Orr <morr(at)vt.edu> |
| Subject: | Re: HRII Questions (Vso=???!) |
The first post isn't meant as a slight in any way. The HRII is a solid
plane that looks great! The keep it in the box question arises from hearing
about several people in RV-4's who fly sportsman.
I'm just trying to figure out what I want to do for an airplane and wanted
hard numbers. The actual date of purchase is a while away as I'm still
saving.
The best solution would be to get a ride in the backseat of a HR, RV-4/8,
and a two hole Pitt's and see what I like the best.
Yet another of questions.
1. How much does an mid time IO-540 (235 or 250 hp) cost? (What will an
overhaul run?)
2. How much will the prop run? (constant speed vs fixed pitch)?
3. Is is possible to mount an (AE?) IO-360 on the front of a HRII or would
that cost as much as a 540?
4. Are the correct parallel valve IO-540's (right dash numbers) available in
any quantity?
5. Is finding a nice O-320 or IO-360 tough. I've talked with a few RV
builders and finding a core isn't easy, according to them.
I understand that this will be a large investment in time and money.
($45-65k as best I can figure) Buying the kits incrementally appeals as the
airframe cost will be spread out.
I want a HR but the budget says Cessna 120 (after a little saving) or older
Pitts S-1C.
Thanks for any Comments,
Matt
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
>In the OCTOBER issue of Sport Aviation is a notice about a new ignition
>device which the company Aqualytic Technologies of Sandpoint, ID
>believes is capable of replacing magnetoes and other types of ignition
>systems. It screws into a standard spark plug hole. It incorporates
>a small precombustion chamber containing a catalyst that ignites
>the engines fuel/air mixture.
>It produced normal power on 87 octane and 100 LL avgas and picked up
>75 rpm using Jet -A in a Continental O-200 ! If this is thrue and
>if it would be a STC, or equal, this is a dream for us in Europe
>with our expensive avgas.
>Any comments ?
Be SKEPTICAL . . . seems this idea was floated as SBIR grant
with NASA for last year. First phase grants are generally for
one year with a potential for follow-on work several years
later. Phase I is generally $100,000 while phase II grants
of $600,000 are possible. The thing to watch for is the
awarding of a Phase II grant.
Did a quick search of the 'net and found the following
URL's that refer to to the Aqualytic ignition product.
http://sbir.gsfc.nasa.gov/SBIR-abstracts/98/sbir_html/980715.html
http://www.cda.net/stories/1998/Oct/29/S474456.asp
http://www.coe.isu.edu/engrg/ethanol.html
I recall dozens of stories about 60+ mpg carburetors, ignition
systems that boost power/mileage by umpteen percent, fuel processing
systems offering amazing "improvements" in performance, etc.
One guy even made national news about 40 years ago selling
a tablet that would convert a tank of water into a fuel
suitable for running your car.
Don't get me wrong. I wish this guy all the success that the
laws of physics are willing to let him have. However, just because
an agency of the US Government chooses to spend $100,000 on
any sort of program does not lend credance to its value.
I can think of $60M that is largely going down the tubes right
now on the AGATE program . . . but that's another story.
Keep your eyes and ears open, stroke the web with your favorite
search engines from time to time and see what happens. In
the mean time, I would be very cautious about offers to buy
any stock in the company . . .
Bob . . .
////
(o o)
===========o00o=(_)=o00o=========
< Independence Kansas: the >
< Jurassic Park of aviation. >
< Your source for brand new >
< 40 year old airplanes. >
=================================
http://www.aeroelectric.com
________________________________________________________________________________
| From: | "Ed Anderson" <eanderson(at)carolina.rr.com> |
| Subject: | Re: JPI vs. Matronics Settlement Reached... |
Congratulations, Matt.
I truly hope the agreement was to your satisfaction. And while I am
inclinde to believe that a part of you agreement was for you to call of
the Anti-JPI vendetta, the fact that event happened at all says a lot about
JPI. I personally am still appalled that any company can OWN a word of the
english language like "Scanner" much less any deriviates or compound words
using a part of the work "scanner". But, glad to hear the issue is over -
for you.
Ed Anderson
>
>
> Dear Listers,
>
> After seven months of negotiations, JP Instruments, Inc. and Matronics
> have reached a mutually agreeable settlement. As most of you are aware,
> in February of this year, JP Instruments, Inc. alleged that Matronics'
> use of the trademark "FuelScan" with its aircraft fuel management system
> infringed upon JP Instruments, Inc's trademark "Scanner" for engine
> temperature indicators. JP Instruments, Inc. requested that Matronics
> discontinue the use of the "FuelScan" mark. After considerable
> negotiations, we have come to an agreement whereby JP Instruments, Inc.
> will purchase the FuelScan trademark and, if necessary, assist in paying
> the cost of Matronics' adoption of a new trademark. Matronics will
> continue to sell and market its aircraft fuel management system under
> the FuelScan trademark until a phase-out period of up to one year is
> completed. This will allow Matronics time to sell out its current stock
> of units marked with the FuelScan trademark and to develop a new
> trademark.
>
> While negotiations have been a bit trying at times, I would like to say
> that I am satisfied with the outcome, and feel that JP Instruments, Inc.
> has treated Matronics and me fairly in this matter. Furthermore, I
> would encourage you to consider JP Instruments for your aircraft
> avionics in the future as they manufacture an excellent product line.
>
> Finally, I would like to thank everyone from around the world for their
> support and consideration in this matter. I was quite moved by the
> support - both financial and in the form of letters and comments - that
> builders and pilots provided me and my company during this time. I
> never felt alone during this period, and so very much appreciated the
> encouragement from thousands of my friends! Thank you so very much!
>
> Best regards,
>
> Matt Dralle
> President, Matronics
>
>
> --
>
> Matt G. Dralle | Matronics | P.O. Box 347 | Livermore | CA | 94551
> 925-606-1001 Voice | 925-606-6281 FAX | dralle(at)matronics.com Email
> http://www.matronics.com/ W.W.W. | Featuring Products For Aircraft
>
>
________________________________________________________________________________
| From: | LKDAUDT2(at)aol.com |
Matt... Read your message and questions about the Rocket...
I have F-1 Rocket #0001 in my hanger now and am steadily asembling the parts
to make an airplane..
The F-1 is distributed by Mark Frederick of Taylor Tx.. and is basically the
HRII in the fast built version with some improvements...
Economics was my motive for choosing the F-1..
If you build a RV4 for say, 50T and its a good one, you will have a 50T
airplane.
If you build a RV8 for say, 65T and its a good yu may have a 70T aircraft.
If you build a fast build Rocket for say 80T you will have a minimum 120T
investment.. Now you tell me what makes good $$ sense.
True the other factor to consider is your experience.. The Rocket is a little
slipperier and quicker than the RVs because of its, you guessed it, wing
loading and power..
Every aircraft design is a trade off in performance and load carrying ability.
Did you ever see a SeeBee fly at 230 mph and carry five guys?
And have you ever seen a J-3 do lomchevecks and do vertical rolls to a square
loop? or sustain inverted flight across the demonstration area?
Well the Rocket will climb at gross wt over 3000 fpm and cruise at 230 on 13
gph for over 900 miles, better install a relief tube.
Even with the 104 sq ft wing area and a slightly higher stall speed it will
jump off off nearly any runway in 600 ft. Thats less wear and tear on the
tires..right.The Rocket is not a Stodacher or even an Eagle, but it will do a
lot more of everything than other specialized aircraft out there today..
The Rocket is what Van wishes that he would have done.. Thanks to John
harmon and Mark Frederick you now have a choice...
If your experience and check book can handle it, the decision should be easy..
ROCKETS AWAY!!!
Good Luck in your decision... Larry #0001 F-1
________________________________________________________________________________
| From: | "Gerti Vander Schuur" <gertivs(at)netzero.net> |
Matt I also read your message and request for stats. I think a direct
answer would be a disservice. I have owned an RV-4 for 6 years and have
flown both the Rocket and Pitts.
The Pitts was born and bred for the IAC "Box". Probably more aerobatic bang
for the buck than any other plane ever built. A Pitts S-1C can be bought
for about the same $$$$ as a late model Kitfox!! The plane is capable of
far more than most pilots and will ablely take you to the level of advanced.
RVs were designed for and built by sensible people that wanted a sweet
flying plane. Equally at home on a weekend outing with the wife or
formation flying with the guys. Thousands built and flying can't be wrong.
Rockets. Wow! Flash, blast. Huge vertical, good legs, great looks, all
metal. What more can I say. Well I can. John Harmon has a following that
is way past loyal, his builders never miss a chance to sing his praises.
Mark Fredricksen and the F-1 is new on scene but is doing his level best to
bring an unbeatable product to the quick-build market.
All three are the best in the industry at what they do. All the stats and
words in the world wouldn't do as much as 15 minutes in each. Do yourself a
favor. Beg, borrow or do anything to fly all three.
Paul F-1 #006
NetZero - Defenders of the Free World
________________________________________________________________________________
| From: | "R. Werner" <russ(at)maui.net> |
Rocketeers
I've pretty much completed the tank ribs according to Frederick's modified
drawing. Does the trap door need to be there in tank rib #2, or is that now
out of fashion?
Russ
Maui
Working on tanks
________________________________________________________________________________
| Subject: | Re: Flop tube tank |
In a message dated 11/15/1999 3:48:34 AM Central Standard Time, russ(at)maui.net
writes:
<< I've pretty much completed the tank ribs according to Frederick's modified
drawing. Does the trap door need to be there in tank rib #2, or is that now
out of fashion?
>>
HI Russ:
You won't need the door except in cases where you want to fly inverted for
more than about 30 seconds. When inverted, the door would be at the top of
the chamber, so doors on the other holes make a bit more sense. Try to
visualize the rib upside down, and close off the openings that way. Of
course, the 'doors' must open easily when flying rightside up...
Regards
Mark
________________________________________________________________________________
| From: | "Gummos" <tg1965(at)linkline.com> |
Ken,
I understand that you came by and dropped off my canopy cable. Thanks alot.
I also understand that I had another visiter. Sorry I wasn't there. It was
my birthday (50+) and my parents and sister came for the weekend so no work
was performed.
Tom
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Re: Flux remover |
>Here's an unsolicited tip for you and everybody building the microencoder.
>Don't use flux remover. The stuff that I had from Radio Shack in the can
>with the little brush on the end just smears stuff around and makes a big
>mess. After talking with RMI, I used lacquer thinner (the same ole stuff
>you clean your spray can out with, I used medium drying, but they say any
>kind is OK). You REALLY flush the board with this, and the flux comes off
>easily. The only caution is to not leave the stuff on there for very long
>(don't let it soak). Then just blow it off the surface.
I'll let you all in on another "secret" board cleaner product.
Wall-Mart stocks a carburetor cleaner that's like most of the
other carburetor cleaners . . . lacquer thinner in an aerosol
can. Of the three brands in my local store, they range in price
from $2.50 down to $0.88 . . . as near as I can tell, they're
all the same stuff . . . We buy the 0.88/can by the case and
have been using it for board cleaning for the past 15 or so
years.
Wash off liberally then use hair dryer on LOW to evaporate both
thinner and WATER that shows up as condensed humidity when the
board cools under evaporation of the thinnner.
Bob . . .
////
(o o)
===========o00o=(_)=o00o=========
< Independence Kansas: the >
< Jurassic Park of aviation. >
< Your source for brand new >
< 40 year old airplanes. >
=================================
http://www.aeroelectric.com
________________________________________________________________________________
| From: | Warren Gretz <gretz_aero(at)h2net.net> |
list-aviation ,
list-avionics ,
list-beech ,
list-cessna ,
list-ez ,
list-glasair ,
list-homebuilt ,
list-kolb ,
list-lancair ,
list-piper ,
list-rocket ,
list-rvcanada ,
list-seaplane ,
list-tailwind ,
list-warbird ,
list-yak ,
list-zenith
| Subject: | Heated Pitot Tubes |
Greetings to the List,
I just received a new supply of heated pitot tubes. They are the
PH502-12CR (this used to be called the AN5812), and the AN5814-1. Both
styles of these pitot tubes are 12 volt and only come in a chrome
finish. The PH502-12CR has only the dynamic source for the air speed
indicator, but the AN5814 has a heated static source as well and it
looks good. I sell the PH502-12CR for $135 and the AN5814 is $199.
I also sell the mounting bracket kits to hold the pitot to your
aircraft. These are also available in the same chrome finish as the
pitot tubes to make a beautiful installation. These mouning bracket kits
come with all the parts needed for the installation and come with some
detailed instructions and photos of the process. This kit will work on
either a metal airplane or composite. The price of the mounting bracket
kits is $105.
All of my prices INCLUDE shipping in the US.
I have other products that may be of interest to you. If you would like
a set of flyers on my products, provide me with you US Postal Mail
address and I will send you a set.
Warren Gretz
Gretz Aero
3664 East Lake Drive
Littleton, CO 80121
303-770-3811
gretz_aero(at)h2net.net
________________________________________________________________________________
| From: | "R. Werner" <russ(at)maui.net> |
| Subject: | Re: Flop tube tank |
Thanks all. I decided to bag the trap door. I also made my "anti hang up"
guides a bit different. The one keeping it off the access cover screws is
the same, but I made the other one so that it keeps the pickup on the
inboard side as opposed to keeping it off the outboard side. Seems to work
better that way. Sort of contains the pickup to a smaller area, mostly
vertical.
Aloha,
Russ
________________________________________________________________________________
| From: | "Tom Martin" <fairlea(at)execulink.com> |
| Subject: | Re: Flop tube tank |
Hi Russ
I would be a little concerned about limiting your flop tube to just the
verticle, what about those long knive edge passes?
On my RV4 I installed a flop tube. I did not do any areobatics in that
plane and so when I built the Harmon rocket I decided not to install one for
a number of reasons
1. without an inverted oil system sustained, safe inverted flight is not
possible.
2. It is a moving part, and moving parts can fail, get hung up etc.
3. How long will it last? I believe the replacement time of most hoses
is five years.
4. It is more difficult to install, both in the tank and the wing to
fuse connection.
After flying my HRII I am glad that I did not install the flop tube, I am
doing simple aerobatics, loops, rolls, cuban eights, wing overs, and do not
have a problem as long as you remain positive. I have the matronics 'fuel
SCANNER' and have noticed a low fuel pressure reading if I push a little too
much on the top of a loop. The engine has not missed a beat but it is a
good reminder that maybe the oil pump might be sucking air as well! Unless
you intend on doing hardcore aerobatics with an inverted oil system, the
inverted fuel pickup is not time well spent, in my opinion. Having said
that though, I wish that i had installed those little trap doors in both
wing tanks. Here I am thinking of an uncoordinated flight situation with
low fuel, for example, lowering a wing so that a passenger can take a
picture of something on the ground.
Tom Martin
>Thanks all. I decided to bag the trap door. I also made my "anti hang
up"
>guides a bit different. The one keeping it off the access cover screws is
>the same, but I made the other one so that it keeps the pickup on the
>inboard side as opposed to keeping it off the outboard side. Seems to work
>better that way. Sort of contains the pickup to a smaller area, mostly
>vertical.
>
>Aloha,
>
>Russ
>
>
________________________________________________________________________________
| Subject: | How much is it worth? |
I am getting ready to refinance my HRII and the bank is wanting an appraisal
of the plane. No one I have talked to really knows what value to place on
it so I thought I would ask the list for any help. I have an HRII with 140
on the airframe, I bought it from Martin Heisler who built it and am now
putting a 0 time since MOH IO-540 in it. Within the last year I have put
all new King radios in it and it is fully IFR with a strikefinder. Any
ideas as to the value of this plane would be greatly appreciated.
Another question I have is about night flying. I find that there is a
terrible glare on the canopy at night and when I land I almost have to turn
the instrument lighting off in order to clear my forward vision. Any
thoughts there?
Thanks
Ernest Hale
N540HB
________________________________________________________________________________
| From: | LKDAUDT2(at)aol.com |
| Subject: | Re: How much is it worth? |
New MOH Engine on a 140 hr Rocket??? Should be wouth at least 140T...
Goood Luck!!!
Larry
________________________________________________________________________________
| From: | "R. Werner" <russ(at)maui.net> |
| Subject: | Re: Flop tube tank |
Tom,
You are right! I forgot about the GeeBee style passes!
After reading your note, I put in the trap door for the reason you
mentioned.
Thanks,
Russ
Drilling first complete (less proseal) tank to the spar
________________________________________________________________________________
| From: | "Bryan E. Files" <BFiles(at)corecom.net> |
Hi listers,
This morning's Ft. Lauderdale Sun Sentinel newspaper carried this story on
the
front page. They list the plane as a Rocket 2 flown by Graham Wood who died
shortly after the crash. His passenger Michael Fridley, survived by dragging
himself to an uninhabited fishing camp about 100 yards from the crash site.
To
read the story go to
http://www.sun-sentinel.com/news/daily/detail/0,1136,24500000000131654,00.ht
ml
There is an aerial shot of the crash site.
Charlie Kuss
RV-8 wings
________________________________________________________________________________
| From: | Al Mojzisik <prober(at)iwaynet.net> |
| Subject: | DON'T WAIT ANY LONGER! |
If your waiting for that ultimate post that will either:
A) Make you finally feel guilty enough to contribute.
B) Make you laugh so hard you give up and pull out your credit card.
C) Make a contribution in hopes that these pleas will just go away.
Well DON'T wait any longer......It just isn't going to happen. I have been
watching and waiting for something interesting to be posted like Matt's
ride last year in Brian Lloyd's YAK and subsequent picture of a hairy
Pillsbury Doughboy to make fun of but it just hasn't materialized. The list
has been VERY active with things like bolt lengths, engine horsepower,
gyro's, new web sites and flux removal.
Now this stuff would give Steve Martin or Robin Williams a hard time to
find material in. (Anyone want to take a stab at making an aileron
bellcrank post funny?) Well I'm reading all these and it comes to
me......this is what the lists are all about. Exchange of information. I
read a couple of posts of new guys getting information that will help them
make a decision about the airplane they choose to build and how to equip
it. On the RV-List I learned how control surfaces on B-767's can be
operated independently of each other and when and when not to remove solder
flux from an electronic project.
My point is that there is a ton of stuff that we are all learning from ALL
of these lists. All you have to do is read it. You also have the added
capability of asking questions if there is something you don't understand
and getting a timely answer from someone for clarification. This HAS to be
worth something to you. It should be. Why not dig deep right now and figure
out what that amount is? I'm sure can can come up with some figure. Well,
write it down and divide it by twelve and take a look at what it would cost
you per month for all that entertainment/information/insight. It's really
not all that much is it? Please click on the secured URL below or write a
check out right now and know that you have been instrumental in making all
of this possible. Thanks for reading this and sorry I couldn't think of
anything better to write but I need some seed material..............AL
To make a SSL Secure Web Contribution using your Visa or MasterCard, have a
look at the following URL:
http://www.matronics.com/contribution.html
To make a Contribution by check, please send US Mail to:
c/o Matt Dralle
Matronics
PO Box 347
Livermore, CA 94551
________________________________________________________________________________
| From: | "R. Werner" <russ(at)maui.net> |
Rocketeers,
For those who are fairly new to the list, I'm building on the Northshore of
Maui and welcome Rocket II builder visits. My schedule is pretty crazy, so
send an email first.
