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Rocket-Archive.digest.vol-ap
January 06, 2006 - July 31, 2006

Call John at 1-800-292-3324 ________________________________________________________________________________
Date: Jan 06, 2006
From: Lee Logan <leeloganster(at)gmail.com>
Subject: Re: Anybody know of a F1 kit for sale?
John: I've emailed you off list. Lee Logan: 912 965 4903 ________________________________________________________________________________
From: "Robert Sather" <sather(at)charter.net>
Subject: Re: Anybody know of a F1 kit for sale?
Date: Jan 06, 2006
Please send me your phone number. Thanks Bob Sather ----- Original Message ----- From: "Granwel Esteban" <burningbluephoto(at)gmail.com> Subject: Re: Rocket-List: Anybody know of a F1 kit for sale? > > > hi - I have a f1 tail kit for sale...untouched. > > On 1/5/06, jim dhillon wrote: >> >> >> Hi Guys, >> Anyone selling a unstarted or barely started F1 or Harmon Rocket kit >> ? Interested in full or partial kits also.. I am located in NE USA. >> thanks! >> >> >> >> --------------------------------- >> >> >> >> >> >> >> >> >> >> >> >> > > > ________________________________________________________________________________
From: "Noel Rodman" <n300hr(at)hotmail.com>
Subject: Re: Anybody know of a F1 kit for sale?
Date: Jan 06, 2006
Robert, My number is: 805 215-5588 Thanks, N. >From: "Robert Sather" <sather(at)charter.net> >Reply-To: rocket-list(at)matronics.com >To: >Subject: Re: Rocket-List: Anybody know of a F1 kit for sale? >Date: Fri, 6 Jan 2006 09:16:25 -0700 > > >Please send me your phone number. > >Thanks >Bob Sather > > >----- Original Message ----- >From: "Granwel Esteban" <burningbluephoto(at)gmail.com> >To: >Subject: Re: Rocket-List: Anybody know of a F1 kit for sale? > > > > > > > > hi - I have a f1 tail kit for sale...untouched. > > > > On 1/5/06, jim dhillon wrote: > >> > > >> > >> Hi Guys, > >> Anyone selling a unstarted or barely started F1 or Harmon Rocket kit > >> ? Interested in full or partial kits also.. I am located in NE USA. > >> thanks! > >> > >> > >> > >> --------------------------------- > >> > >> > >> > >> > >> > >> > >> > >> > >> > >> > >> > >> > > > > > > > > > > > > > > > > > > > > > > > > > > ________________________________________________________________________________
From: "Robert Sather" <sather(at)charter.net>
Subject: Re: Anybody know of a F1 kit for sale?
Date: Jan 06, 2006
Noel Nice talking to you and appreciate you sending the pics if yoiu would. I will forward a picture or two of the coach. Let me know if we can maybe make a 3 way trade and get you a helicopter or something else you might want. Bobby Sather 435-862-9534 ----- Original Message ----- From: "Noel Rodman" <n300hr(at)hotmail.com> Subject: Re: Rocket-List: Anybody know of a F1 kit for sale? > > Robert, > My number is: 805 215-5588 > Thanks, > N. > > >>From: "Robert Sather" <sather(at)charter.net> >>Reply-To: rocket-list(at)matronics.com >>To: >>Subject: Re: Rocket-List: Anybody know of a F1 kit for sale? >>Date: Fri, 6 Jan 2006 09:16:25 -0700 >> >> >>Please send me your phone number. >> >>Thanks >>Bob Sather >> >> >>----- Original Message ----- >>From: "Granwel Esteban" <burningbluephoto(at)gmail.com> >>To: >>Subject: Re: Rocket-List: Anybody know of a F1 kit for sale? >> >> >> > >> > >> > hi - I have a f1 tail kit for sale...untouched. >> > >> > On 1/5/06, jim dhillon wrote: >> >> >> >> >> >> >> Hi Guys, >> >> Anyone selling a unstarted or barely started F1 or Harmon Rocket kit >> >> ? Interested in full or partial kits also.. I am located in NE USA. >> >> thanks! >> >> >> >> >> >> >> >> --------------------------------- >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> > >> > >> > >> > >> > >> > >> > >> > >> > >> > >> > >> > >> >> >> >> >> >> >> >> >> >> >> >> > > > ________________________________________________________________________________
From: JOHNTMEY(at)aol.com
Date: Jan 09, 2006
Subject: HR II s/n 233
Listers, N 5800 ... HR II, s/n 233 . . . it flies at last ! Chino CA on Feb 6 . . . and thru the weekend. Now has 3.7 hrs. Wow !! Huge thanks to all the helpers and well-wishers. (Jerry Scott, John H. ,Mark F. and ....) John Meyers ________________________________________________________________________________
From: Hr2pilot(at)aol.com
Date: Jan 09, 2006
Subject: Re: HR II s/n 233
Congratulations John, that is #111 ________________________________________________________________________________
Date: Jan 09, 2006
From: Matt Dralle <dralle(at)matronics.com>
Subject: All New BBS Interface For Matronics List Forums!
Dear Listers, I'm very proud to announce a completely new BBS interface is now available for all of the Email Lists at Matronics! This is a full-featured system that allows for viewing, posting, attachments, polls - the works. But the best part is that it is *completely* integrated with all of the existing email tools currently available at Matronics! What this means at the most basic level is that, if you post a message to List from Email in the traditional way, it will show up on the BBS system *and* get distributed to everyone currently subscribed to the Email List. By the same token, if you are on the BBS and post a message to a given List-Forum, the message will not only show up on the BBS, but also be distributed to everyone on the Email List!! It is really a very nice implementation and I am very pleased with its operation. All of the tools you have come to know and love such as the List Search Engine and List Browse and Download will still be available and contain all of the latest posts. Think of the new BBS interface as just another method of accessing the all of the Lists. You can use the BBS to view all of the latest posts without having to do anything except use your browser to surf over to the site. You can view and look at all of the various List's posts. If you want to post a new message or reply to an existing message from the BBS, you will have to Register on the BBS. This is a *very* simple process and will only take a couple of minutes. There is a small icon in the upper righthand side of the main BBS page labeled "Register" to get you started. I strongly recommend that you use the exact *same* email address you are subscribed to the Email Lists with when registering on the BBS. Also, while not an absolute requirement, I would really appreciate it if people would use their full name when choosing their Username on the BBS (for example "Matt Dralle"). This just makes it easier for everyone to know who's posting. Also, I have enabled the ability to upload a small user picture with your profile called an "avatar". Please use a *real* picture of yourself *with* your cloths on! Thank you! Maximum size of the bitmap is 120x120. You can either be subscribed to the BBS, or any number of Email Lists, or both. Registering on the BBS will allow you to email directly to all of the various Lists. However, to receive direct List Email, you will need to be *subscribed* to the various Lists as you have in the past. No changes here in operation. I have added numerous links on the BBS pointing to the Email List subscription page. I've had the BBS connected to the Lists for about a week now, so its already loaded up with a fair number of messages. You can post photos and other documents directly to the BBS and links to them will appear in the List Email distributions. Also, when any messages posted to the BBS are viewed in the List Email distribution, there will be a URL link at the bottom of the message pointing back to the BBS. And here's what you've been waiting for -- the main URL for the new Matronics Email List BBS is: http://forums.matronics.com Please surf on over, Register, and have a great time! I think this will be the dawn of a whole new era for the Lists at Matronics! Best regards, Matt Dralle Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551 925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email http://www.matronics.com/ WWW | Featuring Products For Aircraft ________________________________________________________________________________
From: "Jim Anglin" <n144hr(at)earthlink.net>
Subject: Re: HR II s/n 233
Date: Jan 10, 2006
WAY TO GO JOHN!! :-) Would you say it's about the most fun you can have with your clothes on? I made my first flight Mother's Day last year and it still freaks me out when I shove the throttle in with all that acceleration. John has done an outstanding job I think in this design. Congratulations and have fun. Hope to see you at Bakersfield this June. Post some pics somewhere - mine is at http://home.earthlink.net/~jlanglin44 Say hi to Jerry Scott for me - he almost bought my RV6 in the mid 90's. Jim Anglin HR II N144HR ________________________________________________________________________________
From: "Jim Anglin" <n144hr(at)earthlink.net>
Subject: Re: All New BBS Interface For Matronics List Forums!