No, you can't stay!
Russ Werner
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Two Alternator Power Distribution Diagram |
Several builders asked me to describe the single battery/two alternator
system that B&C just STC'd onto the Bonanazas and soon to be on the
C-210. With enhancments for adding electronic ignition and essential
bus, I've posted the document in our update/errata files at:
http://www.aeroelectric.com/errata/errata.html
BTW . . our new server hardware out in Colorado has been having
heartburn . . . AGAIN. Thanks to listers for the feedback. As I've
just uploaded the new drawing and checked it for downloadability,
I think everything is working for now.
Given that the components for this installation are FAA/PMA/STC
approved, they're now strong candidtates for installs under a 337
in other aircraft.
Bob . . .
////
(o o)
===========o00o=(_)=o00o=========
< Independence Kansas: the >
< Jurassic Park of aviation. >
< Your source for brand new >
< 40 year old airplanes. >
=================================
http://www.aeroelectric.com
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Re: Electrical Noise |
>--> RV-List message posted by: Joe Czachorowski
>
> I have a small annoying problem. I have a King KY97A Comm
>radio. It was pre-wired at the factory (I guess). It works great as
>long as the electric turn coordinator is not running. When I hook up
>the turn coordinator, I get the motor(gyro?) noise in my headset with
>the squelch off. If I turn the squelch on, I don't hear it. I'm doing
>this test with the engine NOT running. Is this normal? Will this noise
>also affect my transmissions? BTW, I have individual ground wires going
>to a common ground block on the firewall as per Electric Bob. Any ideas
>out there?
>
Turn coordinators are high on the list of potential
noise generators. What you describe is consistent with
noise conducted out of the TC and onto the bus via its
14v power lead. Try putting a filter in the leadwires
to the TC. Radio Shack has an inductor, capacitor combo they
sell for about $4. It will need to mount in a small "project
box". I generally wire up the components with a pair of
goesinta and goesouta wires through grommets. The RS
part number for electrical components kit is 270-030.
I've published a copy of a drawing describing a power
conditioner we used to build at:
http://www.aeroelectric.com/errata/pwr_cnd.pdf
which you are welcome to download and use for guidance
on fabrication of your own noise filter.
Bob . . .
////
(o o)
===========o00o=(_)=o00o=========
< Independence Kansas: the >
< Jurassic Park of aviation. >
< Your source for brand new >
< 40 year old airplanes. >
=================================
http://www.aeroelectric.com
________________________________________________________________________________
| From: | "Norman Hunger" <nhunger(at)sprint.ca> |
| Subject: | Panel Lights Reflect Onto The Windsheild |
> Another question I have is about night flying. I find that there is a
> terrible glare on the canopy at night and when I land I almost have to
turn
> the instrument lighting off in order to clear my forward vision. Any
> thoughts there?
I am planning a 5 inch glaresheid above the panel in my RV6A. This will
hopefully cut out that reflection that I have heard a few people mention in
the entire RV series of aircraft. Does any one feel this might work?
The new overhang will be made out of light gauge white plastic sheet from a
hobby store. It will do it's job yet crumple and fold if an occupant hits it
during an accident. I also have a plan of lighting my panel from the edge of
the glareshield. I figure the lights won't do much until they get at least
five inches from the panel. I've gotten six very small 12V light bulbs that
I will epoxy in place.
Regards,
Norman Hunger
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Our website woes . . . |
For the Nth time, my service provider's rep tells me
that they've figured out the problem . . . just checked
it myself and things seem to be working right.
If anyone is still having trouble accessing our files,
try clearing out the cache files of your browser. Seems
an attempt to get into the bogus server equipment may have
left some vestiges of bad urls on your browser's
cache files. Feedback from the field would be welcome
on this. I've been fighting it for two weeks now!
Bob . . .
////
(o o)
===========o00o=(_)=o00o=========
< Independence Kansas: the >
< Jurassic Park of aviation. >
< Your source for brand new >
< 40 year old airplanes. >
=================================
http://www.aeroelectric.com
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Re: BOB: Two Alternator Power Distribution Diagram |
>Looking at your diagram, if you have an over voltage
>condition won't you open both field fuses? In this
>fault your no better than having one alternator. Or
>did I miss something?
Very good question! With the OV protection systems
of yesteryear, the condition you suggest would happen.
A single overvoltage condition would trip both alternators
off line. IF one uses the B&C regulators, they've
been fitted with selective trip circuitry . . . the
ov protection KNOWS if his alternator or some other
source is responsable for the ov condition. Only the
failed system is tripped off line.
If you build up a dual alternator system using automotive
regulators and my crowbar ov modules, you will indeed
trip both alternators off at the same time . . . you
reset the breakers for one system at a time and only
once to decide which is the failed system. In either
case, you still have the reliability of two alternators,
you don't have the convenience of automatic failure
diagnosis.
Bob . . .
////
(o o)
===========o00o=(_)=o00o=========
< Independence Kansas: the >
< Jurassic Park of aviation. >
< Your source for brand new >
< 40 year old airplanes. >
=================================
http://www.aeroelectric.com
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Re: Gear driven alternator |
>I'm thinking about installing a B&C gear driven alternator in my RV-6A. The
>AS&S catalog gives a brief description. It says that it is an 8 amp unit.
>Limited feedback from the List indicates that it is reliable. My
>plane-to-be will be day, VFR with a radio, turn & bank indicator,
>micro-encoder and transponder. I would use this as my only alternator. I
>have two questions. Am I crazy, or is this workable? Can I get information
>about the B&C alternator on the internet?
Sure. Day vfr loads is exactly what the SD-8 was designed for.
That was B&C's first product that came on the market about 18
years ago to support Ez builders with some day/vfr electrical
system. There are MANY sport bi-planes flying with an SD-8
as sole source of power.
The SD-8 has evolved to a 10 amp machine . . . all in all,
a robust, light and reliable alternative to more conventional
alternator/battery systems.
For more info, call B&C at 1.316.283.8000
Bob . . .
////
(o o)
===========o00o=(_)=o00o=========
< Independence Kansas: the >
< Jurassic Park of aviation. >
< Your source for brand new >
< 40 year old airplanes. >
=================================
http://www.aeroelectric.com
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Re: www.aeroelectric.com |
>Is anybody else having trouble getting into Aeroelectric.com? Bob says it's
>fixed, but I still can't get in. Even dumped my caches.
>Darrel
>
As I write these words, I'm waiting for an e-mail from
a NEW service provider that will give me the IP address
to begin transfering our site to another server. The
fellow I spoke with during the signup process says our
problem is not uncommon in the industry when domains
are transfered wholesale from one machine to another.
It seems that we still exist on both machines. Depending
on which way the wind is blowing and/or other forces
unknown to me, I can FTP into the real site or the old
one. Some folks in the field are experiencing similar
variability with browser access to the site.
Given the extremely poor engineering services I've been
offered over the past three weeks, I'll be officially
pulling the plug on DTC.net (old) and bewell.net (new)
as soon as Internic can broadcast the change to the
internet community. The whole process should be done
within the next three to four days although it could
happen as early as Monday. I'll post a general note
when the new site begins to recognize aeroelectric.com
The new site will offer secure business transactions,
web site searches, and a number of other nifty features
that will help us expand our level of services to the
amateur built aviation community. My thanks to those
who have been keeping me up to date on site access and
for your patience. The light at the end of the tunnel
is NOT an oncoming train . . .
Bob . . .
////
(o o)
===========o00o=(_)=o00o=========
< Independence Kansas: the >
< Jurassic Park of aviation. >
< Your source for brand new >
< 40 year old airplanes. >
=================================
http://www.aeroelectric.com
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Re: Fwd: Question |
>> An alternator puts out dirty current, which some electronics can not
>> handle, but by running it through
>> a battery cleans it up. So if you lost your battery, 2 alternators could
>> be a whole lot of nothing.
>> But with 2 batteries you have 30 hours or more of reserve if you lost
>> your alternator.
>>
>> No two alternators!
>Bob......What's your opinion on this
Yeah but . . . . repeat after me, "I solomly swear that I will
do my best to observe the laws of physics and conduct maintenance
on my airplane to live well INSIDE the envelope of operations
for the equipment installed."
There is no reason for anyone to LOOSE a battery. If you flog
it until it doesn't crank the engine for the 4th or 5th time,
don't do periodic capacity checks or fail to replace it
periodically to insure minimal levels of servicability, -AND-
you suffer from the "if-it's-good-for-50K-Cessnas, it's-gotta-
be-good-for-my-airplane" syndrome, then indeed, 20 alternators
wouldn't do you any good. Let's reveiw the facts and physics:
(1) Most alternators do indeed need SOME form of battery on line
not so much for cleaning up "dirty current" as for stabilization
of the alternator/regulator's voltage regulatrion servo-loop
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Temporary Articles Access . . . |
Folk who have been trying to download the past
several days article announcements may access them
from here:
http://home.kscable.com/aeroelectric/
Bob . . .
////
(o o)
===========o00o=(_)=o00o=========
< Independence Kansas: the >
< Jurassic Park of aviation. >
< Your source for brand new >
< 40 year old airplanes. >
=================================
http://www.aeroelectric.com
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Ground Integrity Measurements |
I've had two requests recently on an article I did
three years ago for KAB magazine on bulding a 4-wire
milliohmmeter. I've resurected the article and updated
it. Interested builders can find this 150K .pdf file at:
http://home.kscable.com/aeroelectric/
Bob . . .
////
(o o)
===========o00o=(_)=o00o=========
< Independence Kansas: the >
< Jurassic Park of aviation. >
< Your source for brand new >
< 40 year old airplanes. >
=================================
http://www.aeroelectric.com
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | All-Electric Airplane and Website Progress |
I've just uploaded an article that mirrors some new info
that will be included in upcomming Revision 9 to the book.
It deals with all-electric airplanes for those of us who
are on a budget . . . aren't we all?
See:
http://home.kscable.com/aeroelectric/
I've also uploaded our entire website including articles
to a new server on the east coast. Between cable modem
here and their multiple fiber optic feeds, the whole
30+ megabyte upload took less than 30 minutes. I've still
got some bugs to work out on how to speak to their
forms mailer. I'm also pondering their secure server
features and site search capabilities . . . once I get
educated, our site should take some quantum leaps forward.
Thanks to all for the time and effort to give me
feedback while we were still wrestling with the old service
provider . . . those folks are history.
Bob . . .
////
(o o)
===========o00o=(_)=o00o=========
< Independence Kansas: the >
< Jurassic Park of aviation. >
< Your source for brand new >
< 40 year old airplanes. >
=================================
http://www.aeroelectric.com
________________________________________________________________________________
| From: | "Archie" <archie97(at)earthlink.net> |
| Subject: | Contribution / Donation |
Items for sale w/ proceeds to help maintain Matronics websites.
Offers should be directed to:
http://www.matronics.com/contribution
Upon receipt of donation amount, items will be shipped.
No reasonable offer refused!
Unreasonable ones considered!
This will be a one-time posting.
NEW:
Heated Pitot Tube, 24v. "L" shaped.
Aero Instruments #5814-2
Flap Motor w/ adjustable stops. 24v.
Comm.Aircraft Prods. #D145-00-35-7
USED:
Narco Transponder AT5-A
Astronautics amplifier servo 53-005-214 mod#P1SA
Narco altitude reporter. to 25k' Model# AR500
King KS-505 power supply modulator
RCA AVQ55 Weather radar antenna MI 591000
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
>> What is the latest thoughts on using the foil dipole antenna from S-H?
>> I already have it and want to use it. Also what is the best choice for
>> other antenna locations? Nav, transponder, marker beacon, elt? There
>> are more 'Star's out there flying now so we should have some definitive
>> answers from real world experiences. All help would be appreciated since
>> I am bonding the fuselage and this is an integral part of the job if you
>> want ot conceal the antenna.
Real world perspectives on amateur built antenna installations
run the gamut from (a) doesn't work worth a @#$@#! to (b) works
really fine! Never have I seen engineering test data to compare
a new antenna with an old one. Go ahead and install any and all
antennas you might like to try. If they're inside, there's little
harm done if you decide your experiment falls into the !@#$@#$!
category. At the worst, you'll replace them with time honored
whiskers sticking out everywhere. Odds are in your favor that
they WILL perform adequately to you task.
Bob . . .
////
(o o)
===========o00o=(_)=o00o=========
< Independence Kansas: the >
< Jurassic Park of aviation. >
< Your source for brand new >
< 40 year old airplanes. >
=================================
http://www.aeroelectric.com
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Re: Using oil lines for a battery cable. |
Earlier this week, there was a little bit of discussion
about combining an oil line with a ground system in
a canard pusher aircraft. The line was to bring warm
oil forward for use as a cabin heat source. The writer
wondered if the same line could be used as an electrical
conductor to replace a 2AWG ground wire.
I could see how it might be done. The potential hazard
would arise from the single point of contact between
the liquid carrying tubing and the electrical connection
to that tubing. If that joint, and the one adjacent to
it were of impecable integrity, then no electrical arcing
and subsequent damage to the liquid carrying component
could occur due to poor conduction, overheating and
arcing.
I could see a copper strap looped around the tubing at
some appropriate location, soldered to the tubing and
formed into a tab where a wire could be bolted on
to carry electrons off to a destination separate from
the oil.
I suggested that the technique might save 2.5 pounds
in the total weight of the airplane and further that
the builder consider the trade off between the ease
and confidence of a tube and wire installation versus
taking on the task of making sure the dual use
installation was technically sound.
I expected to get a flood of mail about this . . .
I have received a few responses that run in this
general flavor:
>I've been mechanicing for a while and the general formula is to keep the
>electrical and fluid lines seperate. It introduces to many oppurtunities for
>sparking which would creat hot spots that would put holes in the tubing.
Understood. That philosophy operates under the assumption that
sparking and arcing WILL occur. If one designs a system wherein
arcing CANNOT occur, then the system is intrinsically safe.
For example, certain potential electrical energy levels are
ALLOWED inside a fuel tank because we understand the physics
that supports combustion and/or explosions. Saturated vapors
cannot combust due to lack of oxygen, ignition cannot happen
below certain energy densities within an explosive atmosphere,
etc. Automobiles have depended on these simple truths for
over 60 years and we've yet to see the ass-ends of cars
being blown off by their fuel gages.
Bureaucratic posturing and rewriting of the laws of physics
to support TWA 800 soothsayers not withstanding, there are
ways to bring potentially hazardous substances into close
proximity with potentially antagonistic phenomenon with comfort.
It's like defining the weight and ballance envelope for an
airplane, stay inside and your future is bright, venture outside
and risks multiply rapidly.
Rules of thumb, general formulas and other sage advice don't
have to consider anything except the stature of the authors,
their power to promote them, and our willingness to accept them.
The amateur built airplane arena is one of the few places
left were politicians and bureaucrats have yet to take a
strangle-hold on philosophy and technology. In this venue,
no idea is unworthy of consideration under the light and
magnifying glass of physics.
Personally, I'd have no problem fabricating such a system
and flying it with confidence. An amateur builder may want
to solicit the aid of one experienced in the mechanical
skills of putting the parts together. He might even consider
backing off the oil line and using the vacuum line (if
he's unfortunate enough to need one) to do the dual task.
I took on this issue to illustrate the precious value of
the freedom we have to do good science on our airplanes.
I'm sure I came off a bit wild-eyed a few days ago when
I responded to someone's query about an FAA inspector's
request to do a detailed weight and balance document for
an amateur built airplane. It's not that doing such a
document is a BAD idea, but it's not necessary from a
regulatory perspective. Nor does it have much value in
the future operation of the airplane . . . perhaps an
exercise with EDUCATIONAL value but certainly no more.
The requestor may have been genuinely interested in
advancing the builder's understanding of airplanes. No
matter what HIS/HER motivation, should some future up-n-
coming bureaucrat find reference to or even a copy of such
a document in an FAA file, there's an opportunity for
an educational exercise to take root and grow up as
a requirement.
Ben Franklin, at the signing of the Declaration of
Independence allowed as how, "We should all hang
together or most certainly we shall all hang
separately." The future of our craft and right to
practice it is delicately balanced on our ability
to "hang together." Fly comfortably my friends
but be watchful for the noses of camels circling
our collective tent . . .
Bob . . .
////
(o o)
===========o00o=(_)=o00o=========
< Independence Kansas: the >
< Jurassic Park of aviation. >
< Your source for brand new >
< 40 year old airplanes. >
=================================
http://www.aeroelectric.com
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Solid State Strobe?!?! |
Yesterday afternoon I saw a prototype of a red flashing
beacon sent in to Raytheon for evaluation. The light emitters
were an array of about 50 high intensity RED leds. The
total power draw of this beacon at 28v was .3 amps.
A 14v model would be .6 amps. Aside from the usual
glass dome over the lamps, there was only a small lump
on the bottom of the fixture to provide a housing for
flasher electronics.
As I watched the demonstration, I wondered if the intensity
and color requirements were being met but all-in-all,
the prototype was impressive. I've been pondering the
possibility of doing something similar on amateur built
airplanes. Xenon filled tubes, 300v power supplies, whining
noises in the headsets and $600 beacons need to go the
way of the dodo bird.
We may have witnessed the seeds of fulfillment of that
wish. Stay tuned.
Bob . . .
////
(o o)
===========o00o=(_)=o00o=========
< Independence Kansas: the >
< Jurassic Park of aviation. >
< Your source for brand new >
< 40 year old airplanes. >
=================================
http://www.aeroelectric.com
________________________________________________________________________________
| From: | Al Mojzisik <prober(at)iwaynet.net> |
| Subject: | HAPPY THANKSGIVING.....GIVING.....GIVING..... |
Listers........
Well the Holidays are almost upon us. At least upon us here in the good old
U.S. of A. I will be traveling north to spend Thanksgiving with the In-Laws
in Cleveland. (I know, what did I do wrong in a previous life?) Since I
won't be able to post any appeals for a couple of days I thought I would
post this and say THANKS for GIVING to everyone who has done so already.
For those of you still holding out, please think about giving real soon.
I'm sure you wouldn't just pick up a magazine or paper from a news-stand
and just walk off without paying. Why would you do that here among friends.
You don't have to give a lot. Just a little for what you get out of this
fantastic list. A buck or two a month. Is that too much to ask? Sure it
would pay freight on a part or buy you lunch for 2 or 3 days but hey, I'm
sure you get a lot more long term satisfaction out of reading the List.