Date: Jan 10, 2006
forwarded ----- Original Message ----- From: "RV3-List Digest Server" <rv3-list-digest(at)matronics.com> > --> RV3-List message posted by: Matt Dralle > > > Dear Listers, > > I'm very proud to announce a completely new BBS interface is now available > for >snip I don't want to give anyone the impression this is a negative feedback - I just want to understand the purpose of this new BBS. How is it different from the List other than you don't have emails from it? It almost looks like the BBS would be superior to the List - no more emails and you can post pictures. Does this spell the demise of the list? I will watch it a while and decide if I can unsubscribe from the email list. Jim Anglin HR II N144HR ________________________________________________________________________________
From: Hr2pilot(at)aol.com
Date: Jan 10, 2006
Subject: HARMON ROCKET II NUMBER 111 TAKES FLIGHT
CONGRATS FROM YOUR ROCKET FAMILY! HR II PLANS SERIAL: #233 HR II KIT: #133 HARMON ROCKET II NUMBER 111 TAKES FLIGHT JOHN MEYERS GOLDEN, CO 80401 Send us some pics to get posted on _www.harmonrocket.com_ (http://www.harmonrocket.com) Thanks, and CONGRATS Chrissy Harmon Rocket, LLC ________________________________________________________________________________
Subject: Re: All New BBS Interface For Matronics List Forums!
From: "Milt" <N395V(at)direcway.com>
Date: Jan 10, 2006
I love this format. Much easier to access and respond to. I think it will generate more discussion and input. (IMHO) Especially since it will allow me to be an expert on multiple lists at once with one stop shopping. :D :D :D -------- Milt N395V F1 Rocket Driver Read this topic online here: http://forums.matronics.com/viewtopic.php?p=2589#2589 ________________________________________________________________________________
Date: Jan 10, 2006
From: Matt Dralle <dralle(at)matronics.com>
Subject: Re: All New BBS Interface For Matronics List
Forums! Hi Jim, The purpose of the new BBS interface is not to necessarily replace the existing email system, but rather as an adjunct to it. The email lists aren't going away anytime soon. The BBS is just another way to "view" the content generated by the Lists. Simply use the viewing option that best suits your needs. Matt Dralle List Admin At 09:14 AM 1/10/2006 Tuesday, you wrote: > >forwarded > > >----- Original Message ----- >From: "RV3-List Digest Server" <rv3-list-digest(at)matronics.com> >> --> RV3-List message posted by: Matt Dralle >> >> >> >> Dear Listers, >> >> I'm very proud to announce a completely new BBS interface is now available >> for >>snip > >I don't want to give anyone the impression this is a negative feedback - I >just want to understand the purpose of this new BBS. How is it different >from the List other than you don't have emails from it? It almost looks >like the BBS would be superior to the List - no more emails and you can post >pictures. Does this spell the demise of the list? I will watch it a while >and decide if I can unsubscribe from the email list. > >Jim Anglin > >HR II N144HR ________________________________________________________________________________
Subject: Re: Anybody know of a F1 kit for sale?
From: "Lee Logan" <leeloganster(at)gmail.com>
Date: Jan 10, 2006
Jim: Did you get my email? I have a Harmon Rocket kit that is partially finished and looking for a home. Call me if interested: Lee Logan 912 965 4903 work 912 657 0236 cell Read this topic online here: http://forums.matronics.com/viewtopic.php?p=2649#2649 ________________________________________________________________________________
From: "Bob & Toodie Marshall" <rtmarshall(at)osb.net>
Subject: To Fly
Date: Jan 10, 2006
Congrats John, Its really a great feeling of accomplishment to be able to build and fly any plane. All that work is really worth it. Did everything go as anticipated? wait till you do that first roll! blue sky's. Bob Marshall ________________________________________________________________________________
From: <laboggan(at)mywdo.com>
Subject:
Date: Jan 10, 2006
Congrats John, Mine is still about 5 months away...mostly the fiberglass work to go and that's it. Take care, enjoy. ________________________________________________________________________________
Subject: Landing Gear
From: "N395V" <N395V(at)direcway.com>
Date: Jan 11, 2006
Our planes were designed and built with the 2 blade Hartzell in mind. Many of us have converted to or started out with the 3 blade Hartzells or MTs. Has anyone considered shortening their landing gear? Is there any benefit to doing so? And if so is the benefit worth the expense and effort? -------- Milt N395V F1 Rocket Driver Read this topic online here: http://forums.matronics.com/viewtopic.php?p=2881#2881 ________________________________________________________________________________
From: "Ron Carter" <ronc(at)metropolisdesign.com>