Lets all get on board and make this the most successful Fund Raiser yet. I
am sure Matt can use the money to cover expenses and for new equipment that
will make it an even better resource. THANKS.....for......GIVING AL
To make a SSL Secure Web Contribution using your Visa or MasterCard, have a
look at the following URL:
http://www.matronics.com/contribution.html
To make a Contribution by check, please send US Mail to:
c/o Matt Dralle
Matronics
PO Box 347
Livermore, CA 94551
________________________________________________________________________________
| From: | dralle(at)matronics.com (Matt Dralle) |
| Subject: | [Please Read] List Fund Raiser Continues; LOC #1 December |
1st!
Greetings Listers!
Don't forget the 1999 List Fund Raiser is still in progress and there is
still plenty of time to make a Contribution and assure yourself a place
on on the first List Of Contributors (LOC)! I will post the first LOC
on December 1st and it will detail everyone that has generously made a
Contribution so far this year!!
It costs a great deal to maintain the Email and Web server systems and
high-speed Internet connection that provide the Email List services
found here. I won't even mention the many, many hours I spend each week
running the Lists, doing backups, handling subscription requests, and
creating new email and web features and services such as the Archive
Search Engine, and Archive Browser... Whoops; I think I just did! :-)
This year's Fund Raiser started out pretty slow and I was starting to
think that no one appreciated me anymore... ;-) But, in the last week
or so things have really started to pick up! So if you haven't made a
Contribution yet this year, why not join your email List friends and
make a contribution today to support the continued operation of these
Lists!
There are two easy methods for making your Contribution:
* Make a SSL Secure Web Contribution using your Visa or MasterCard,
surf over to:
http://www.matronics.com/contribution.html
* Make a Contribution by check, send US Mail to:
Matronics
c/o Matt Dralle
PO Box 347
Livermore, CA 94551
I would like to sincerely thank everyone who has already made a
Contribution so far this year! I greatly appreciate your generosity and
support and want you to know that these Lists have been made possible
directly by *YOU*!
Thank you!
Matt Dralle
Your Email List Administrator
--
Matt G. Dralle | Matronics | P.O. Box 347 | Livermore | CA | 94551
925-606-1001 Voice | 925-606-6281 FAX | dralle(at)matronics.com Email
http://www.matronics.com/ W.W.W. | Featuring Products For Aircraft
________________________________________________________________________________
| From: | John Balbierer <jbalbierer(at)yahoo.com> |
| Subject: | Rocket Crash in Fla |
Has anyone heard anything more on the Rocket Crash in
Ft Lauderdale, Florida, killing Grant Woods? I met
Grant this past year in Lake Placid, NY, his summer
home. He was an MD and just bought this Rocket out in
CA.
John Balbierer
Syracuse, NY
RV-6, Rocket wannabe
Thousands of Stores. Millions of Products. All in one place.
Yahoo! Shopping: http://shopping.yahoo.com
________________________________________________________________________________
| Subject: | Re: Rocket Crash in Fla |
understand the aircraft lost power over the everglades.. he came thru PDK 3
months ago.. meet him and his wife briefly.....
JM SN154
________________________________________________________________________________
| Subject: | Re: Rocket Crash in Fla |
In a message dated 11/24/1999 3:36:51 PM Central Standard Time,
jbalbierer(at)yahoo.com writes:
<< Has anyone heard anything more on the Rocket Crash in
Ft Lauderdale, Florida, killing Grant Woods? I met
Grant this past year in Lake Placid, NY, his summer
home. He was an MD and just bought this Rocket out in
CA.
John Balbierer
Syracuse, NY
RV-6, Rocket wannabe
Listers:
It looks like fuel exhaustion. There may have been fuel in the other tank,
but it seems Graham didn't have time to get a re-start. It appears that he
was low (250-400" MSL) and slow (100-120 MPH or so) when the engine quit. The
Rocket drops pretty fast from that speed when you cut the power, and with no
altitude to spare, it looks like time ran out -- he needed one more option.
The insurance rep read me the report, and it seems Graham tried to zoom for
altitude, but the speed was too low, and he stalled and spun in. Both
occupants survived the initial crash, and the backseater pulled Graham out
(he was talking) and laid him on the right wing. The backseater went for help
(tho he had a broken leg, broken arm, broken wrist, cracked sternum, injured
back). The fishing camp they had been looking at (200 yd away) was not
occupied, and had no phone. The survivor spent the night on the porch, and a
helicopter on a training mission found him the next day. Graham evidently
passed away during the night.
Both the NTSB investigator and the insurance adjustor commented about how
tough the airframe appeared to be -- usually there is more damage to a plane
that hits that hard.
This accident is published on the NTSB site, I'm told.
Check six!
Mark
________________________________________________________________________________
| From: | "Bryan E. Files" <BFiles(at)corecom.net> |
You can find and N# search at .... http://www.landings.com
________________________________________________________________________________
| From: | "R. Werner" <russ(at)maui.net> |
| Subject: | LE to Tank strip |
Rocketeers,
On the W423 strip that connects the Tank to the Leading Edge skin, Harmon
has dimples and van has machined countersinks for the screws. My tanks are
a fairly tight fit to the spar and require some pull to get thim into
position. Machine countersinking would be easier during install, but not as
strong. Which way to go?
Russ
Maui
________________________________________________________________________________
| From: | "Tom Martin" <fairlea(at)execulink.com> |
| Subject: | Re: LE to Tank strip |
Russ
I just did that strip and I dimpled it. I know what you mean about the
tight fit to the spar but this part will not add to the problem. As you
pull the tank away the shape of the airfoil will not cause binding in this
spot. The dimpling is easier to do in my opinion, and stronger.
Tom Martin
f
>Rocketeers,
>
>On the W423 strip that connects the Tank to the Leading Edge skin, Harmon
>has dimples and van has machined countersinks for the screws. My tanks are
>a fairly tight fit to the spar and require some pull to get thim into
>position. Machine countersinking would be easier during install, but not
as
>strong. Which way to go?
>
>Russ
>Maui
>
>
________________________________________________________________________________
| From: | "R. Werner" <russ(at)maui.net> |
| Subject: | Re: LE to Tank strip |
Tom,
That's what I thought. Now another one...
I have searched the archives, but not found the answer to this one. In the
forward row of tank screws, are most of you machine countersinking the skin
or are you dimpling the skin into a countersunk spar? My take on the plans
is that the skin and spar are to be machined as one. That's my plan for
now, but will see what response this brings first!
Russ
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Re: Exide Orbital Recombinant Battery ? |
>Exide is selling a "recombinant" battery. See www.exideworld.com. How does
>it compare to the recombinant aircraft batteries sold by Concorde and B&C ?
Took a look at this site and it appears that the product
is a descendant of the jelly-roll cells originally
developed and patented over 20 years ago. The cells
were (and still are) marketed under Gate's Energy Products
Cyclon brand for about the past 15 years or more.
When the Gate's patents expired a number of folk
took interest in the technology. When Gates sold
off the battery division, a company in Denver got the
tooling for the big jelly-roll cells while another
company (Hawker I think) took over the litte version.
We use the 2 a.h. cells to this day in our MQM
series targets.
We should expect to see more of the "silo" batteries
to pop up. Exide is a very old and respected name in
rechargable batteries. The technology used in the Orbital
battery is quite mature. These are reasons to believe
their offering is technically near if not at the
top of the heap in the growing field of portable
energy storage devices.
I did get the following from their website:
THE ORBITAL BATTERY IS SENSITIVE TO HIGH VOLTAGE
CHARGING (ABOVE 14.4 VOLTS).THE RECOMMENDATION IS
TO USE A 6 TO 12 AMP, 12 VOLT AUTOMATIC CHARGER SET
AT THE REGULAR SETTING. IF YOU USE A NON- AUTOMATIC
CHARGER, YOU NEED TO MONITOR THE VOLTAGE SO IT
DOES NOT EXCEED 14.4 VOLTS AND/OR 12 AMPS ANYTIME
DURING RECHARGE. THIS BATTERY ONLY NEEDS
RECHARGING IF THE OPEN CIRCUIT VOLTAGE (O.C.V.) IS
BELOW 12.5 VOLTS.
Unlke the Gates-now-Hawker products, their recommendations
are more conservative with respect to care and feeding
of the battery. That 14.4V/12A limit is, I believe,
NOT a red-line where exceeding the values means instant
or even accelerated demise of the battery. In automotive
applications where you are encouraged to flog-it-til-
it-dies, the 14.4/12 limits will optomize service life.
This is NOT an inexpensive battery. Further, it's probably
only offered in automotive sizes (24 a.h. or there-abouts)
so it's not a lightweight. Nor is it going to be in-expensive.
In the grand picture of our need for reliable cranking,
and RESERVE energy storage, I would encourage builders
to think lighter, less expensive and REPLACE based on
capacity than to sink a lot of bux into an expensive,
classy car battery and suffer the temptation to flog-
it-til-it-dies.
I found this tid bit on their website too . . .
Because Exide Select orbital can withstand abuses that kill
conventional batteries, it's a perfect choice for many vehicles,
including classic cars, RVs, boats (starting only), taxis, seasonal
and farm equipment.
. . . an interesting contrast to the charging instructions
cited above. The #1 "abuse" suffered by airplane batteries
is long periods of inattention. The very low self-discharge
rates of EVERYBODY's RG battery makes them less susceptable
to loss in storage. But if one interprets the charging
recommendations paragraph as oh-my-gosh-gospel then I'll
suggest the Exide Orbital is no more rugged than most
other RG products on the market.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Re: Gel Cell Battery |
>Bob:
>
>Where can I get one of the 17-amp gel cells you mentioned?
>
>Dick Carden
>
Ain't no such thing as a gel cell any more. The recombinant
gas batteries are sold by EVERYBODY. There are a half
dozen consumer battery stores in Wichita that handle
the 17 a.h. class battery. Look for brands like Panasonic,
Yuasa, Powersonic, etc. If the battery is "sealed lead
acid", has dimensions on the order of 3" x 6.5" x 6.5"
and has terminals that will accept 4AWG wire attached with
1/4" bolts, then it's what you want. They shouldn't cost
you more than $65.
Don't buy your flight battery until you're ready to fly
the airplane. Jury-rig a car or garden tractor battery
into your system for ground testing or use a ground
power supply like . . .
http://www.aeroelectric.com/Catalog/tools/tools.html#gpu14-23
Go buy your flight battery the day before you take the
airplane to the airport.
Bob . . .
________________________________________________________________________________
| From: | dralle(at)matronics.com (Matt Dralle) |
| Subject: | 1999 List of Contributors #1 and a Special Thank You Message!! |
Dear Listers,
I would like to personally thank each and everyone that has contributed
this year to 1999 List Fund Raiser! As you can see from the list of
names below, there were many, many generous people from the Lists this
time around and I want everyone to know just how much your support has
meant to me. The list of members below includes those that have
contributed during this year's List Fund Raiser as well as those that
have contributed throughout the year and also those that made a donation
to my Legal Defense Fund earlier in the year that was sponsored my our
own Bob Nuckolls of Aero Electric.
I want everyone to know just how much it means to me to receive the type
of financial support for these Lists that I have this year. As the Lists
have grown so much over the last few years, so have the equipment costs
as well as the monthly costs such as the Internet connectivity. Your
generosity during the Fund Raiser and throughout the year, truly makes
the continued operation, and more importantly, the continued upgrade and
improvement of these aviation-related services directly possible. That
is the bottom line. Please accept my most sincere appreciation of the
amazing and, at times, overwhelming generosity of so many of you
wonderful people! Thank you!!
For those of you that didn't quite get your contribution in on time for
this first List of Contributors - be it by check or by credit card - I
will be posting a followup List of Contributors #2 for 1999 in a few
weeks to make sure that I properly acknowledge each and everyone of the
generous List members. One last time, the addresses to make a contribution
are:
http://www.matronics.com/contribution
or
Matt Dralle
c/o Matronics
PO Box 347
Livermore, CA 94551
Finally, thank you all so much for your support this year both in terms
of the financial contribution but also in the form of the letters and
moral support during what can only be categorized as a very stressful and
unsettling time. And I think you know what I'm referring to... Your
support and encouragement meant more to me than you'll ever know. I felt
as if I had 2500 friends all behind me, and that's a *powerful* force!
Well done one and all! Thank you!
Best regards for the upcoming year.
Your Email List Administrator,
Matt Dralle
RV-4 Builder #1763
=================== 1999 List of Contributors #1 ====================
Abell, John
Acker, Rob
Adams, Bob
Adamson, Larry
Ahamer, Karl
Albachten, Rudy III
Alcazar, Jesus
Allen, Brent
Allison, Steven
Ammeter, John
Amundsen, Blair
Anderson, Edward
Armstrong, Robert
Arnold, James
Aronson, David
Ashford, James
Ashton, Kent
Atkinson, Harold
Baggett, Robert
Baker, Gary
Baker, Ray
Baldwin, James
Barlow, Melvin
Barnes, Thomas
Barnes, Tom
Barnhart, Dave
Barrenechea, Godo
Battles, Brenton
BB Diversified Services, LTD
Bechtel, Amos
Bell, Bruce
Belted Air Power LTD.
Benhan, Dallas
Bennett, Peter
Besing, Paul
Bieber, Mike
Bilodeau, Paul
Bird, Carroll
Blanton, Stan
Bleier, Roger
Blomgren, Jack
Blum, Ronald
Boadright, Kyle
Boardman, Don III
Boatright, Kyle
Boatright, Robert
Bodie, Pete
Bonesteel, Wayne
Booze, Gregory
Borne, Charles
Bourgeois, Rion
Bourne, Larry
Bovan Pe, Vaso
Bowen, Larry
Bowen, Miles
Bower, Bob
Bowhay, Eustace
Bowman, Brian R
Boyd, Rodney
Branscomb, Warren
Bray, Garrett
Brian Lloyd
Brick, John
Bridgham, David
Brogley, Mike
Brooks, Chris
Brooks, John
Brott, Marvin
Brown, Kent
Brown, Scott
Buckwalter, David - Avionics Systems
Burlingame, Ralph
Burnham, Dave
Calhoun, Ronald
Calvert, Jerry
Cantrell, Ken
Capen, Ralph
Cardinal, Gregory
Carey, Christopher
Carr, David
Carter, Jerry
Carter, Ron
Casey, Jeremy
Chapple, Glen
Chesnut, Bruce
Chesnut, William
Christensen, Peter
Christie, William
Churchill, Frank
Ciolino, John
Clabots, Gerald
Clark, Howard
Clark, James
Clary, Buck
Clay, Dennis
Cloughley, Bill
Cole, Ed
Colontonio, Moe
Colucci, Anthoney
Conaway, James
Cook, David Sr.
Cooley, John
Copeland, Forrest
Corder, Michael
Corriveau, Grant
Cotter, Timothy
Cox, Carson
Croby, Harry
Crosley, Richard
Cullen, Chuck
Czinkota, Garnet
Dall, Richard
Daudt, Larry
Davidson, Jeff
Davis, Christopher
Davis, Jared
Davis, Steve - The Panel Pilot
Davis, William
Day, Robert
Deffner, David
Del Peso, Jose
Derrik, Chuck
Desmond, Richard
Devine, Steven
Devlin, John
Dewees, Ron
Dial, J.R.
Dominey, Clifford
Dorsey, Bob
Downing, Jeff
Dubroc, Tommy
Dudley, Richard
Duffy, Russell
Duncan, John
Dunlap, E.T.
Dziewiontkoski, Bob
Eagleston, Ron
Eagleston, Ronald
Eastburn, James
Elder, William
Elhai, Irv
Emrath, Marty
Ensing, Dale
Ervin, Thomas
Erwin, Chip - Czech Aircraft Works
Evans, Monte
Exstrom, Daniel
Faile, David
Farrar, Jeffrey
Farris, Paul
Fetzer, George
Fiedler, Mike
Filucci, Michael - Red Dragon Aviaion
Finch, K
Flaherty, Edward
Floyd, Joseph
Ford, David
Forrest, Gerald
Forsting, Robert
Fortner, Earl
Four Star Products
Frank, Dan
Franz, Carl
Frazier, Vince
Frederick, Mark
French, Edwin
Friedman, Frank
Froehlich, Carl
Fromm, John
Fry, John
Funk, Edwin Jr.
Funnell, Augustus
George, William
Gilbert, Mark
Giusti, Roberto
Glaser, Arthur
Glass, Roy
Glover, Ken
Gold, Andy - Builder's Book Store
Goldberg, Mark
Good, Chris
Gooding, Lawrence
Goolsby, Jim
Gott, Shelby
Goudreault, Jacques
Graham, James Jr.
Grant, Jordan
Griffin, Bill
Griffin, Randy
Groom, Larry
Guillosso, Alain
Hale, Michael
Hales, Sherman
Hall, Bob
Hall, Thomas
Hamer, Steven
Hamilton, Thom
Hamilton, William
Hand, Chris
Hansen, Ronald
Hargis, Merle
Harmon, John
Harper, Malcom
Harrill, Roy
Harris, John
Hart, Daniel
Harvey, Doug
Hassall, J.C.
Hastedt, Margaret
Hatch, Fletcher III
Hatcher, Clive
Hatfield, Cecil
Hays, Wes
Henderson, George
Henderson, Randall
Heritch, Ian
Herndon, Richard
Herren, Bill
Hevern, Jerry
Hiatt, Mark
Hiers, Craig
Hinch, Christopher
Hine, Joe
Hinkley, Curtis
Hinrichsen, James
Hodge, Jack
Hodgson, Bob
Hodson, Frank
Hoffman, Carl
Holcombe, Richard
Horton, Kevin
Hoshowski, Ken
Hrycauk, Dave
Hughes, Robert
Hulen, Fred
Hundley, Richard
Hurd, James
Hurlbut, Steve
Hutcheson, Ken
Ihlenburg, Fred
Ingram, Jim
Irace, Bill
Irwin, Eric
Isler, Jerry
Ivers, James
James, Larry
Janes, Bob
Janicki, Steven
Japundza, Bob
Jeens, Ken
Johannsson, Johann
Johnson, Jackie
Johnson, Stephen
Jones, Bryan
Jones, Rob
Jones, Russ
Jonker, Bill
Jordan, Thomas
Jory, Rick
Kampthorne, Hal
Kayner, Dennis
Keithley, Rick
King, Da Ve
Kirby, Dennis
Kirby, Graham
Kirtland, Charles
Kitz, John
Knezacek, Dan
Knievel, Gerald
Knoll, Bruce
Kosta, Michael
Kowalski, Ed
Krueger, Dan
Krueger, Scott
Kuss, Charlie
Laczko, Frank Sr.