Subject: Re: Landing Gear
Date: Jan 11, 2006
Yeah- I met an older fellow at OSH last year flying a yellow rocket who had shortened his gear. He has nothing but good to say about it. Mark Frederick knows who this is as his plane was parked right behind Marks booth. Ron Carter ----- Original Message ----- From: "N395V" <N395V(at)direcway.com> Sent: Wednesday, January 11, 2006 8:06 AM Subject: Rocket-List: Landing Gear > > Our planes were designed and built with the 2 blade Hartzell in mind. > > Many of us have converted to or started out with the 3 blade Hartzells or MTs. > > Has anyone considered shortening their landing gear? > > Is there any benefit to doing so? And if so is the benefit worth the expense and effort? > > -------- > Milt > N395V > F1 Rocket Driver > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=2881#2881 > > ________________________________________________________________________________
From: "Jim Stone" <jrstone(at)insightbb.com>
Subject: Re: Landing Gear
Date: Jan 11, 2006
Jim Winnings E-mail Address(es): WiningsJ(at)aol.com His name is Jim Winnings, email above. Jim Stone ----- Original Message ----- From: "Ron Carter" <ronc(at)metropolisdesign.com> Sent: Wednesday, January 11, 2006 4:42 PM Subject: Re: Rocket-List: Landing Gear > > > Yeah- > > I met an older fellow at OSH last year flying a yellow rocket who had > shortened his gear. He has nothing but good to say about it. Mark > Frederick > knows who this is as his plane was parked right behind Marks booth. > > Ron Carter > ----- Original Message ----- > From: "N395V" <N395V(at)direcway.com> > To: > Sent: Wednesday, January 11, 2006 8:06 AM > Subject: Rocket-List: Landing Gear > > >> >> Our planes were designed and built with the 2 blade Hartzell in mind. >> >> Many of us have converted to or started out with the 3 blade Hartzells or > MTs. >> >> Has anyone considered shortening their landing gear? >> >> Is there any benefit to doing so? And if so is the benefit worth the > expense and effort? >> >> -------- >> Milt >> N395V >> F1 Rocket Driver >> >> >> >> >> Read this topic online here: >> >> http://forums.matronics.com/viewtopic.php?p=2881#2881 >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> > > > ________________________________________________________________________________
Subject: Re: Landing Gear
From: "N395V" <N395V(at)direcway.com>
Date: Jan 11, 2006
jrstone(at)insightbb.com wrote: > Jim Winnings > E-mail Address(es): > WiningsJ(at)aol.com > > His name is Jim Winnings, email above. > Jim Stone > > - Thanks :) -------- Milt N395V F1 Rocket Driver Read this topic online here: http://forums.matronics.com/viewtopic.php?p=3072#3072 ________________________________________________________________________________
Subject: Rockets For Sale
From: "Jeff Linebaugh" <jefflinebaugh(at)earthlink.net>
Date: Jan 11, 2006
Hi Folks.... I am Rocket-bit... to say the least. Looking for all the info I can. In particular, am looking for someone to do a professional build on one. As much as I would love to be the builder, family and work are too much at the present time. Any points in the right direction sure would be appreciated. Sweetest flying airplane I have ever flown... Thanks! Jeff -------- Jeff Linebaugh jefflinebaugh(at)earthlink.net Collierville, TN Read this topic online here: http://forums.matronics.com/viewtopic.php?p=3108#3108 ________________________________________________________________________________
From: <w_wester(at)bellsouth.net>
Subject: fuel servo clearance ???
Date: Jan 12, 2006
Hi. I am planning to build a F1 Rocket in the future. I have already acquired a 3 blade Hartzell and an engine. I have not ordered the airframe kit due to time and money constraints, and due to anticipation of further improvements to the kit. Now for the question. My engine is a TIO540-AG1A. Basically, it has 270 HP, dual mags, parallel valve, and long reach heads. The engine also has the large hole mounting ears. I have already gotten rid of the turbo and all turbo related accessories. The fuel servo mounts on the rear/center/bottom of the oil sump. Is this going to cause a clearance problem with the engine/gear mount? Are there any other issues with this engine that I should be aware of? Thanks, Wayne ________________________________________________________________________________
From: <w_wester(at)bellsouth.net>
Subject: Re: fuel servo clearance ???
Date: Jan 12, 2006
<< The fuel servo mounts on the rear/center/bottom of the oil sump. I should have been more clear on the mounting of the fuel servo. The fuel servo mounts on the rear/center of the oil sump. The inlet for the fuel servo faces the rear of the plane and not the bottom of the engine. Wayne ________________________________________________________________________________
From: "Tom Martin" <fairlea(at)amtelecom.net>
Subject: fuel servo clearance ???