Lamb, Richard
Lane, Kevin
Lassen, Finn
Laurence, Peter
Laverty, Mike
Lawson, John
Leaf, Dave
Lee, John
Lee, Ric
LeGare, Garry
Leggette, Len
Leonard, William
Lerohl, Gaylen
Lervold, Randy
Lewis, Terry
Lewis, Tim
Ligon, Howard
Lind, Laird
Linebaugh, Jeffrey
Loeber, Wayne
Ludeman, Bruce
Lutes, Rick
Mac Donald, Lawrence
MacKay, Alex
Malczynski, Francis
Mandell, Tom
Marino, Anthony
Marion, Chris
Markert, Michael
Marshall, Robert
Martin, Tom
Maxson, Phil
Mazatuad, Mme Hyun Sook
McElhoe, Bruce
McFarlane, Lloyd
McGee, Michael
McHarry, Joe
McHenry, Tedd
McKibben, Gerald
McNamara, Don
Melder, Frank
Melia, Tom
Metzger, Stephen
Meyers, John
Miller, Jim & Dondi - Aircraft Technical Support
Mitchell, Duane
Moen, Craig
Mojzisik, Allan
Molzen, Jason
Mondy, Malia
Moore, Thomas
Moore, Warren
Morelli, Bill
Morelli, William
Morris, Daniel III
Morrison, Mark
Morrow, Dan
Moulin, Roger
Munn, Mike
Murphy, Ray Jr.
Neal, Danny
Nellis, Michael
Nelson, James
Nelson, Jim
Newell, Alan
Nguyen, Thomas
Nice, James
Nicely, Vincent
Norris, Rob
Nowakowski, Donald
Noyer, Robert
Nuckolls, Robert
Olendorf, Scott
Olson, Larry
Olson, Tom
Orear, Jeffrey
Owens, Laird
Palinkas, Gary
Pardue, Larry
Paulson, Craig
Peck, Bill & Kathy
Peer, Michael - Jem Aviation
Peryk, Dennis
Peternel, Stanley
Petersen, Eric
Petersen, Paul
Peterson, Alex
Pflanzer, Randy
Phillips, Mark
Pickrell, Jim
Pike, Richard
Pinneo, George
Pittenger, Dick
Plathey, Claude
Point, Jeff
Polstra, Philip
Porter, Richard
Porter, Robert
Potter, Mark
Pretzsch, Robert
Ragsdale, Bill
Randolph, George
Ransom, Ben
Rathbun, Richard
Reeck, Jay
Reed, Derek
Reed, Frank
Reisdorfer, Mark
Reynolds, Richard
Richardson, Ray - Powersport Aviation Inc.
Riedlinger, Paul
Riley, Stuart
Roach, Brian
Rodgers, Brian
Rosales, Paul
Rowbotham, Charles
Rowles, Les
Rozendaal, Doug
Rutherford, Ted
Sa, Carlos
Sager, Jim
Sailer, Martin
SanClemente, Andrew
Sapp, Doug
Sargent, Tom
Sax, Samuel
Schemmel, Grant
Schippers, John
Schmitt, Clayton
Schneeflock, Robert
Schrimmer, Mark
Schwarz, Guillermo
Selby, Jim - JKL Aviation Sales
Seward, Douglas
Shackleford, Howard
Shafer, Jim
Shank, Bill
Sheets, Douglas
Shenk, Doug
Shepherd, Dallas
Shettel, Maurice
Shipley, Walter
Sigmon, Harvey
Silverstein, Chuck
Sipp, Dick
Slaughter, Mike
Small, Thomas
Smith, Clayton
Smith, Edmund
Smith, Philip
Smith, Shelby
Smithey, Lloyd
Snyder, David
Solecki, John
Sparks, Timothy
Stafford, David
Staub, Skip
Steer, Bill
Stobbe, Bruce
Stoffers, Larry
Stone, James
Strandjord, Eric
Swaney, Mark
Tauch, Eric
Tauchen, Bryan
Taylor, Tod
Team Rocket
Thayer, George
Therrien, Michel
Thistelthwaite, Geoffrey
Thoman, Daniel
Thomas, Lee
Thomas, Tim
Thompson, Michael
Todd, John
Tompkins, Jeff
Tower, John
True, George
Tucker, Harold
Tuton, Beauford
Tyrrel, Charles
Upshur, Bill
Uribe, Guillermo
Uribe, Gullermo
Utterback, Thomas
Van Der Sanden, Gert
Vandervort, Ronald
VanGrunsven, Stanley
Varnes, William
Volum, Peter
Von Ruden, Dennis
VonLindern, Paul
Vosberg, Roy
Waligroski, Gregg
Walker, Tommy
Walrath, Howard
Ward, Ed
Warren, John
Washburn, Oliver
Watson, Dennis
Watson, Terrence
Watson, William
Webb, Randol
Weber, Ed
Weber, Edward
Weller, Michael
Wendel, Jim
Wentzell, David
Werner, Russ
Werner, Russell
Westridge, David
Whelan, Thomas
Whiler, Douglas
Whitehead, Arthur
Wiesel, Dan
Wigney, John
Williams, Jimmy
Williams, Keith
Williams, Lawrence
Willig, Louis
Wills, Mike
Wilson, Billy
Wittman, James
Wood, Denton
Wood, John
Wood, Mark
Worstell, Glen
Worthington, Victor
Wotring, Dale
Wymer, Gerald
Young, Charles
Young, Rollin
Youngblood, Barry
Zeidman, Richard
Zigaitis, Kestutis
Zinkham, Ralph
Zwart, Frank
--
Matt G. Dralle | Matronics | P.O. Box 347 | Livermore | CA | 94551
925-606-1001 Voice | 925-606-6281 FAX | dralle(at)matronics.com Email
http://www.matronics.com/ W.W.W. | Featuring Products For Aircraft
________________________________________________________________________________
| From: | Al Mojzisik <prober(at)iwaynet.net> |
If you were one of the 5 people in the November LRI group buy, I just sent
out a confirming e-mail directly to you.
So if you ordered an LRI in this current deal and do not recieve this
confirming e-mail by this evening please contact me off list. Thanks, AL
prober(at)iwaynet.net
________________________________________________________________________________
| From: | boggan(at)webtv.net (larry boggan) |
Where are the best instructions for assembling and installing the canopy
and frame?
________________________________________________________________________________
| From: | "R. Werner" <russ(at)maui.net> |
| Subject: | Fuel Vent question |
Listers
I see, barely, that the fuel vent fitting that is mounted in the root rib of
each tank is a bulkhead L fitting. What direction does it need to point?
Orndorff's video looks like it is pointing at the tip of the rib, but I
can't find anything in the plans. Anyone know where it is in the plans, or
better yet, where it works best?
Aloha,
Russ Werner
________________________________________________________________________________
| From: | Hr2pilot(at)aol.com |
Hi Larry
Call me
John
________________________________________________________________________________
| From: | Hr2pilot(at)aol.com |
| Subject: | Re: Fuel Vent question |
Hi Russ
Put the vent in the middle of the fwd stiffing ring and use a bulkhead
straight.
John
________________________________________________________________________________
| From: | "R. Werner" <russ(at)maui.net> |
| Subject: | Re: Fuel Vent question |
Okay.....my hole is near the top of the forward circle in the rib. I'll put
the straight fitting and deal with it later!
Thanks John,
Russ
________________________________________________________________________________
| From: | dralle(at)matronics.com (Matt Dralle) |
tailwind-list(at)matronics.com, pietenpol-list(at)matronics.com
| Subject: | List Support Auction Continues... |
Dear Listers,
The List Support Auction is still underway with about 5 or 6 days left.
I have been receiving a number of nice bids on the items generously
donated by Steven and Archie. I've listed the items up for auction
again below and have included the current high-bid.
If there is an item that you wish to bid on, please send your BID along
with the DESCRIPTION OF THE ITEM you are bidding on to the following
email address:
bids(at)matronics.com
Thanks again to Steven and Archie for donating these items to support
the List. And thank you to those that have sent in bids so far!
Best regards,
Matt Dralle
Email List Admin.
======================================================================
Steven DiNieri (capsteve(at)wzrd.com) has generously offered to donate a
CoolStart RS 700-II to support the Lists this year. This unit retails
for $299. I have put a brochure for the product up on the web server
and you can have a look at it here:
http://www.matronics.com/contribution/rsflyer.jpg
NEW:
$175 * CoolStart RS 700-II
======================================================================
Archie (archie97(at)earthlink.net) has generously donated a number of
interesting items to the Support the List cause this year. Each of
them are described below. If you have additional questions, please
email Archie directly at:
archie97(at)earthlink.net
> Upon receipt of the donation amount, items will be shipped.
> No reasonable offer refused!
> Unreasonable ones considered!
NEW:
- * Heated Pitot Tube, 24v. "L" shaped.
- * Aero Instruments #5814-2
- * Flap Motor w/ adjustable stops. 24v.
- * Comm.Aircraft Prods. #D145-00-35-7
USED:
$45 * Narco Transponder AT5-A
- * Astronautics amplifier servo 53-005-214 mod#P1SA
$15 * Narco altitude reporter. to 25k' Model# AR500
- * King KS-505 power supply modulator
- * RCA AVQ55 Weather radar antenna MI 591000
======================================================================
--
Matt G. Dralle | Matronics | P.O. Box 347 | Livermore | CA | 94551
925-606-1001 Voice | 925-606-6281 FAX | dralle(at)matronics.com Email
http://www.matronics.com/ W.W.W. | Featuring Products For Aircraft
________________________________________________________________________________
| From: | "A. W. Triff" <tekrep(at)wans.net> |
"Rocket List"
| Subject: | RV-8 HS Stab Rivet Spacing/Alignment |
HI Listers,
I'm having a little problem with my RV-8 HS stabilizer skeleton and am
wondering if anyone else has come across the same problem. When laying the
skins over the skeleton, the intersection of the HS404 (center tip rib),
HS405 (center aft rib), HS602 (HSFWD spar channel) and HS814 (reinforcing
angle at FWD spar center), the first rivet FWD of the FWD spar on the tip
rib does not have sufficient material in the rib for proper edge distance
and actually hits the spar on one side (the "ear" on the HS814 bottom
reinforcing angle is a bit longer than the other side but is at the proper
dimension per the plans). and is right next to the spar ear on the other
side. This is where Van tells you to cut a notch in the rib for the spar
channel, but then they put a rivet right in the middle of the notch. I'll
either have to file the spar ear way down, or move the rivet out on the
HS404 rib, any suggestions?
Similarly, the aft center rib (HS405) does not seem to have enough material
in the end of the rib flange (but the rib does fit in place) to give proper
edge distance for a rivet where the skin says it should be.
Since I believe this area is under a fairing, can I put a rivet in a little
farther out on the rib? Would this compromise structural integrity (it
doesn't seem like much of a compromise). Should I put a rivet in it anyway
since there will be a skin hole or can I leave the hole empty?
Thanks for any input you may have,
Wes Triff
tekrep(at)wans.net
RV-8 tail/F-1 Rocket
Atlanta
________________________________________________________________________________
| From: | "R. Werner" <russ(at)maui.net> |
| Subject: | Fresh Air vent supply |
Rocketeers,
Anyone up for a description of location and plumbing for the fresh air naca
intakes in the underside of the wing?
Where are you getting the naca inlets? Vans has them in the catalog, but no
detail. I'm also interested if you can get air to the front seat that way
or is there a better place to tap. As for the ones in the wing bottom skin,
any chance of exhaust coming in there?
So my questions are:
Position
Size
Source to buy
tubing routes
are you also mixing this with the heat?
Aloha,
Russ
HR II
waiting on proseal cure, session 1
________________________________________________________________________________
| Subject: | Re: Fresh Air vent supply |
In a message dated 12/6/1999 5:23:56 PM Central Standard Time, russ(at)maui.net
writes:
<< Anyone up for a description of location and plumbing for the fresh air naca
intakes in the underside of the wing?
Hi Russ:
I put the inlet in the first bay outside of the wingwalk ribs, with the front
edge of the cutout 3" from the skin butt-joint. The 2" hose routes thru the
rib lightening holes (third one from the front) and thru a hole in the lower
side of the fuselage. Careful routing of the hose will allow this to work
with footwells, too.
Where are you getting the naca inlets? Vans has them in the catalog, but no
detail.
Get the entire SV Kit, but with 6' of hose.
I'm also interested if you can get air to the front seat that way
or is there a better place to tap.
I'm not happy with the front seat air in my ship (fresh only -- the heat is
fine). This most likely is due to a restriction of some sort in the system,
or the front seat plenum. I will say that this system blows a tornado in the
back seat! It may be that an additional inlet (fresh only) in the front seat
will be the best answer. I'm thinking of a very small inlet in the root
fairing at the leading edge (like Cessna uses), with a small hose -- 1" maybe
-- with a small Wemac type vent used as a shut-off (like in the back seat of
a 172).
As for the ones in the wing bottom skin,
any chance of exhaust coming in there?
No -- it's placed far outside the exhaust stream.
So my questions are:
Position
Size
Source to buy
tubing routes
are you also mixing this with the heat?
Yes -- the heat routes into the front plenum box, and thus into the entire
system. The fuse fresh air inlet will need a shut-off to make this work, BTW.
Aloha,
Russ
HR II
waiting on proseal cure, session 1 >>
Fuel tank selant???! Oh boy!
Check six!
Mark
________________________________________________________________________________
| From: | LKDAUDT2(at)aol.com |
| Subject: | Re: Fresh Air vent supply |
Russ.. I am working on the fresh air inlets just now..
Mark has cut one hole in the left wing and routed it to the left rear seat.
I will cut another on the right wing far enough out (third or forth bay, I
think) and route it to the forward cockpit. Should be far enough out so as
not to pick up engine smells..
I will also have an inside panel to finish the side walls witch will act as a
plenum for air distribution through the vents.
Dont know where Mark gets his NACA scoops but Vans sells them as well.
Good Luck..............Larry
________________________________________________________________________________
| From: | LKDAUDT2(at)aol.com |
| Subject: | Re: Fresh Air vent supply |
OOps!!!! I missed marks comments to follow, forget mine.. larry
________________________________________________________________________________
| Subject: | Re: Fresh Air vent supply |
I installed mine based on VANS rv-8 instructions..very simple to install. Be
sure to follow install location call-outs because you don't want the exhaust to
be fulleled in the NACA scoops. I installed two....check the archives there are
lots-o-hits on this....good luck.
russ(at)maui.net on 12/06/99 06:19:15 PM
Please respond to rocket-list(at)matronics.com
Subject: Rocket-List: Fresh Air vent supply
Rocketeers,
Anyone up for a description of location and plumbing for the fresh air naca
intakes in the underside of the wing?
Where are you getting the naca inlets? Vans has them in the catalog, but no
detail. I'm also interested if you can get air to the front seat that way
or is there a better place to tap. As for the ones in the wing bottom skin,
any chance of exhaust coming in there?
So my questions are:
Position
Size
Source to buy
tubing routes
are you also mixing this with the heat?
Aloha,
Russ
HR II
waiting on proseal cure, session 1
________________________________________________________________________________
| From: | Rocketmania(at)aol.com |
Listers,
I have decided that will divide up my HR2 kit. It is a brand new kit. I will
let the fuse go for $10,374 Iincludes the finish kit) and the wings for
$4126, or the whole thing for $14,500.
Fuse Items: Injector Elbow, Injector mounting bracket, alternate air valve,
ram air inlet, heat muff, heater valve assembly, exhaust system (not
vettermans, but it is 3 into 1 stainless), hartzell polished spinner for
2-blade, fuel pump #23 (dukes), light smoke tint canopy, gearlegs
Wing items: one piece 032 top skins, 032 outboard L/E skins., Oli Brennan's
sheared wing tips with light kit option.
If interested, please call me at:
612-496-2414 Hm
612-726-7628 Wk (days)
Bill
________________________________________________________________________________
| From: | dralle(at)matronics.com (Matt Dralle) |
"List Support Auction Continues..." (Dec 5, 12:21pm)
tailwind-list(at)matronics.com, pietenpol-list(at)matronics.com
| Subject: | Final Days to Make Your Bid! |
Dear Listers,
The List Support Auction is still underway with only 2 or 3 days left to
make your bid! I've received a number of new bids on the items
generously donated by Steven and Archie. I've listed the items up for
auction below and have updated the current high-bids. If your bid was
lower than the one shown below on a given item, it means that someone
else has bid a greater amount. If you still would like the item, please
feel free to send in a new bid.
If there is an item that you wish to bid on, please send your BID along
with the DESCRIPTION OF THE ITEM you are bidding on to the following
email address:
bids(at)matronics.com
Thanks again to Steven and Archie for donating these items to support
the List. And thank you to those that have sent in bids so far!
Best regards,
Matt Dralle
Email List Admin.
======================================================================
Steven DiNieri (capsteve(at)wzrd.com) has generously offered to donate a
CoolStart RS 700-II to support the Lists this year. This unit retails
for $299. I have put a brochure for the product up on the web server
and you can have a look at it here:
http://www.matronics.com/contribution/rsflyer.jpg
NEW:
$175 * CoolStart RS 700-II
======================================================================
Archie (archie97(at)earthlink.net) has generously donated a number of
interesting items to the Support the List cause this year. Each of
them are described below. If you have additional questions, please
email Archie directly at:
archie97(at)earthlink.net
> Upon receipt of the donation amount, items will be shipped.
> No reasonable offer refused!
> Unreasonable ones considered!
NEW:
- * Heated Pitot Tube, 24v. "L" shaped.
- * Aero Instruments #5814-2
- * Flap Motor w/ adjustable stops. 24v.
- * Comm.Aircraft Prods. #D145-00-35-7
USED:
$95 * Narco Transponder AT5-A
- * Astronautics amplifier servo 53-005-214 mod#P1SA
$75 * Narco altitude reporter. to 25k' Model# AR500
- * King KS-505 power supply modulator
$10 * RCA AVQ55 Weather radar antenna MI 591000
======================================================================
--
Matt G. Dralle | Matronics | P.O. Box 347 | Livermore | CA | 94551
925-606-1001 Voice | 925-606-6281 FAX | dralle(at)matronics.com Email
http://www.matronics.com/ W.W.W. | Featuring Products For Aircraft
________________________________________________________________________________
| From: | F1Rocket(at)aol.com |
| Subject: | Team Rocket New Website |
Hey Listers,
Just in time for the holidays, Team Rocket has established it's new website.
Please take a look around. Alot of things have changed and we are adding
stuff all the time. Our catalog should be easier to download now, plus we
will be updating to a shopping cart environment for our catalog very soon.
Please come by and visit our new site at
www.teamrocketaircraft.com
Thanks!
Scott Brown
Team Rocket, Inc.
________________________________________________________________________________
| From: | "Gummos" <tg1965(at)linkline.com> |
"Rocket List"
Lister,
The saga of my sreach for insurance continues. It has gone from
NO-one would even quote me to $3340 / yr for the Harmon Rocket II.
Details: 3000+ hr pilot with all the ratings, 50 hrs tailwheel time,
Hull and liability, 250 deductable non-moving. 2500 moving.
Sounds high to me but at least I now have a quote which was better than
before. No flying for a couple of more months so the sreach continues.
Tom Gummo
Apple Valley, CA
engine, cowl, etc. etc.
________________________________________________________________________________
| From: | "Tom Martin" <fairlea(at)execulink.com> |
Wow that seems a little high, I am with BAIG, British Aviation Insurance
Group, my cost for a year was $2255 $250 deductable. And these are
Canadian dollars!!!!!
Tom Martin
>The saga of my sreach for insurance continues. It has gone from
>NO-one would even quote me to $3340 / yr for the Harmon Rocket II.
>Details: 3000+ hr pilot with all the ratings, 50 hrs tailwheel time,
>Hull and liability, 250 deductable non-moving. 2500 moving.
>Sounds high to me but at least I now have a quote which was better than
>before. No flying for a couple of more months so the sreach continues.
>
>Tom Gummo
>Apple Valley, CA
>engine, cowl, etc. etc.
>
>
________________________________________________________________________________
| From: | Brian <brodg(at)texas.net> |
| Subject: | Re: Team Rocket New Website |
Hi Scott,
Still trying to hang on waiting for that promised slow-build kit start.
Any availability data?
Your new website mentions an empennage kit, but I am unclear if it can be
purchased separately from the quick-build and there is no mention of slow-build
kits.
Brian
F1Rocket(at)aol.com wrote:
>
> Hey Listers,
>
> Just in time for the holidays, Team Rocket has established it's new website.
> Please take a look around. Alot of things have changed and we are adding
> stuff all the time. Our catalog should be easier to download now, plus we
> will be updating to a shopping cart environment for our catalog very soon.
> Please come by and visit our new site at
>
> www.teamrocketaircraft.com
>
> Thanks!
>
> Scott Brown
> Team Rocket, Inc.
>
________________________________________________________________________________
In a message dated 12/10/1999 1:59:04 AM Central Standard Time,
rocket-list-digest(at)matronics.com writes:
Lister,
The saga of my sreach for insurance continues. It has gone from
NO-one would even quote me to $3340 / yr for the Harmon Rocket II.
Details: 3000+ hr pilot with all the ratings, 50 hrs tailwheel time,
Hull and liability, 250 deductable non-moving. 2500 moving.
Sounds high to me but at least I now have a quote which was better than
before. No flying for a couple of more months so the sreach continues.
Tom Gummo
Apple Valley, CA
engine, cowl, etc. etc. >>
Hi Tom:
Have you asked them if a discount would be applicable if you were to recieve
some type-specific training? Say, 10 hrs or so? I can help with that, if it
becomes necessary...
Check six!
Mark
________________________________________________________________________________
Sounds high to me too! I'm with Wenk Insurance Agencies, Inc. 600
Central Ave. Highland Park Ill. 60035 :847-433-83709 @$1818 yr $100 not in
motion, $500 in motion. Tell em Tailspin Tommy
in Indy sent you
________________________________________________________________________________
tailwind-list(at)matronics.com, pietenpol-list(at)matronics.com
| From: | Matt Dralle 925-606-1001 <dralle(at)matronics.com> |
| Subject: | Re: List Support Bidding Closed... |
Dear Listers,
If you made a winning bid on one of the items generously donated by Steven
DiNieri (capsteve(at)wzrd.com) and Archie (archie97(at)earthlink.net) this year,
then you should have already received an email message from me with
instructions on how to obtain each of your items. You will be receiving a
separate email for each item.
I want to thank everyone that sent in a bid, and especially Steven and
Archie for their generous contribution donation this year, as well as those
that made the winning high bids!
Thanks again to everyone that made a Contribution this year to support the
Lists. The LOC #2 will be coming out at the end of the month, and there
will be quite a few additional contributors on it!
Thank you to one and all!
Best regards
Matt Dralle
Email List Admin.
http://www.matronics.com/contribution
________________________________________________________________________________
| Subject: | Fwd: [Fwd: Wanted RV-4] |
Hello Listers:
Happy Holidays!
I have a potential customer who asked me to submit the following. Any leads
appreciated!
Wanted: RV-4
CASH BUYER looking for an RV-4 he can ready for flight to SnF.
1st choice is a completed (or near completed) bird with no avionics or
engine.
2nd choice is a recent vintage flying bird.
3rd choice is a completed fuselage w/finish kit..
PLEASE REPLY OFF LINE
Mark Frederick
Check Six
mlfred(at)aol.com
(206.109.32.50)
Date: Thu, 16 Dec 1999 10:56:48 -0600
From: "R.E. BUTCHER" <sirs(at)neosoft.com>
Subject: [Fwd: Wanted RV-4]
Thanks for your help and understanding.
Ernie
Date: Wed, 15 Dec 1999 17:47:29 -0600
From: "R.E. BUTCHER" <sirs(at)neosoft.com>
Subject: Wanted RV-4
Wanted: RV-4
CASH BUYER looking for an RV-4 he can ready for flight to SnF.
1st choice is a completed (or near completed) bird with no aviaonics or
engine.
2nd choice is a recent vintage flying bird.
3rd choice is a completed fuselage w/finish kit..
PLEASE REPLY OFF LINE
Mark Frederick
Check Six
mlfred(at)aol.com
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Zenith-List: Nav light grounding |
>> I'm building a 701 but the answer should apply to a 601 as well. Do I
>> need to run a separate ground wire to my wing and tail nav lights and
>> strobe power supplies (mounted in the wing tips) or can I rely on the
>> aluminum airframe and pick up the tail light ground from the rear
>> fuselage and also put a wire between the wing structure and fuselage, to
>> assure no loss in the wing bolts, for the wing lights and strobes?
>The airframe is a good enough ground. Only concern is the corrossion caused
>by electric current (there should be information about this in the
>archieve).
This caveat has a very tiny support in the laws of
physics. IF a joint is likely to corrode due to any
chemical stress OTHER than flow of electrons through
a ground, then the stresses are increased by causing
a flow of electrons across the joint.
In actual practice, I've never seen it happen nor have
I found any other individual who has seen it happen and
properly indentified the physics that caused the problem.
The amount of time that any lighting or pitot heater is
turned ON compared to the total lifetime of an airframe
makes this a trivial concern.
>I participated on a workshop during Sun'n Fun last year. The guy told us,
>that there will be some corrosion when using the airframe as a ground, but
>it will be insignificant. The only ground cable that is really needed is
>from the starter (again, that was his opinion).
"Some" corrosion isn't a quantified statement. If he's
talking about stuff you might find with a microscope in
a poorly assembled joint then we can agree that "some"
corrosion will occur. If you've bolted everything together
werein all electrical and mechanical joints are gas tight
then no corrosion will occur . . . ever.
The strongest grounding concerns deal with voltage
drop due to poor ground pathway selection and dependence
upon mechanical joints for integrity of the electrical
system. Starter current and battery charging pathways
are the most critical because they are the highest currents
in the system (200A for some starters, 60A for lots of
alternators).
A bond strap between crankcase and a firewall ground
stud is a good thing. A healty wire connection between
battery minus and the same ground stud is another good
thing. Using this ground stud as the gathering point
for all electrical goodies behind the panel is a good
thing. If you've come this far, the use of airframe to
ground a few outlying components like nav lights, landing
light, pitot heat and strobes is a perfectly sensible
thing to do.
Bob . . .
http://www.aeroelectric.com
________________________________________________________________________________
| From: | Scot Stambaugh <stambaug(at)qualcomm.com> |
| Subject: | Re: RV-List: Re: RV8-List: Glass Cockpit |
>--> RV-List message posted by: "A. W. Triff"
>
>>I will use the Archangel EFIS. I will have a backup Altimeter and Airspeed
>>indicator. The S-Tec autopilot I am using is incorporated in a Turn
>>Coordinator so these 3 three instruments will be my partial panel IFR
>>backup cluster.
>>
>
>Scott,
>
>I'm interested in finding out how much research you've done on the glass
>cockpit. Have you been quoted a price yet from Archangel? Yours sounds
>like exactly what I want to do with my Rocket. Are you planning on being
>IFR cert?
>
>Thanks for the info!
>
>Regards,
>Wes Triff
>tekrep(at)wans.net
>RV-8 tail/F-1 Rocket #0014
>Atlanta
I do plan to IFR certify the airplane and fly it in light IFR.
I have collected marketing info and have a price of approx. $25,000 for a
complete system, but I have received recent info about some disgruntled
folks who have purchased the system. I just got off the phone with a guy
named James Rahm. He is a partner in a company in Florida that builds very
high horsepower Chevy V-8's for airplanes. He races his Lancair IVP and
wins a lot to demonstrate his engine company's performance capabilities.
He installed the Archangel system 4 years ago and it has never worked. He
has had it back to the factory 20 times and has had terrible support. He
is their flagship customer and the support was still terrible. After 4
years he finally gave up and asked them to take the system back and return
his money. They refused so now he takes every chance to tell his story of
being stranded in various strange towns 1,000 miles from home, having to
pull the system out of the airplane and shipping it to Archangel and
waiting 3 days in a hotel for them to send it back so he could reinstall it
and get home. That happened 4 times. In the mean time, he is out $20,000
on a system that he doesn't have the heart to sell to anyone else.
Anyway, now for the good news. He has since installed the Sierra Flight
Systems unit and has only fabulous things to say about it. I have started
to gather info on their system and am very impressed. Check it out at
www.sierraflightsystems.com. Poke around in there and download their demo.
It is incredible!!! The price is a bit higher at $29,900 but the features
are significantly better with the 3D mapping and vision system and the
Velocity Vector projection system. It is true "Hiway in the Sky"
representation. This stuff is new and should be carefully considered. You
should definitely plan on some key backup analog instruments to get you on
the ground in IFR in case the system fails. But just to lend some more
credibility, they are persuing FAA certification on this system to be used
in certified aircraft with the same software, hardware and features. The
testing involved to get this certification makes me feel more confident in
the product. Although, Archangel is about to get a similar certification
for another one of their products. So maybe certification isn't all that
confidence building. Let me know if you find out more than what I've told
you here.
What is the progress of your Rocket? My fast-build arrives in June and I
anticipate a 1.5 year build time.
Scot
________________________________________________________________________________
| From: | Rick and Cindy <rcaviate(at)ne.infi.net> (by way of Matt Dralle 925-606-1001 |
)
| Subject: | Starter and alternator |
Rec'd Mark Landoll's little Japanese car starter and 35 amp alternator
today. I'll be letting you know how these items work out. Cost for
starter with bracket, and alternator with mounting bracket was about
$260.00, I'll have to dig up an alternator adjusting bracket somewhere.
Mark claims six pound weight savings. Check classifieds in SA if you
want to talk to him.
Rick N393RC
[The following images are now available. -Matt Dralle]
ftp://ftp.matronics.com/pub/Public/rcaviate(at)ne.infi.net/Image011.jpg
ftp://ftp.matronics.com/pub/Public/rcaviate(at)ne.infi.net/Image024.jpg
________________________________________________________________________________
| From: | JOHNTMEY(at)aol.com |
Gents...pretty quiet on this list (holiday-time 99?)
Question... I have received sample data that shows an HR II with CG limits to
be:
Fwd: 86.7 & Aft: 97.4
measured in inches from 'datum' 80 inches forward of the wing leading edge.
Is this correct data ?
I am trying to project what my ship will be like with the bigger Harmon fuel
tanks.
John Meyers Golden, CO
________________________________________________________________________________
In a message dated 12/18/1999 10:15:54 PM Central Standard Time,
JOHNTMEY(at)aol.com writes:
<< Gents...pretty quiet on this list (holiday-time 99?)
Question... I have received sample data that shows an HR II with CG limits
to
be:
Fwd: 86.7 & Aft: 97.4
measured in inches from 'datum' 80 inches forward of the wing leading edge.
Is this correct data ?
Hi John:
This is the data supplied by John Harmon for the HR2, and we will use the
same data for the F1. I've flown mine aft of the limit, and it's
controllable, but somewhat strange.
Now, as John calls out the fuel at sta 90, and as you will most likely be
flying with the CG aft of that figure, the CG will shift aft as you burn fuel.
I am trying to project what my ship will be like with the bigger Harmon fuel
tanks.
Shouldn't be a problem, unless you tend to drink a lot of coffee before
takeoff...!
John Meyers Golden, CO
>>
Check six!
Mark
________________________________________________________________________________
| From: | Harry Paine <hpair(at)thegrid.net> |
| Subject: | upper cowl inlet lip fairing |
Is the upper inlet lip fairing necessary on the rocket?
Does it really help for cooling purposes?
Harry Paine
________________________________________________________________________________
| Subject: | Re: Rocket-List Digest: 12/19/99 |
In a message dated 12/20/1999 1:58:46 AM Central Standard Time,
rocket-list-digest(at)matronics.com writes:
<< Is the upper inlet lip fairing necessary on the rocket?
Does it really help for cooling purposes?
Harry Paine
>>
Hiya Harry:
You must be getting close!
That part would actually be be a fairing. It reduces interior trubulence,
which increses cooling efficiency. Put 'em in, it's not that hard! Do you
need directions?
Check six!
Mark
________________________________________________________________________________
| From: | F1Rocket(at)aol.com |
| Subject: | New Website and Catalog |
Listers,
Team Rocket has a new website that is a bit easier to find and a WHOLE lot
more user friendly. The new site is at www.teamrocketaircraft.com. Please
come by and check out the new site!
We also have our new catalog online as well. It is an online catalog with a
secure server. I have not uploaded the pictures yet, but I have put
everything in it so far. Purchases can be made with a credit card or by check
and the catalog can be browsed very easily. (sorry bout the old one being so
hard to see). Please take some time to check it out.
Thanks!
Scott
Team Rocket, Inc.
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Re: Nippon-Dienso 50 AMP Alternator |
>
>I was told by a number of people that the problem with an internal regulator
>is that once they are running they cannot be shut down by removing the power
>from the regulator, this was not correct - pull the power from the regulator
>and the Alternator stops, I verified this on two different installations.
The "little" wire going into the back of most internally
regulated alternators is indeed a control wire that applies
a bias to transistors in the regulator to turn the alternator
on and off . . . this is a digital signal that comes out of
the engine's systems control computer so that the computer can
turn the alternator on after the engine is running well on a
cold morning . . . let it get going before loading it down
with the alternator.
If the regulator fails, it can create a direct connection from
field to the alternator's output terminal . . . the classic
runaway problem. Removing the ON command from the little wire
has no control over this failure mode. Hence our recommendation
for the external relay in series with the alternator's b-lead
show in wiring diagrams on our website.
>A local flying club had an Alternator failure on their C-172, the output
lead
>of the alternator shorted to the field lead. All the avionics got smoked
>along with a lot of wiring, luckily this happened on the ground. The circuit
>breaker did not trip and was a flush model so there was no way to stop the
>alternator :(
OV conditions generally will not trip the 60A breaker . . . an
ALL TOO COMMON misconception. That 60A breaker protects wires
only.
>Show me where I am wrong but I don't think the B&C regulator and over
voltage
>protection would have saved this?
No, it wouldn't. This airplane suffered from some pretty
harsh conditions and poor inspections. I'd guess that
it was NOT wired with tefzel wire either. I've heard of
this happening before where the field lead comes through
a common grommet with the alternator b-lead. This is another
reason why I like the b-lead to get an 80 amp fuse on the
panel so that the b-lead doesn't come through the firewall
with ANY wires, much less the field wire.
Bob . . .
http://www.aeroelectric.com
________________________________________________________________________________
| From: | "Bryan E. Files" <BFiles(at)corecom.net> |
| Subject: | InterAV Altenator |
I have a friend that has a complete 50 amp InterAV alternator kit....alt,
reg, sup..ect.
$300.00 + shipping.
**** Bryan E. Files ****
Ever Fly Maintenance
Palmer, Alaska
A&P, IA, FAA Safety Counselor
mailto:BFiles(at)corecom.net
________________________________________________________________________________
| From: | smctanks(at)syv.com |
| Subject: | RE: Rocket-List Digest: 12/22/99 |
--- Original Message ---
Rocket-List Digest Server
Wrote on
------------------
*
Rocket-List Digest Archive
---
Total Messages Posted Wed 12/22/99: 0
please delete me from your servce asap thank you
steve mccurdy smctanks(at)syv.com
-----
Sent using MailStart.com ( http://MailStart.Com/welcome.html )
The FREE way to access your mailbox via any web browser, anywhere!
________________________________________________________________________________
| From: | F1Rocket(at)aol.com |
| Subject: | Merry Christmas from Team Rocket |
Hello Listers,
It's that time of year again when most of us can stop our busy schedules and
reflect back on the year just ending. Team Rocket would like to thank all of
you for your encouraging words and support during the passed year. As the new
year is just around the corner, Mark and I hope that this year was a great
year for all of you and that next year brings more joys than ever. We wish
you all a very Merry Christmas and a happy new year!
Mark Frederick
Scott Brown
Team Rocket, Inc.
________________________________________________________________________________
| Subject: | Re: Merry Christmas from Team Rocket |
Ho-Ho-Ho-Humbug and Christmas Greetings from Bethlehem, Connecticut. Have a
Happy Y2K and remember... "Life is short. Fly fast!"
TOM
________________________________________________________________________________
| From: | "Regina Pabo" <eldreg(at)qnet.com> |
| Subject: | Re: Merry Christmas from Team Rocket |
Hi Tom, I used to live in Southbury, I did quite alot of flying with Jim
Fennimore, Do you know him? Ken in Wrightwood, Ca
----- Original Message -----
From: <WFACT01(at)aol.com>
Sent: Friday, December 24, 1999 5:29 PM
Subject: Re: Rocket-List: Merry Christmas from Team Rocket
>
> Ho-Ho-Ho-Humbug and Christmas Greetings from Bethlehem, Connecticut. Have
a
> Happy Y2K and remember... "Life is short. Fly fast!"
>
> TOM
>
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Re: battery failure |
>i am considering a dual alternator, single battery electrical system, as
>shown in the aeroelectric drawings.
>
>is there a "weak link" only having one battery? in other words, is there a
>failure mode of the battery (or wiring) which would make the alternator(s)
>fail also? is it the same for PM alternators?
Back in not so good ol' days of flooded batteries, there
was a failure mode that would raise some concerns for single
battery, dual alternator ops . . . SHORTED cells. The
plates of flooded batteries as a matter of routine would
drop conductive flakes into an open space under the plates
(a sort of bilge where junk was stored). If the battery's
service was so long that the space was used up, trash
would short the plates of the cell together and turn a
12v battery into a 10v battery.