Date: Jan 12, 2006
I would recommend that you at least change the sump on the engine to the C4B5 type sump. I am not sure what long reach heads are, but if they stick out any further than the standard heads, the cowlings will probably not fit properly. You might want to check for correct counter weights, fuel pump and also the crankshaft flange to see if these are compatible. Also find out how much this engine weighs compared to a C4B5 block. You do not want any more weight out in the front of this plane. Tom Martin -----Original Message----- From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of w_wester(at)bellsouth.net Sent: January 12, 2006 1:27 PM Subject: Rocket-List: fuel servo clearance ??? Hi. I am planning to build a F1 Rocket in the future. I have already acquired a 3 blade Hartzell and an engine. I have not ordered the airframe kit due to time and money constraints, and due to anticipation of further improvements to the kit. Now for the question. My engine is a TIO540-AG1A. Basically, it has 270 HP, dual mags, parallel valve, and long reach heads. The engine also has the large hole mounting ears. I have already gotten rid of the turbo and all turbo related accessories. The fuel servo mounts on the rear/center/bottom of the oil sump. Is this going to cause a clearance problem with the engine/gear mount? Are there any other issues with this engine that I should be aware of? Thanks, Wayne ________________________________________________________________________________
Date: Jan 13, 2006
From: H PAINE <bluebird266(at)dslextreme.com>
Subject: Surecheck VRX for Sale
Cc: "Boyd C. Braem" , rv10-list(at)matronics.com Surecheck VRX 8 months New. Works great Need $$ for next project 1st $550.00 takes it contact Harry off list at bluebird(at)dslextreme.com ________________________________________________________________________________
From: "Kevin Shannon" <kshannon(at)seanet.com>
Subject: Bendix servo
Date: Jan 13, 2006
Kevin Shannon Superintendent Severson Construction, LLC Hey Rocket world The C4B5 I bought has 800 hours on it, so I want to have the Bendix servo and the mags overhauled before installing on the plane. Looking for recommendations for shop(s) to send them out to. The mags are Slicks which were installed new in 2000. Thanks in advance for any input! Now get back to work Kevin Shannon Skinning the fuse HR II ________________________________________________________________________________
Subject: Bendix servo
Date: Jan 13, 2006
From: "Rhonda Bewley" <Rhonda(at)bpaengines.com>
Kevin - We recommend Aircraft Accessories (918) 835-9924 or Quality Aircraft Accessories (918) 835-6948 here in Tulsa for o'h on those accessories. I would recommend that you do a 500 hour inspection/repair on the Slicks. Slick mags are considered replacement items rather than overhaul. Good luck! Rhonda Barrett-Bewley Barrett Precision Engines, Inc. Tulsa, OK 74115 (918) 835-1089 phone (918) 835-1754 fax www.barrettprecisionengines.com -----Original Message----- From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Kevin Shannon Sent: Friday, January 13, 2006 10:01 AM Subject: Rocket-List: Bendix servo Kevin Shannon Superintendent Severson Construction, LLC Hey Rocket world The C4B5 I bought has 800 hours on it, so I want to have the Bendix servo and the mags overhauled before installing on the plane. Looking for recommendations for shop(s) to send them out to. The mags are Slicks which were installed new in 2000. Thanks in advance for any input! Now get back to work Kevin Shannon Skinning the fuse HR II ________________________________________________________________________________
From: "Bob & Toodie Marshall" <rtmarshall(at)osb.net>
Subject: TIO540-AG1A as rocket engine
Date: Jan 13, 2006
Hi Wayne, As Tom Martin says, there are other issues, There was some speculation on camshaft timing with the turbo engine VS normally aspirated engines and you might have a performance issue because of compression ratio, now that the turbo is removed, Call your kit supplier Mark,F or Ron Munson at performance engines or Monty Barrett at Barrett engines, they are the experts when it comes to Horse Power and engine mods, they are busy at times so you may have to call back! Best of Luck., Bob Marshall, HR II Rocket builder/owner ________________________________________________________________________________
Subject: Why I Love my Rocket and Blue Mountain EFIS (Long Post)
From: "N395V" <N395V(at)direcway.com>
Date: Jan 15, 2006