IF flooded batteries were maintained as we're all going to
maintain our RG batteries (replace battery when useful
capacity falls below useful electrical endurance with
respect to fuel aboard) then I suspect we'd see no more
shorted cell batteries even in flooded technology.
RG battery plates don't molt . . . shorted cell phenomon
is gone. With two alternators, battery capacity is moved
down a not in importance so you can run the battery longer
but I'd still try to get it out of the airplane when it's
no longer able to carry e-bus loads for at least a hour.
If you use the architecture shown in the latest article
http://www.aeroelectric.com/articles/allelect.pdf
you will note that the auxiliary alternator does not
tie to the battery via the battery contactor rather
it uses a dedicated control relay to gain access to the
battery. This means that even if the battery contactor
is lost (open wire, etc), the aux alt will work in
conjunction with the battery and e-bus alterate feed
path to keep the e-bus running indefinitely.
I've studied this drawing extensively and i've got other
folks looking at it too. At the moment, we can find
no single failure (except shorted cell in battery)
that would put a pilot into an uncomfortable position.
Use an RG battery, replace it regularly and this low
cost approach to an all electric airplane should serve
you well.
Bob . . .
http://www.aeroelectric.com
________________________________________________________________________________
| From: | F1Rocket(at)aol.com |
| Subject: | Check Six Newsletter |
Listers, I have completed the next issue of the Rocket Newsletter, Check Six!
and am ready to send to the press. If there is anyone that is interested in a
subscription to the newsletter, please let me know. Cost is $25 for the year.
We have all kinds of information in it that will help RVers as well as
Rocketeers. You can either call me with your order or go to our new website
at www.teamrocketaircraft.com and go to the newsletter tab for the secure
server credit card order. Thanks!
Scott
Team Rocket, inc.
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | We're digging out of the rubble . . . |
Our offices and shop have been in turmoil for the past
week. We've had a contractor in working on our basement walls
stabilizing them and fixing leaks. Everything is pulled out
from the walls and we've got boxes stacked everywhere! The
final inspection is today and we'll be putting things back into
working order as soon as we can get at it . . . leaving 6:15 am
tomorrow to do a weekend seminar in Oregon!
Dee and I will be working to catch up as many orders as we
can before we leave. It's going to be a little while before
we're back to normal as there's much "stuff" that has to
be put back where it belongs. I'll be taking a ton of e-mail
messages with me on the laptop and will try to catch up
on our list-server activities while we travel.
Bob . . .
http://www.aeroelectric.com
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | looking for software . . . |
Given that many of our brothers in aviation are also plugged
into cyber-products, I thought I would inquire on the lists
about recommendations for some shopping cart software.
I've looked at several packages . . . there are dozens
that e-mail a detailed and properly totaled order. Problem
is that it would be just as convenient if it were faxed to us;
we still have to re-keypunch data into the invoicing and
packing list.
Are any of you aware of an integrated package that ties
website orders to the office data base so that we don't
have to re-enter information already entered by the customer?
It's really easy to make mistakes during the transcription
process . . . Thanks!
Bob . . .
http://www.aeroelectric.com
________________________________________________________________________________
| From: | "Lee" <leetay(at)idcomm.com> |
anyone direct me to a good set of detailed three-views of the Rocket? I'm
trying to design a good paint scheme for a friend. Would like one that had
dimensions if possible.
Lee Taylor
________________________________________________________________________________
| From: | Potterlaw(at)aol.com |
| Subject: | Re: Rocket-List Digest: 01/11/00 |
Maybe I am opening a can of worms without knowing it, but can anyone explain
to me the difference between the Harmon Rocket II and the F1 Rocket. They
seem like very similar designs to me. I and a friend are considering
building one or the other. I would appreciate any thoughts on either.
Thanks for the help.
Mark Potter
Attorney & Counselor At Law
825 NE Multnomah, Suite 935
Portland, OR 97232
503-872-7090
E-mail: Potterlaw(at)aol.com
Mpotterlaw.com
________________________________________________________________________________
| Subject: | Re: Rocket-List Digest: 01/11/00 |
Get yourself on the Matronics home page and link to the RV ( & Rocket) section
&
run the archive search engine to read up un all the past threads & chatter on
the F1/HR-2. Its all there....
Potterlaw(at)aol.com on 01/12/2000 01:59:07 PM
Please respond to rocket-list(at)matronics.com
Subject: Rocket-List: Re: Rocket-List Digest: 01/11/00
Maybe I am opening a can of worms without knowing it, but can anyone explain
to me the difference between the Harmon Rocket II and the F1 Rocket. They
seem like very similar designs to me. I and a friend are considering
building one or the other. I would appreciate any thoughts on either.
Thanks for the help.
Mark Potter
Attorney & Counselor At Law
825 NE Multnomah, Suite 935
Portland, OR 97232
503-872-7090
E-mail: Potterlaw(at)aol.com
Mpotterlaw.com
________________________________________________________________________________
In a message dated 1/12/2000 1:00:35 PM Central Standard Time,
Potterlaw(at)aol.com writes:
<< Maybe I am opening a can of worms without knowing it, but can anyone
explain
to me the difference between the Harmon Rocket II and the F1 Rocket. They
seem like very similar designs to me. I and a friend are considering
building one or the other. I would appreciate any thoughts on either.
Thanks for the help.
Mark Potter
Attorney & Counselor At Law
825 NE Multnomah, Suite 935
Portland, OR 97232
503-872-7090
E-mail: Potterlaw(at)aol.com
Mpotterlaw.com
>>
Hi Mark:
An attorney, eh? Well, here goes...
I don't think you'll open a can of worms -- this is a forum for public
discussion. We are allowed to express our opinions here, and the following is
my opinion, no more!
The F1 is developed as a production line ship. This means that the parts have
to fit first time, with no hassle. There's no time for custom fitting on a
production line! Our ribs and bulkheads have no flutes in them -- have a look
at one of or ships. The HR2 is a modification kit, applied to the Van's RV-4.
All F1 interior parts are anodized for corrosion protection, and the interior
surface of the skins have been sprayed with chromate primer. Pretty good
corrosion protection, and not a lot of weight gain for this benefit.
The F1 comes with 52 gal fuel capacity; the std HR2 has 42, and John has an
option for slightly more that the std F1 cap.
The F1 has a sliding canopy as standard equipment; the instrument panel is
removeable; rear rudder pedals are included in the kit.
The F1 has 2000# as rated gross wt. due to a different gear leg/engine mount
design. Most HR2 builders I've talked to use 1900-1950# on their ships, and
John has produced engine mounts using larger gear leg sockets, allowing a
higher gross -- the gear appears to be the limiting factor for the gross wt
limit on both designs.
The F1 wing uses a true NACA 23013.5 airfoil. Van modified the RV nose rib
slightly, and we chose to not follow his lead on this point. The HR2 uses
Van's airfoil design.
The F1 comes with an assembly manual.
Other than the mentioned design differences, there are two main differences:
one is that our kit is complete -- you will not need to deal with other
manufacturers to get your airframe assembled. The second is that our kit is a
"Quick Built" at this point -- the structural assembly work is completed.
I could go on, but I think you get the point. Have a look at: Team Rocket Inc
Let me know if you have further questions!
Check Six!
Mark Frederick
Pres., Team Rocket Inc
________________________________________________________________________________
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
| Subject: | RE: 3 view drawings |
Subject: Rocket-List: three-views
I have a 3 view of the HRII. I scanned John's drawing and then updated it
to my liking using Window's Paint program. I tried to send it to the list
but it was bounced back due to the attachment...oops, I forgot...no
attachments allowed. EMAIL ME DIRECTLY and I'll send a copy as soon as I
can. DON'T SEND YOUR REQUEST TO THE ENTIRE LIST, THEY DON'T WANT TO SEE IT.
If you use it and like it, send me a big donation :-) .....to be applied to
an upcoming 260 hp fan purchase :-O
I don't claim to be a computer geek... I think I spent at least 2+ hours
fiddling with that silly picture. At least I was at work and not
squandering valuable building time!
Have fun.
Vince Frazier
Traditional HRII, N314VF reserved, pounding rivets, priming parts, spending
money!
3965 Caborn Road
Mount Vernon, IN 47620
812-985-7309
University of Southern Indiana
812-464-1839
________________________________________________________________________________
| From: | Hr2pilot(at)aol.com |
The Harmon Rocket II (airframe) can be assembled for under $15,000
John
________________________________________________________________________________
| From: | F1Rocket(at)aol.com |
| Subject: | Re: RE: 3 view drawings |
I have a 3-D drawing of the Rocket, email me offline if you want it. Thanks!
Scott
Team Rocket, Inc.
________________________________________________________________________________
| From: | "Lee" <leetay(at)idcomm.com> |
| Subject: | RE: 3 view drawings |
Hi, Vince,
Thanks for the offer of the 3-views, it sounds like the ones that you have
would be just about exactly what I wanted for my little project. If you
could send them to me at leetay(at)idcomm.com I would appreciate it!
Sounds like you are having fun with your project. Wish I could be in that
situation, but with four planes now, (including a Midget Mustang that I
bought as a substitute for something like the Rocket), and all the other
accoutrements of a "normal" life, building is just not in my future right
away. Sure am jealous of you guys that are doing it.
Thanks again,
Lee Taylor
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com]On Behalf Of Frazier,
Vincent A
Sent: Thursday, January 13, 2000 7:32 AM
Subject: Rocket-List: RE: 3 view drawings
Subject: Rocket-List: three-views
I have a 3 view of the HRII. I scanned John's drawing and then updated it
to my liking using Window's Paint program. I tried to send it to the list
but it was bounced back due to the attachment...oops, I forgot...no
attachments allowed. EMAIL ME DIRECTLY and I'll send a copy as soon as I
can. DON'T SEND YOUR REQUEST TO THE ENTIRE LIST, THEY DON'T WANT TO SEE IT.
If you use it and like it, send me a big donation :-) .....to be applied to
an upcoming 260 hp fan purchase :-O
I don't claim to be a computer geek... I think I spent at least 2+ hours
fiddling with that silly picture. At least I was at work and not
squandering valuable building time!
Have fun.
Vince Frazier
Traditional HRII, N314VF reserved, pounding rivets, priming parts, spending
money!
3965 Caborn Road
Mount Vernon, IN 47620
812-985-7309
University of Southern Indiana
812-464-1839
________________________________________________________________________________
| From: | "Lee" <leetay(at)idcomm.com> |
| Subject: | RE: 3 view drawings |
Thanks, Scott, I would much appreciate it! You could send it to
leetay(at)idcomm.com, or if it is a little large for email, at 4747 Beverly
Lane, Erie, Co. 80516.
Thanks again,
Lee Taylor
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com]On Behalf Of
F1Rocket(at)aol.com
Sent: Thursday, January 13, 2000 7:57 AM
Subject: Re: Rocket-List: RE: 3 view drawings
I have a 3-D drawing of the Rocket, email me offline if you want it. Thanks!
Scott
Team Rocket, Inc.
________________________________________________________________________________
| From: | "Bryan E. Files" <bfiles(at)corecom.net> |
Disposition-Notification-To: "Bryan E. Files"
Hi John,
Just sold the shop so when I get a new place to work I will be ordering the
wing stuff.
Say hi to Hallmark if he is still around.
***Bryan E. Files***
Fat City Aircraft
Palmer, Alaska
mailto:BFiles(at)corecom.net
The Harmon Rocket II (airframe) can be assembled for under $15,000
John
________________________________________________________________________________
| From: | "David Deffner" <deffner(at)glade.net> |
| Subject: | Re: RE: 3 view drawings |
Scott, Is the 3-D view a poster? If not it might be a sellable item.?
David
----------
> From: F1Rocket(at)aol.com
> To: rocket-list(at)matronics.com
> Subject: Re: Rocket-List: RE: 3 view drawings
> Date: Thursday, January 13, 2000 8:56 AM
>
>
> I have a 3-D drawing of the Rocket, email me offline if you want it.
Thanks!
>
> Scott
> Team Rocket, Inc.
>
>
>
________________________________________________________________________________
| From: | dralle(at)matronics.com (Matt Dralle) |
| Subject: | 1999 List of Contributors #2! |
Dear Listers,
Below is the final List of Contributors for 1999 as promised. Again, I
would like to thank everyone that made a generous contribution in 1999
to support the continued operation of these email Lists. Your support
directly makes the quality and quantity of this service possible.
Thank you!
Matt Dralle
EMail List Administrator
RV-4 Builder, #1763 - N442RV
=================== 1999 List of Contributors #2 ====================
Adamson, Arden
Allender, Patrick
Anonymous from MN
Asher, M.E.
Baxter, Rob
Bell, Doug
Bendure, Ryan
Bergh, David
Berrie, Robert
Blake, J.I.
Boucher, Michel
Bragg, Medford
Briegleb, Ross
Brietigam, Charles
Broomell, Glenn
Brusilow, Michael
Chatham, Robert
Clary, Buck
Coats, Lonnie
Cook, Craig - Golf Instruments Co.
Cooper, James
Cribb, William Jr.
Crosby, Harry
Dane, Bill Von
Dziewiontkoski, Bob
Ellenberger, Mike
Embree, Roger
Faatz, Mitch
Fasching, John
Gibbons, Robert
Glauser, David
Gold, Andy -Builder's Bookstore 10%
Gregory, Steve
Grenier, Raymond
Guarino, Michael
H., Harold - E.P.M.AV Corp
Hale, Brian
Hunt, Wallace
Johnston, Leroy
Jordon, Don
Killion, Clay
Klingmuller, Dr. L.M.
Magaw, David
Mains, Ralph
Maltby, Michael
Martin, Cliff - Martin Metal Fab
Mazataud, Hyun Sook
McBride, Duncan
McDonald, James
Mendenhall, Elbie - E.M Aviation
Mitchell, Duane
Morley, Harold
Peck, Phil
Pessel, Garnett
Rodebush, James
Ross, Jonathan
Schmidt, John
Scully, William
Smith, Steven
Spence, Stephen
Triff, Wes
Wagoner, Richard
Weaver, Brian
Wiegenstein, John
Wiley, Robert
Wilson, Donald
--
Matt G. Dralle | Matronics | P.O. Box 347 | Livermore | CA | 94551
925-606-1001 Voice | 925-606-6281 FAX | dralle(at)matronics.com Email
http://www.matronics.com/ W.W.W. | Featuring Products For Aircraft
________________________________________________________________________________
| From: | dralle(at)matronics.com (Matt Dralle) |
| Subject: | Confusion Over "List of Contributors"... |
Hi Listers,
I'm really sorry for the confusion over the most recent posting of the
List of Contributors #2. List #2 contained only the contributor names
*since* the List #1 was posted. So, if you weren't on List #2, you were
likely on List #1. Below are URLs to each of the LOC #x postings.
Again, sorry for the confusion. I should have made it more clear in
the verbiage.
Thanks to everyone,
Matt Dralle
Email List Admin.
============================= LOC #1 and #2 ================================
List of Contributors #1 - 1999
------------------------------
http://www.matronics.com/searching/getmsg_script.cgi?INDEX=29144?KEYS=list_of_con?LISTNAME=Homebuilt?HITNUMBER=2?SERIAL=11144111847?SHOWBUTTONS=NO
List of Contributors #2 - 1999
------------------------------
http://www.matronics.com/searching/getmsg_script.cgi?INDEX=29144?KEYS=list_of_con?LISTNAME=Homebuilt?HITNUMBER=2?SERIAL=11144111847?SHOWBUTTONS=NO
============================================================================
--
Matt G. Dralle | Matronics | P.O. Box 347 | Livermore | CA | 94551
925-606-1001 Voice | 925-606-6281 FAX | dralle(at)matronics.com Email
http://www.matronics.com/ W.W.W. | Featuring Products For Aircraft
________________________________________________________________________________
| From: | Matt Dralle 925-606-1001 <dralle(at)matronics.com> |
| Subject: | Re: (Whoops) Confusion Over "List of Contributors"... |
>
>Okay, here are the *real* URLs. Sorry...
>
>
>Matt Dralle
>Email List Admin.
>
>
>============================= LOC #1 and #2 ================================
>
>
> List of Contributors #1 - 1999
> ------------------------------
>
>
>http://www.matronics.com/searching/getmsg_script.cgi?INDEX=29144?KEYS=list_
>of_con?LISTNAME=Homebuilt?HITNUMBER=2?SERIAL=11144111847?SHOWBUTTONS=NO
>
>
> List of Contributors #2 - 1999
> ------------------------------
>
>
>http://www.matronics.com/searching/getmsg_script.cgi?INDEX=53146?KEYS=list_
>of_con?LISTNAME=Homebuilt?HITNUMBER=1?SERIAL=11144111847?SHOWBUTTONS=YES
>
>
>============================================================================
________________________________________________________________________________
| From: | dralle(at)matronics.com (Matt Dralle) |
| Subject: | Re: (No, Really - Here are the URLs) Confusion Over "List |
of Contributors"...
Geeze, I can't seem to type today. Here are the *real*, *REAL* URLs.
Sorry for so many posts... Ack
Matt Dralle
Email List Admin.
============================= LOC #1 and #2 ================================
List of Contributors #1 - 1999
------------------------------
http://www.matronics.com/searching/getmsg_script.cgi?INDEX=29144?KEYS=list_of_con?LISTNAME=Homebuilt?HITNUMBER=2?SERIAL=11144111847?SHOWBUTTONS=NO
List of Contributors #2 - 1999
------------------------------
http://www.matronics.com/searching/getmsg_script.cgi?INDEX=53146?KEYS=list_of_con?LISTNAME=Homebuilt?HITNUMBER=1?SERIAL=11144111847?SHOWBUTTONS=NO
============================================================================
--
Matt G. Dralle | Matronics | P.O. Box 347 | Livermore | CA | 94551
925-606-1001 Voice | 925-606-6281 FAX | dralle(at)matronics.com Email
http://www.matronics.com/ W.W.W. | Featuring Products For Aircraft
________________________________________________________________________________
| From: | "Bryan E. Files" <bfiles(at)corecom.net> |
Did I see a thread that someone found a sight for the program to put an
HP12C on a Palm Organizer.
***Bryan E. Files***
A&P, IA, FAA Safety Counselor
Fat City Aircraft
Palmer, Alaska
mailto:BFiles(at)corecom.net
________________________________________________________________________________
| From: | "Bryan E. Files" <bfiles(at)corecom.net> |
Could any of you email me the location of any places that have Palm Pilot
weight and balance and GPS software.
Thanks in advance.
Bryan
________________________________________________________________________________
| Subject: | Re: Rocket-List Digest: 01/21/00 |
Would the Rocket builder that wrote the great article of respect for
P-47 super ace Robert Johnson about his fabulous book "Jug", please contact
me at HR69GT(at)aol.com. Greatest Av book I ever read and have tried to locate a
copy for 30 years. Thanks
TT in Indy
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Weekend Seminar Schedule for 2000 |
Our seminar schedule for 2000 is begining to take shape.