A long time in the planning was a trip to visit a friend in Tulsa, get some avionics work done, and a trip to New Century Aerosport in Olathe Kansas to see and fly the Radial Rocket. Weather forecasts looked good for smooth VFR . Departure time arrived and the weather was %#* %$. Low (1100) overcast terrible winds aloft 290 at 53 Kts and horrible surface winds at my 1st destination 230 at 23 gusting to 33 with the runway of choice being 17. Ice was forecast in the clouds and I dont have alt air for the engine so I had to go VFR. Luckily tops were around 5000 along the entire route and XM showed a nice sized hole 15 miles from my departure point. (http://img479.imageshack.us/my.php?image=xmweatheralongtheflightpath1wf.jpg) The hole on XM looked to be 20 miles across. When I got there it looked visually about 10 feet in diameter. In acuality the hole I found was probably about a mile in diameter. Pulled up from a cruise of 160 KTS IAS to 110 KTS at 1000 and spiraled up to cruising alt of 6500. Cant beat a rocket for climb performance. Leveled off just over the Mississippi River set the autopilot and enjoyed the ride. (http://img479.imageshack.us/my.php?image=levellingoffoverthemississippi.jpg) Beautiful smooth ride over the top. (http://img475.imageshack.us/my.php?image=weatheroutthecanopy3nx.jpg) My flight engineer (and CEO) paying close attention to fuel management. (http://img191.imageshack.us/my.php?image=flightengineerandceo3bt.jpg) In spite of the winds performance over the ground was great. My landing in the crosswind sucked and am glad there were no cameras around. (http://img191.imageshack.us/my.php?image=performance1ri.jpg) I am starting to get the itch to build so took my boss to evaluate the Radial Rocket. (http://img191.imageshack.us/my.php?image=ceoevaluating1ox.jpg) It is a beautiful plane with a good bit more room for my more than ample body in the front office. Now if I can just get the boss to approve the purchase. (http://img194.imageshack.us/my.php?image=thefrontoffice2bd.jpg) Hmmmmm..I think the CEO may just approve the project. (http://img191.imageshack.us/my.php?image=ceoapproves2uw.jpg) Jeff and Mark were great Hosts at New Century Aerosport. The plane flys and performs like a dream. Aerobatics were effortless. They have a wealth of experience in AC design build and an immaculate well set up production facility. Anybody going up that way (KIXD) should stop in and visit. http://www.radialrocket.com/ I never worked with composites before but may well give this one a try. -------- Milt N395V F1 Rocket Driver Read this topic online here: http://forums.matronics.com/viewtopic.php?p=4202#4202 ________________________________________________________________________________
Subject: Slick Magnetos
From: lee.logan(at)gulfstream.com
Date: Jan 19, 2006
Anyone have a set of Slicks and harness for an IO-540 that they no longer need (switched to an electronic ignition)? I am in the process of building up my engine and am in the market for an airworthy pair. Thanks for the help!! Lee... ________________________________________________________________________________
From: "Kevin Shannon" <kshannon(at)seanet.com>
Subject: forward fuse skins
Date: Jan 19, 2006
Is anyone dimpling the forward .040 fuse skins instead of countersinking? The machined countersink is easier and looks better, but dimpling should be stronger, what did you all do? Kevin Shannon HR II ________________________________________________________________________________
Date: Jan 19, 2006
From: vft(at)aol.com
Subject: Re: Slick Magnetos
I have a new set that is on my engine. Been thinking about going with dual light speeds so what will you offer? Danny Melnik F1 #25 Melbourne (FL) Rocket Factory -----Original Message----- From: lee.logan(at)gulfstream.com Subject: Rocket-List: Slick Magnetos Anyone have a set of Slicks and harness for an IO-540 that they no longer need (switched to an electronic ignition)? I am in the process of building up my engine and am in the market for an airworthy pair. Thanks for the help!! Lee... ________________________________________________________________________________
From: "blairclan" <blairclan(at)bigpond.com>
Subject: Slick Magnetos
Date: Jan 20, 2006
I'm about to remove two Bendix mags and the starter vibrator from mine (shower of sparks type), all done 100 hours since o'haul or new. Tony -----Original Message----- From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of lee.logan(at)gulfstream.com Sent: Friday, 20 January 2006 6:31 AM Subject: Rocket-List: Slick Magnetos Anyone have a set of Slicks and harness for an IO-540 that they no longer need (switched to an electronic ignition)? I am in the process of building up my engine and am in the market for an airworthy pair. Thanks for the help!! Lee... ________________________________________________________________________________
From: "blairclan" <blairclan(at)bigpond.com>
Subject: forward fuse skins
Date: Jan 20, 2006
I countersunk, next time I'd probably dimple, finish not so important when painted. Cheers Tony -----Original Message----- From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Kevin Shannon Sent: Friday, 20 January 2006 7:29 AM Subject: Rocket-List: forward fuse skins Is anyone dimpling the forward .040 fuse skins instead of countersinking? The machined countersink is easier and looks better, but dimpling should be stronger, what did you all do? Kevin Shannon HR II ________________________________________________________________________________