Groton, CT is a firm date.
Ft. Worth (George and Becky Orndorff's hangar) will
be firm in a few days.
We're working on accomodations for Hillsboro, OR;
Chino, CA; and Livermore, CA for later in the summer.
See: http://www.aeroelectric.com/seminars.html
Bob . . .
http://www.aeroelectric.com
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | DFW seminar date set . . . |
Program date for George and Becky's hangar in Ft. Worth has been
set for June 3/4
See http://www.aeroelectric.com/seminars.html
Bob . . .
--------------------------------------------
( The only time you don't fail is the last )
( time you try something, and it works. )
( One fails forward toward success. )
( C.F. Kettering )
--------------------------------------------
http://www.aeroelectric.com
________________________________________________________________________________
| Subject: | What are the numbers |
My rocket has been down for about a year now and I am going to be taking it
up for the first time in a week or two. I have gotten foggy as to the
numbers; stall, takeoff, landing, in the patern, etc.. Was wondering if
some knowledgable soul out here would share them with me.
Thanks
Ernest
________________________________________________________________________________
| From: | Fouga434(at)aol.com |
| Subject: | Re: What are the numbers |
maybe you should brush up on the basics with an instructor and get current
first
then look at your numbers
________________________________________________________________________________
| From: | F1Rocket(at)aol.com |
| Subject: | ELT for F-1Rockets |
Listers,
I just got a shipment of ELTs in. One of the first steps in building your QB
Kit is building the ELT and battery trays. The ELT trays have stiffeners that
co-incide with the placement of the ELT. I have the AK-450 from Ameri-King
here so that you can structure your ELT tray for a perfect fit. Lemme know if
you are interested. My number is 561-748-2429. These ELTs can also be used
for RVs as well.
Scott
Team Rocket, Inc.
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Re: Malfunctioning contactor? |
>Does anyone know if low battery voltage will cause either the master or
>starter contactor (solenoid) to stick? That is, remain engaged when power
>is shut off. BOTH contactors appeared to stick during an engine start
>attempt. Seems like too much of a coincidence for both to malfunction at
>the same time. My battery voltage was low. I cannot see why this would
>happen, but did experience it in a system that has been working with no
>apparent previous problems. Thanks. Ivan Kaiser
>
Yes. In fact this is the most likely scenario for sticking.
Continuous duty contactors have two springs that must be
overcome by battery voltage. The first is a low tension
spring that provides about 0.1" of lift to open the contacts.
A second spring is much higher force and becomes compressed
only after the contactor's solenoid core has seated the
contacts but about 0.03" short of bottoming out. The magnetic
pull produced by the solenoid core rises sharply as it bottoms
out providing the force needed to compress the second stage
spring and insure a low resistance contact.
If the battery voltage is too low, the contactor will close
but the second stage spring won't get compressed. The resulting
loss of contact pressure is conducive to burning and/or
welding of the contacts.
Many builders use the same class of contactor (Continuous
Duty) for starting and with fair success . . . intermittant
duty contactors have much higher initial and final actuation
forces and are much less likely to weld under low battery
conditions.
Those of you interested in seeing the internal workings of
a continuous duty contactor up close are invited to peek
at:
http://www.aeroelectric.com/c1.jpg
http://www.aeroelectric.com/c2.jpg
http://www.aeroelectric.com/c3.jpg
http://www.aeroelectric.com/c4.jpg
Bob . . .
--------------------------------------------
( The only time you don't fail is the last )
( time you try something, and it works. )
( One fails forward toward success. )
( C.F. Kettering )
--------------------------------------------
http://www.aeroelectric.com
________________________________________________________________________________
| From: | Merl Raisbeck <raisbeck(at)uwyo.edu> |
| Subject: | Re: Malfunctioning contactor? |
> >Does anyone know if low battery voltage will cause either the master or
> >starter contactor (solenoid) to stick? That is, remain engaged when power
Dumb question for Bob. Has anyone ever tried a solid state replacement
for the master contactor? I realize that the load is probably too high,
but is it even theoretically possible?
--
Merl Raisbeck DVM, PhD
raisbeck(at)uwyo.edu Common sense isn't
ph (307) 742-6638 - Lazarus Long
fax (307) 721-2051
________________________________________________________________________________
| Subject: | Engine Monitoring system |
Any one have experience or input on the "Allegro" engine monitoring system?
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Re: Split switches |
>> Here's a simple one for ya. I have been looking for listings on the split
>> Main Power switch (battery/altenator). I find it listed in Aircraft
>Spruce and Wicks catalog, says Cessna type. Bob's webb site doesn't list
any. Is
>> that what you guys have been using, or is there a better one, or way, and
>> available where?
The whole concept behind the "split rocker switch" for DC power
master was created at Cessna about 1965 when the switch from
generators to alternators was in full swing. Generators would
run self-excited and did not need a battery on line to be a useful
source of power. The battery master and generator switches
could be separate, unrelated controls.
Not so the alternator. Alternators would not come on line by
themselves nor were they particularly stable without a battery.
We needed a way to insure that the alternator would never be
on by itself but still allow the battery to be on by itself.
The style of switches used in Cessnas and most other singles
was evolving to rockers so the interlocked split rocker switch was
born. Over the decades, that switch has been endowed with some
sort of mystical properties. I've seen hundreds of airplanes
with every other kind of control switch where the red split
rocker holds court from a prominant place on the panel looking
like no other switch in the airplane.
I personally object to rocker switches because they need a
rectangular hole, they're style critical with respect to the
original manufacturer (you can only replace the thing with
exactly the same brand) and much more labor intensive to install.
Further, in decades since the split rocker was birthed, RG
battery performance for cranking engines has totally
overshadowed an earlier requirement for relieving as much
load on the battery as possible during cranking.
Hence, our present recommendations for battery and alternator
control is to use the simpler, less expensive and more widely
manufactured 2-pole rocker switch to bring battery and
alternator OFF and ON together. See:
http://www.aeroelectric.com/errata/z8_0299.pdf
All of our power distribution concepts use crowbar ov
protection which suggests use of a breaker rather than
fuse for field supply. If this is a pullable breaker,
then the very rare cases where an alternator needs to
be off line while only the battery is on can be accomodated
by pulling the breaker. That's why we don't offer
this device from our website catalog.
For those interested in independent yet interlocked
toggle switch control of the alternator could consider
a switch like our S700-2-10 that can be wired so that
down is both OFF, mid position is battery only ON, and
upper position is both ON.
In any case, I cannot recommend the split rocker found
in almost everybody's electrical parts catalog unless
you're planning to use the same brand and style of
rocker switch for all other applications and you'd like
your panel to take on the look of a 1965 Cessna . . .
Bob . . .
--------------------------------------------
( The only time you don't fail is the last )
( time you try something, and it works. )
( One fails forward toward success. )
( C.F. Kettering )
--------------------------------------------
http://www.aeroelectric.com
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
When our new shopping cart software goes on line,
we'll feature many of B&C's fine products for
aircraft. In the mean time, you may download
B&C's price list through our present website
catalog at:
http://www.aeroelectric.com/Catalog/catalog.html
Bob . . .
--------------------------------------------
( The only time you don't fail is the last )
( time you try something, and it works. )
( One fails forward toward success. )
( C.F. Kettering )
--------------------------------------------
http://www.aeroelectric.com
________________________________________________________________________________
| Subject: | Re: Engine Monitoring system/Allegro |
I installed one & loved it. Its cheaper then the competition and has the same
features. Its not FAA/PMA manufactured nor TSO'ed but I prefer it that way.
Aviation Consumer ran a test comparison about a year ago & liked it but nixed it
because of the NON TSO status. Its not advertised heavily and generally not
known but all the old EAA'ers at my chapter highly endorsed it.
HHSM(at)aol.com on 01/31/2000 11:18:30 PM
Please respond to rocket-list(at)matronics.com
Subject: Rocket-List: Engine Monitoring system
Any one have experience or input on the "Allegro" engine monitoring system?
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Re: Alternator fuse location |
>I know you extroll the virtues of getting the main fuse/breaker off the
>panel to reduce noise in the system. I guess I don't understand how merely
>moving its location will do this.
>Looking at your wiring diagram the alternator output is connected to the hot
>side of the starter contactor and then through the master contactor. The
>feed then goes to the battery. Great except the main fuse block feed is
>connected at the same battery terminal. Isn't this the same electrically as
>running the feed to the main fuse block and then connecting to the battery?
Noises generated by the alternator are in form of an
AC ripple voltage that remains on the output after
power passes through the rectifier diode array. This
is a signeal with a voltage value of approx 700 mv peak to
peak but and a current capability equal to 5% of
the alternator's present load. . . 40A DC output
is accompanied by 2A of pk-pk ripple noise. This is
why ground-loop noise goes UP as loads on the alternator
are increased.
The best filter in the airplane is the battery. Especially
if it's an RG battery with a very low internal impedance
(on the order of 8 milliohms). The 2A pk-pk ripple
current impressed across 8 milliohms is only 16
pk-pk. Obviously, connecting the alternator directly
to the battery terminals is the way to go . . . indeed
that's what I show in the Electric Panel on a Budget
article on our website.
Any intervening wires between the battery and the
alternator increases the apparent impedance of the
battery and reduces its effectiveness as a filter.
So, the goal is to make the shortest possible, fatwire
connections between battery and alternator b-terminal
without taking it past the main bus!
The goal is to reduce the amount of wire shared by
both the alternator and mainbus feedline and to make
the connections between battery and alternator as
short and low a resistance as practical. Remember,
we're talking millohms here and every wire and joint
in the wire adds its little bit of ripple-noise amplifying
resistance.
The single point ground system we recommend is used to
get as much of the airframe's resistance out of crictical
systems power pathways. Moving the alternator b-lead
to the starter contactor on the firewall is doing the
same things for the hot side of the power system as
we do for the ground side.
Bob . . .
--------------------------------------------
( The only time you don't fail is the last )
( time you try something, and it works. )
( One fails forward toward success. )
( C.F. Kettering )
--------------------------------------------
http://www.aeroelectric.com
________________________________________________________________________________
| From: | Scot Stambaugh <stambaug(at)qualcomm.com> |
| Subject: | Re: Engine Monitoring system/Allegro |
Is there a web site so we can take a look?
scot
>
>
>I installed one & loved it. Its cheaper then the competition and has the same
>features. Its not FAA/PMA manufactured nor TSO'ed but I prefer it that way.
>Aviation Consumer ran a test comparison about a year ago & liked it but
>nixed it
>because of the NON TSO status. Its not advertised heavily and generally not
>known but all the old EAA'ers at my chapter highly endorsed it.
>
>
>HHSM(at)aol.com on 01/31/2000 11:18:30 PM
>
>Please respond to rocket-list(at)matronics.com
>
>To: rocket-list-digest(at)matronics.com
>
>Subject: Rocket-List: Engine Monitoring system
>
>
>Any one have experience or input on the "Allegro" engine monitoring system?
>
>
________________________________________________________________________________
Hello fellow Rocketmen:
A local fellow decided NOT to install a Lyc 540 on his RV-8, so it is for
sale. New overhaul to C4B5 specs, with an O/H'd "C" hub prop w/8477 blades
(fit SF-
260).
Call Dave Stilley at: 830-885-7531
Check six!
Mark
From: TOMRV4(at)aol.com
Full-name: TOMRV4
Date: Tue, 1 Feb 2000 11:29:57 EST
Subject: Re: DOH!!
In a message dated 1/31/2000 5:11:07 PM Central Standard Time, Mlfred writes:
> Hello fellow Rocketmen:
>
> A local fellow decided NOT to install a Lyc 540 on his RV-8, so it is for
> sale. New overhaul to C4B5 specs, with a "C" hub prop w/8477 blades (fit SF-
> 260).
>
> Call Dave Stilley at: 830-885-7531
>
> Check six!
> Mark
________________________________________________________________________________
| Subject: | Re: Alternator Noise/Electrical Noise |
Repost of Elect. Bobs Alternator fuse location post
nuckolls(at)aeroelectric.com on 02/01/2000 10:59:31 AM
Please respond to rocket-list(at)matronics.com
To:
Subject: Rocket-List: Re: Alternator fuse location
>I know you extroll the virtues of getting the main fuse/breaker off the
>panel to reduce noise in the system. I guess I don't understand how merely
>moving its location will do this.
>Looking at your wiring diagram the alternator output is connected to the hot
>side of the starter contactor and then through the master contactor. The
>feed then goes to the battery. Great except the main fuse block feed is
>connected at the same battery terminal. Isn't this the same electrically as
>running the feed to the main fuse block and then connecting to the battery?
Noises generated by the alternator are in form of an
AC ripple voltage that remains on the output after
power passes through the rectifier diode array. This
is a signeal with a voltage value of approx 700 mv peak to
peak but and a current capability equal to 5% of
the alternator's present load. . . 40A DC output
is accompanied by 2A of pk-pk ripple noise. This is
why ground-loop noise goes UP as loads on the alternator
are increased.
The best filter in the airplane is the battery. Especially
if it's an RG battery with a very low internal impedance
(on the order of 8 milliohms). The 2A pk-pk ripple
current impressed across 8 milliohms is only 16
pk-pk. Obviously, connecting the alternator directly
to the battery terminals is the way to go . . . indeed
that's what I show in the Electric Panel on a Budget
article on our website.
Any intervening wires between the battery and the
alternator increases the apparent impedance of the
battery and reduces its effectiveness as a filter.
So, the goal is to make the shortest possible, fatwire
connections between battery and alternator b-terminal
without taking it past the main bus!
The goal is to reduce the amount of wire shared by
both the alternator and mainbus feedline and to make
the connections between battery and alternator as
short and low a resistance as practical. Remember,
we're talking millohms here and every wire and joint
in the wire adds its little bit of ripple-noise amplifying
resistance.
The single point ground system we recommend is used to
get as much of the airframe's resistance out of crictical
systems power pathways. Moving the alternator b-lead
to the starter contactor on the firewall is doing the
same things for the hot side of the power system as
we do for the ground side.
Bob . . .
--------------------------------------------
( The only time you don't fail is the last )
( time you try something, and it works. )
( One fails forward toward success. )
( C.F. Kettering )
--------------------------------------------
http://www.aeroelectric.com
________________________________________________________________________________
| Subject: | Re: Engine Monitoring system/Allegro |
http://www.allegroavionics.com/ ........its also in the yeller pages.........
stambaug(at)qualcomm.com on 02/01/2000 11:45:07 AM
Please respond to rocket-list(at)matronics.com
Subject: Re: Rocket-List: Engine Monitoring system/Allegro
Is there a web site so we can take a look?
scot
>
>
>I installed one & loved it. Its cheaper then the competition and has the same
>features. Its not FAA/PMA manufactured nor TSO'ed but I prefer it that way.
>Aviation Consumer ran a test comparison about a year ago & liked it but
>nixed it
>because of the NON TSO status. Its not advertised heavily and generally not
>known but all the old EAA'ers at my chapter highly endorsed it.
>
>
>HHSM(at)aol.com on 01/31/2000 11:18:30 PM
>
>Please respond to rocket-list(at)matronics.com
>
>To: rocket-list-digest(at)matronics.com
>
>Subject: Rocket-List: Engine Monitoring system
>
>
>Any one have experience or input on the "Allegro" engine monitoring system?
>
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Re: Request for trim switch recommendation . . . |
Sorry to bother everyone with this but the following message came
in through our website catalog order form. The individual who
sent it didn't fill out any return data like name and email
address:
> I have been looking for a "reasonable" source for a rocker switch to use
>for electric trim - momentary on-off-on . like Piper uses for its electric
>trim - mounted on the yoke. Do you have (or know) of how I can get ahold of
>a similar switch? Thank You in advance.
If anyone on this list is "guilty", I'd be pleased to advise . . .
fess up now . . . I won't tell . . . reply directly
to nuckolls(at)aeroelectric.com
Bob . . .
--------------------------------------------
( The only time you don't fail is the last )
( time you try something, and it works. )
( One fails forward toward success. )
( C.F. Kettering )
--------------------------------------------
http://www.aeroelectric.com
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Re: Split switches |
<3.0.6.32.20000201231924.008d04b0(at)aeroelectric.com>
>Bob, Regarding your idea that the switches should match. . . I would suggest
>that there are some switches in the cockpit that should not match, and I
>think the master/alt switch is one of them. When I look at the overhead
>panel of the MD80 I fly at work, I see a myriad of different switch types.
>Some twist, some toggle, some have round heads, some flat. A couple even
>have a little row of "landing lights" fixed to their toggle. All this is
>done for a reason. . . To help differentiate one from another at a glance.
>Now the Kitfox certainly has fewer switches to worry about, but I would
>argue that the MASTER switch should stand out (maybe this is why Cessna and
>Piper paint it red). Whether it's because I want to shut everything down
>quickly prior to a deadstick landing, or just to have it stand out in hopes
>that I don't walk off and leave it on (never happened to me personally, but
>I've heard. . . ), I see no reason, aesthetics aside, it should look like
>the others.
>
>Okay, I guess I could paint your switch red, but I still think mine looks
>pretty cool.
Inadvertent switch operation is a factor we'll be addressing
in the latest chapter to the book which I'm writing now. The
easiest way to deal with this is in panel layout. Consider
a single row of switches with a layout like l-mag, r-mag/start,
dc power master, alt field breaker, e-bus alt feed (or aux
dc power master, aux alt field breaker (if used) fuel boost/prime,
pitot heat, landing/taxi lts, nav lights, strobes.
When one is interested in killing everything in a hurry, the
ship is made cold with the switches at the far left. Switches
at the right are grouped in order of operation. Strobes on
first. If it's dark, nav lites next, other exterior lights
next. There's a buffer between power control switches and
appliance switches with controls where inadvertent selection
doesn't represent an immediate concern.
One can put little plastic booties over switches to color
code them. The recomendation for "sameness" is driven by
several considerations. Low cost, ease of replacment (one
nut and a few fast-ons), ease of initial fabrication,
mutliple suppliers for the same switch. I'm trying to
break the old paradigms where we EXPECT things on airplanes
to be expensive to buy (unique, unsubstitutable, type
certificated), expensive to replace (only your friendly $40/hr
certified wrench twister is allowed to do it), and carved
in stone by traditional-flyer-think that starts with
us as pilots and becomes more viscous as you move up the
ladder toward Jane Garvey's office.
One of the reasons that the future of single engine airplanes
is so bright is that amateur built aircraft already dominate
the modern fleet and will soon dominate the total fleet.