From: "Bob & Toodie Marshall" <rtmarshall(at)osb.net>
Subject: Dimple VS machine CS
Date: Jan 20, 2006
Dimple on mine, looks fine. Blue skies, Bob ________________________________________________________________________________
Subject: Re: Rockets For Sale
From: "N395V" <N395V(at)direcway.com>
Date: Jan 21, 2006
There is an F1 kit for sale on Trade a Plane under homebuilt/exp. We even now have our own category. F1 Rocket. -------- Milt N395V F1 Rocket Read this topic online here: http://forums.matronics.com/viewtopic.php?p=5658#5658 ________________________________________________________________________________
From: "Jim Anglin" <n144hr(at)earthlink.net>
Subject: Re: Dimple VS machine CS
Date: Jan 21, 2006
Looks fine is an understatement - I've seen this plane and it is gorgeous. jim HR II N144HR ________________________________________________________________________________
Subject: Re: Rockets For Sale
From: "N395V" <N395V(at)direcway.com>
Date: Jan 21, 2006
-------- Milt N395V F1 Rocket Read this topic online here: http://forums.matronics.com/viewtopic.php?p=5735#5735 ________________________________________________________________________________
Subject: Re: Rockets For Sale
From: "N395V" <N395V(at)direcway.com>
Date: Jan 21, 2006
Yep thats the one. -------- Milt N395V F1 Rocket Read this topic online here: http://forums.matronics.com/viewtopic.php?p=5736#5736 ________________________________________________________________________________
From: "Larry Schneider" <lschneider39(at)cox.net>
Subject: Mags
Date: Jan 21, 2006
Someone out there was looking for mags. Look at item # 4605106410 on e-bay. ________________________________________________________________________________
From: <laboggan(at)mywdo.com>
Subject:
Date: Jan 23, 2006
I hate the fiberglass work. ________________________________________________________________________________
Subject: Re: Rockets For Sale
From: "N395V" <N395V(at)direcway.com>
Date: Jan 29, 2006
Now it is on e bay http://cgi.ebay.com/ebaymotors/F-1-ROCKET-QUICK-BUILD-KIT_W0QQitemZ4607968983QQcategoryZ63679QQssPageNameZWDVWQQrdZ1QQcmdZViewItem -------- Milt N395V F1 Rocket Read this topic online here: http://forums.matronics.com/viewtopic.php?p=7833#7833 ________________________________________________________________________________
Date: Jan 29, 2006
From: Matt Dralle <dralle(at)matronics.com>
Subject: Six New Email Lists / Forums At Matronics!
Dear Listers, Its my pleasure to announce the addition of six new Email List / Forums to the aviation line up at Matronics! These new lists support all the usual features you've come to know and love from the Matronics Email List including full integration with the All New Web BBS Forums Site!! The new Lists include: LycomingEngines-List Textron/Lycoming Engines RotaxEngines-List Rotax Engine for Aircraft M14PEngines-List Vendenyev M14P Radial Engine MurphyMoose-List Murphy Moose Aircraft Allegro-List Allegro 2000, a Czech-built, Rotax-powered Aircraft Falco-List Sequoia Aircraft's Falco Experimental To sign up for any or all of the new Lists, surf over to the Matronics Email List Subscription Form and follow the instructions: http://www.matronics.com/subscribe Don't forget to check out the All New Web BBS Forum now available along with all of the usual message and archive viewing tools at the Matronics Email Lists site. Surf over to the following URL for information on the BBS Forum: http://forums.matronics.com Enjoy the new Lists! Matt Dralle Matronics Email List Administrator Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551 925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email http://www.matronics.com/ WWW | Featuring Products For Aircraft ________________________________________________________________________________
Subject: RE: Rockets For Sale
Date: Jan 30, 2006
From: "Condon, Philip M." <pcondon(at)mitre.org>
-----Original Message----- From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Rocket-List Digest Server Sent: Monday, January 30, 2006 2:59 AM Subject: Rocket-List Digest: 2 Msgs - 01/29/06 * ================================================== Online Versions of Today's List Digest Archive ================================================== Today's complete Rocket-List Digest can also be found in either of the two Web Links listed below. The .html file includes the Digest formatted in HTML for viewing with a web browser and features Hyperlinked Indexes and Message Navigation. The .txt file includes the plain ASCII version of the Rocket-List Digest and can be viewed with a generic text editor such as Notepad or with a web browser. HTML Version: http://www.matronics.com/digest/rocket-list/Digest.Rocket-List.2006-01- 29.html Serial # 87..... Weren't these early S/N's 28K$ and change. 