We can only improve on that by increasing people's comfort
level with application of critical review to their own airplane
based on how they plan to use it and without the "assistance"
of government or traditionalists. Split-second, bad decision
scenarios exaserbated by panel ergonomics has always been
a heavy tool wielded by doom-sayers amoungst us. In fact,
the vast majority of injury and death in airplanes comes from
poor pilotage followed by sudden onset of situations from
which there is no escape. The numbers of folk that met
their demise cause they hit the wrong switch while on
short final to a big rock are, I suggest, very tiny if
indeed they even exist.
Which brings up another point I've been pondering with
respect to crashworthiness. An engineer I work with at
Raytheon used to do accident investigations. He noted in
passing one day that airplanes in which the battery
was NOT ejected from the wreckage often caught fire.
Not once in his experiece did he see an airplane burn
if the battery was thrown out from the wreckage. We got
to talking about a g-switch in the battery master contactor
control circuit. Then I asked him, had the airplanes
NOT burned, was the crash such that anyone MIGHT have
gotten out. He thought for a time and said "no."
When you hit the mountainside, pull the wings off,
ice-up and stall, run out of gas, or hit another airplnae,
I'll suggest that the position of your switches when
you hit the ground is insignificant. We are in far
greater danger from failures of pilot judgment,
inattention and skills than from anything mechanical
or ergonomic.
Bob . . .
--------------------------------------------
( The only time you don't fail is the last )
( time you try something, and it works. )
( One fails forward toward success. )
( C.F. Kettering )
--------------------------------------------
http://www.aeroelectric.com
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Re: Sticking contactors |
>It comes up again - the battery condition is "important" - if that is strong
>enough.
You bet it is . . .
>I have mentioned it before and would like to do so again.
>
>How do use simple fellows know that the battery is not up to it? Simply, the
>first most of us know is that the battery won't start the engine. By then I
>guess it's a bit late????
True. This is why the battery should be given the same
kind of attention in terms of preventative maintenance as
other things in the airplane. For example, we replace oil and
filters based on a schedule . . . not because the engine is at
risk of damage if the commodity is used a few hours longer
but because "it's time to renew it to INSURE ongoing airworthiness."
We replace tires not when they won't stay round any more but when
the tread wear falls below a certain point.
>Any plan to give "us" an article on battery care and covering vital signs as
>to health, and when it's at it's "use by" date? A discussion on voltmeters v
>ammeters might be helpful - I for one, as a layman, am confused by many
>learned comments.
It can be pretty simple. You have two choices:
(1) build and use the battery capacity tester described in an
article on my website at:
http://www.aeroelectric.com/articles/battest.pdf
or
(2) do periodic replacment of a battery based on time just like
you do oil and air filters. Assuming that you plan to use
the best kind of battery you can buy (recombinant gas) then
every two years for the average day/vfr airplane is probably
a good benchmark. For airplanes flown long cross-country at
night or IFR might want to look at yearly replacment. I've
suggested that some airplanes which benefit from dual battery
installations get a new battery in the main slot and move the
main battery to the aux slot yearly. For most folk this is
a 60-75 dollar expense that is trivial compared to other
operating costs of the airplane. If one objects to the
"easy" methodology, then see suggestion (1).
Variations on the theme arise when the battery has been
inadvertently discharged . . . and sets for a long period
of time (left the master switch on). Then a capacity test
is in order. If the battery seems to be getting weaker in
terms of cranking the engine, then a capacity test is in order.
An accurate voltmeter that indicates an operating bus voltage
no less than 13.8 and no greater than 14.6 will assure you
that the battery is being maintained by ship's alternator.
RG batteries do not need attention for long term (over
winter storage). Put away charged, they're good for a year
or more with no attention. Put away discharged and they're
recycle material when you come back.
Pay just a little more attention to battery selection and
condition as described above and the problem of sticking
contactors will be a long way down on your list of concerns.
Bob . . .
--------------------------------------------
( The only time you don't fail is the last )
( time you try something, and it works. )
( One fails forward toward success. )
( C.F. Kettering )
--------------------------------------------
http://www.aeroelectric.com
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Re: Panasonic Batteries |
>This is a question for Bob Nuckolls. Are the Panasonic sealed lead acid
>batteries that are for sale in the Digi Key catalogue suitable for aircraft
>use, and are these RG batteries?
Yes and yes. For engine cranking you need to pick a product that will
allow you to draw hundreds of amps from the battery . . . fast-on tabs
are just too small. There are gobs of places to buy batteries perfectly
suited to light aircraft. Here are just a few:
Powersonic: PS-12180
http://www.power-sonic.com/12180.html
Hawker: Check out the first 6 batteries on this page . . .
http://www.hepi.com/products/genesis/genprod.htm
Panasonic: particularly the LCRD1271P
http://www.panasonic.com/industrial_oem/battery/battery_oem/images/pdf/lc-rd
1217p.pdf
http://www.panasonic.com/industrial_oem/battery/battery_oem/chem/seal/seal.htm
Yuasa-Exide: Check out the NP18-12B at this site . . .
http://www.yuasa-exide.com/np-prod.html
Handle these like any other lead-acid battery. Bus volts no
less than 13.8 - 14.2 is about ideal - no more than 14.6
Bob . . .
--------------------------------------------
( The only time you don't fail is the last )
( time you try something, and it works. )
( One fails forward toward success. )
( C.F. Kettering )
--------------------------------------------
http://www.aeroelectric.com
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Re: Panasonic Batteries |
>This is a question for Bob Nuckolls. Are the Panasonic sealed lead acid
>batteries that are for sale in the Digi Key catalogue suitable for aircraft
>use, and are these RG batteries?
Yes and yes. For engine cranking you need to pick a product that will
allow you to draw hundreds of amps from the battery . . . fast-on tabs
are just too small. There are gobs of places to buy batteries perfectly
suited to light aircraft. Here are just a few:
Powersonic: PS-12180
http://www.power-sonic.com/12180.html
Hawker: Check out the first 6 batteries on this page . . .
http://www.hepi.com/products/genesis/genprod.htm
Panasonic: particularly the LCRD1271P
http://www.panasonic.com/industrial_oem/battery/battery_oem/images/pdf/lc-rd
1217p.pdf
http://www.panasonic.com/industrial_oem/battery/battery_oem/chem/seal/seal.htm
Yuasa-Exide: Check out the NP18-12B at this site . . .
http://www.yuasa-exide.com/np-prod.html
Handle these like any other lead-acid battery. Bus volts no
less than 13.8 - 14.2 is about ideal - no more than 14.6
Bob . . .
--------------------------------------------
( The only time you don't fail is the last )
( time you try something, and it works. )
( One fails forward toward success. )
( C.F. Kettering )
--------------------------------------------
http://www.aeroelectric.com
________________________________________________________________________________
| From: | AAMRELECTR(at)aol.com |
| Subject: | Fwd: Another neat idea and How To. |
Another easy to do idea!
AAMR/AirCore Wire
Marker http://members.aol.com/aamrelectr/Page94.html
John @AAMR/AirCore
Best regards,
John @AAMR/AirCore
From: AAMRELECTR(at)aol.com
Full-name: AAMRELECTR
Date: Fri, 4 Feb 2000 18:40:53 EST
Subject: Another neat idea and How To.
They're coming fast and furious...Another easy to do idea!
AAMR/AirCore Wire
Marker http://members.aol.com/aamrelectr/Page94.html
John @AAMR/AirCore
________________________________________________________________________________
| From: | Warren Gretz <gretz_aero(at)h2net.net> |
list-aviation ,
list-avionics ,
list-beech ,
list-cessna ,
list-engines ,
list-ez ,
list-glasair ,
list-homebuilt ,
list-lancair ,
list-piper ,
list-rocket ,
list-sailplane ,
list-seaplane ,
list-tailwind ,
list-ultralight ,
list-warbird ,
list-yak ,
list-zenith
| Subject: | [Fwd: RV-List: Aeroelectric.com] |
I wanted to pass this on to all of you.
Warren Gretz
Date: Mon, 07 Feb 2000 20:24:22 -0700
From: Warren Gretz <gretz_aero(at)h2net.net>
Subject: Re: RV-List: Aeroelectric.com
--> RV-List message posted by: Warren Gretz
I just talked to Bob yesterday and asked him if his internet host/provider
has a problem. They do. He said he has not been able to do anything since
last Thursday. Today, Monday he was going to seek out a new provider that
hopefully will provide continous service. It may be a few more days, but he
will be back.
Warren Gretz
Fran Malczynski wrote:
> --> RV-List message posted by: "Fran Malczynski"
>
> Has any body else had a problem connecting to "Electric Bob's" website? I
> printed off a document on it last week and haven't been able to connect
> since.
>
> Fran Malczynski
> RV6 (fuse)
> Olcott, NY
>
________________________________________________________________________________
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
Hello Rocket builders, and other interested parties:
Below is the address for my dirt simple, nothing fancy, Harmon Rocket II
website. Feel free to send photos and other Rocket stuff for me to post.
I'll try to add items as they become available or until the school says
"What is this junk? Get it off our server!"
http://www.usi.edu/CHEM/FACULTY/vfrazier/Page1.html
Here's a few other addresses that I use frequently, some are on the webpage,
some aren't. You probably have seen them already, but those who haven't now
have a good way to kill a few hours.
http://member.aol.com/aamrelectr/index5.html another source for your
electrical needs
http://www.captainkaos.com/ Aussie Rocket website. Grant, the owner, is a
hoot. You might meet him at OSH. Be ready.
http://www.maui.net/~russ/rocket/ Rocket pics
http://www.cleavelandtool.com/ self explanatory
http://www.avweb.com/ a good, FREE source for aviation news
http://exp-aircraft.com/library/electric.html electrical info
http://www.faqs.org/faqs/electrical-wiring/part1/ more electrical info
http://www.sound.net/~hartmann/yelrpage.htm Gary VanRemortel's RV
Builders' Yeller Pages
http://www.precisionnavigation.com/index.html self explanatory
http://www.vansaircraft.com/public/masindex.htm you already know this
website don't you?
http://www.matronics.com/ you already know this website don't you?
Thanks,
Vince Frazier
3965 Caborn Road
Mount Vernon, IN 47620
812-985-7309
University of Southern Indiana
812-464-1839
________________________________________________________________________________
| From: | AAMRELECTR(at)aol.com |
| Subject: | Re: Rocket website |
In a message dated 2/8/00 6:31:52 AM Pacific Standard Time, VFrazier(at)usi.edu
writes:
>
>
> Hello Rocket builders, and other interested parties:
>
> Below is the address for my dirt simple, nothing fancy, Harmon Rocket II
> website. Feel free to send photos and other Rocket stuff for me to post.
> I'll try to add items as they become available or until the school says
> "What is this junk? Get it off our server!"
>
> http://www.usi.edu/CHEM/FACULTY/vfrazier/Page1.html
>
> Here's a few other addresses that I use frequently, some are on the
webpage,
> some aren't. You probably have seen them already, but those who haven't
now
> have a good way to kill a few hours.
>
> http://member.aol.com/aamrelectr/index5.html another source for your
> electrical needs
>
Vince Frazier
> 3965 Caborn Road
> Mount Vernon, IN 47620
> 812-985-7309
>
> University of Southern Indiana
> 812-464-1839
>
Thanks for the plug Vince. URL should be
http://members.aol.com/aamrelectr/index5.html
or the list can find it all at our Home Page
http://members.aol.com/aamrelectr/index.html AAMR/AirCore/MarineCore
Members is plural. Your Site looks great.
Best regards,
John @AAMR/AirCore
________________________________________________________________________________
| From: | AAMRELECTR(at)aol.com |
| Subject: | Electrical How To (s) |
Hello Listers:
We have a fairly extensive How Page for Electrical Wiring for Aviation Home
Builders.
It is http://members.aol.com/aamrelectr/Page44.html or click here. HOW TO Site Index
If you've already come by please ignore this, if not it's probably worth a
visit.
John @ AAMR/AirCore/Mar
ineCore
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls(at)aeroelectric.com> |
| Subject: | Re: Batt contactor |
Hi Bob, I notice on your wiring schematics the
inclusion of a diode between the large + and small
terminals on the contactor.
What is the reason for this and what type of diode is it.
John,
The solenoid coil that provides a force to close
the contactor is an "inductive" load capable of
storing electrical energy. The energy is dumped back
into the system in the form of a high voltage
spike when the switch that controls the contactor
is opened. You'll see a diode across the coil
terminals of all contactors in our diagrams. Take
a peek at the photograph on our website at:
http://www.aeroelectric.com/Catalog/switch/s701-1l.jpg
This shows how we install the diode on contactors we
sell that do not have them built in. The intermittant
duty starter contactors we sell have this diode
built in.
Just about any diode rectifier will work. 1N4000 series
devices are electrically capable of doing the job. The
diode you see in my photo is a 1N5400 series device
selected because it's mechanically more robust.
Bob . . .
--------------------------------------------
( The only time you don't fail is the last )
( time you try something, and it works. )
( One fails forward toward success. )
( C.F. Kettering )
--------------------------------------------
http://www.aeroelectric.com
________________________________________________________________________________
| From: | LKDAUDT2(at)aol.com |
| Subject: | Engine Prop Combination.... |
Rocket Builders help please...
Im talking to my engine builder and he needs to know what, if any, 3 blade
prop was used on the Cherokee 6 or Aztec or any other production aircraft
with the IO540 C4B5... Certified...
I know that some of you guys flying your Rockets are using the 3 blade prop.
could you please send any information to my address LKDaudt2(at)aol.com.
We also need to know the prop counterweight system you used if you are using
a C4B5 with either 2 or 3 blades.
Also for those of you who have an inverted oil system, what did you do inside
the engine, like weld in pickups, or install pickup points, before final
assembly.
Any information would be appreciated...
Larry
________________________________________________________________________________
| Subject: | Re: Engine Prop Combination.... |
In a message dated 2/9/2000 2:49:33 PM Central Standard Time,
LKDAUDT2(at)aol.com writes:
<< Im talking to my engine builder and he needs to know what, if any, 3 blade
prop was used on the Cherokee 6 or Aztec or any other production aircraft
with the IO540 C4B5... Certified... >>
Hi Larry:
Hartzell tells us that prop we are selling is also used on the Maule with the
540. I can't say that I have SEEN one of these beasts so equipped, but I can
say that the engine/prop combo is certified. No internal changes necessary if
your engine has the heavy counterweights installed.
Check Six!
Mark
________________________________________________________________________________
| From: | jdheath(at)premierweb.net (JohnHeath) |
| Subject: | Re: Engine Prop Combination.... |
HC-E3YR with blades FC7663, Used on LYC IO-540-C4B5, -C4C5....... Hartzell
Tcds P33EA,Rev11
JDHeath
RV-8 Dreamer
----- Original Message -----
From: <LKDAUDT2(at)aol.com>
Sent: Wednesday, February 09, 2000 3:47 PM
Subject: Rocket-List: Engine Prop Combination....
>
> Rocket Builders help please...
> Im talking to my engine builder and he needs to know what, if any, 3 blade
> prop was used on the Cherokee 6 or Aztec or any other production aircraft
> with the IO540 C4B5... Certified...
> I know that some of you guys flying your Rockets are using the 3 blade
prop.
> could you please send any information to my address LKDaudt2(at)aol.com.
> We also need to know the prop counterweight system you used if you are
using
> a C4B5 with either 2 or 3 blades.
> Also for those of you who have an inverted oil system, what did you do
inside
> the engine, like weld in pickups, or install pickup points, before final
> assembly.
> Any information would be appreciated...
> Larry
>
>
________________________________________________________________________________
| From: | "mbowen(at)cybersurfers.net |
by mail.cybersurfers.net with SMTP; 9 Feb 2000 16":01:12.-0800(at)matronics.com
| Subject: | Re: Engine Prop Combination.... |
I have talked to John Harmon about a 3-blade
prop. He said that he has tried one (I don't know
any particulars) and said that it didn't feel like it
put out the thrust that the 2-blade prop that he
specifies for the HRII. He switched back to 2
blades.
Miles Bowen
> ----- Original Message -----
> From: <LKDAUDT2(at)aol.com>
> To:
> Sent: Wednesday, February 09, 2000 3:47 PM
> Subject: Rocket-List: Engine Prop Combination....
>
>
> >
> > Rocket Builders help please...
> > Im talking to my engine builder and he needs to know what, if any, 3 blade
> > prop was used on the Cherokee 6 or Aztec or any other production aircraft
> > with the IO540 C4B5... Certified...
> > I know that some of you guys flying your Rockets are using the 3 blade
> prop.
> > could you please send any information to my address LKDaudt2(at)aol.com.
> > We also need to know the prop counterweight system you used if you are
> using
> > a C4B5 with either 2 or 3 blades.
> > Also for those of you who have an inverted oil system, what did you do
> inside
> > the engine, like weld in pickups, or install pickup points, before final
> > assembly.
> > Any information would be appreciated...
> > Larry
> >
> >
>
>
>
>
>
>
________________________________________________________________________________
| From: | owner-rocket-list-server(at)matronics.com |
________________________________________________________________________________
| From: | "Bryan E. Files" <bfiles(at)corecom.net> |
| Subject: | Engine Prop Combination.... |
I have installed a new Semitar Hartzell HC-C3YR-1RF/F7590 on a Cherokee 6...
Man what a puller. Lopresti uses it also on the speed mod for his Comanche.
Price with spinner 7295 outright.
***Bryan E. Files***
A&P, IA, FAA Safety Counselor
Fat City Aircraft
Palmer, Alaska
mailto:BFiles(at)corecom.net
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com]On Behalf Of
Mlfred(at)aol.com
Sent: Wednesday, February 09, 2000 12:28 PM
Subject: Re: Rocket-List: Engine Prop Combination....
In a message dated 2/9/2000 2:49:33 PM Central Standard Time,
LKDAUDT2(at)aol.com writes:
<< Im talking to my engine builder and he needs to know what, if any, 3
blade
prop was used on the Cherokee 6 or Aztec or any other production aircraft
with the IO540 C4B5... Certified... >>
Hi Larry:
Hartzell tells us that prop we are selling is also used on the Maule with
the
540. I can't say that I have SEEN one of these beasts so equipped, but I can
say that the engine/prop combo is certified. No internal changes necessary
if
your engine has the heavy counterweights installed.
Check Six!
Mark
________________________________________________________________________________
| Subject: | Re: Engine Prop Combination.... |
In a message dated 2/9/2000 6:02:06 PM Central Standard Time,
12.-0800(at)matronics.com writes:
<< I have talked to John Harmon about a 3-blade
prop. He said that he has tried one (I don't know
any particulars) and said that it didn't feel like it
put out the thrust that the 2-blade prop that he
specifies for the HRII. He switched back to 2
blades.
Miles Bowen >>
Well if you got the newsletter from team rocket you would know what they had
to say about the 3 bladed prop. It does has some advantages of the 2 bladed
and it looks a lot better, but then again their is a weight problemwith the
September 30, 1999 - February 10, 2000
Rocket-Archive.digest.vol-ac