35K$ is the now asking/bid start price on e-bay for this rocket. Price seems hi. Most all "in-field" kits go for 50% to 75% of new-when-purchased price. No one makes any money until you have it at least flying...... ....................................................................... ................. Now it is on e bay http://cgi.ebay.com/ebaymotors/F-1-ROCKET-QUICK-BUILD-KIT_W0QQitemZ4607 968983QQcategoryZ63679QQssPageNameZWDVWQQrdZ1QQcmdZViewItem -------- Milt N395V F1 Rocket Read this topic online here: http://forums.matronics.com/viewtopic.php?p=7833#7833 ________________________________ Message 2 _____________________________________ From: Matt Dralle <dralle(at)matronics.com> Subject: Rocket-List: Six New Email Lists / Forums At Matronics! Dear Listers, Its my pleasure to announce the addition of six new Email List / Forums to the aviation line up at Matronics! These new lists support all the usual features you've come to know and love from the Matronics Email List including full integration with the All New Web BBS Forums Site!! The new Lists include: LycomingEngines-List Textron/Lycoming Engines RotaxEngines-List Rotax Engine for Aircraft M14PEngines-List Vendenyev M14P Radial Engine MurphyMoose-List Murphy Moose Aircraft Allegro-List Allegro 2000, a Czech-built, Rotax-powered Aircraft Falco-List Sequoia Aircraft's Falco Experimental To sign up for any or all of the new Lists, surf over to the Matronics Email List Subscription Form and follow the instructions: http://www.matronics.com/subscribe Don't forget to check out the All New Web BBS Forum now available along with all of the usual message and archive viewing tools at the Matronics Email Lists site. Surf over to the following URL for information on the BBS Forum: http://forums.matronics.com Enjoy the new Lists! Matt Dralle Matronics Email List Administrator Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551 925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email http://www.matronics.com/ WWW | Featuring Products For Aircraft ________________________________________________________________________________
From: "Fred Weaver" <Mytyweav(at)earthlink.net>
Subject: Re: RE: Rockets For Sale
Date: Jan 30, 2006
You know Phil.... It makes no difference about what the customer paid for the kit.. Kinda like buying real estate 5 or 6 years ago. The price he is asking is probably just fine for the amount of work that is done and measured against the replacement cost... If anyone could buy it for less than 40K, I think they all did just fine. Weav ----- Original Message ----- From: "Condon, Philip M." <pcondon(at)mitre.org> Sent: Monday, January 30, 2006 12:18 PM Subject: Rocket-List: RE: Rockets For Sale > > > -----Original Message----- > From: owner-rocket-list-server(at)matronics.com > [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of > Rocket-List Digest Server > Sent: Monday, January 30, 2006 2:59 AM > To: Rocket-List Digest List > Subject: Rocket-List Digest: 2 Msgs - 01/29/06 > > * > > ================================================== > Online Versions of Today's List Digest Archive > ================================================== > > Today's complete Rocket-List Digest can also be found in either of the > two Web Links listed below. The .html file includes the Digest > formatted > in HTML for viewing with a web browser and features Hyperlinked Indexes > > and Message Navigation. The .txt file includes the plain ASCII version > > of the Rocket-List Digest and can be viewed with a generic text editor > such as Notepad or with a web browser. > > HTML Version: > > > http://www.matronics.com/digest/rocket-list/Digest.Rocket-List.2006-01- > 29.html > > > Serial # 87..... Weren't these early S/N's 28K$ and change. 35K$ is the > now asking/bid start price on e-bay for this rocket. Price seems hi. > Most all "in-field" kits go for 50% to 75% of new-when-purchased price. > No one makes any money until you have it at least flying...... > > > ....................................................................... > ................. > > > Now it is on e bay > > > http://cgi.ebay.com/ebaymotors/F-1-ROCKET-QUICK-BUILD-KIT_W0QQitemZ4607 > 968983QQcategoryZ63679QQssPageNameZWDVWQQrdZ1QQcmdZViewItem > > -------- > Milt > N395V > F1 Rocket > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=7833#7833 > > > ________________________________ Message 2 > _____________________________________ > > > From: Matt Dralle <dralle(at)matronics.com> > Subject: Rocket-List: Six New Email Lists / Forums At Matronics! > > > Dear Listers, > > Its my pleasure to announce the addition of six new Email List / Forums > to the > aviation line up at Matronics! These new lists support all the usual > features > you've come to know and love from the Matronics Email List including > full integration > with the All New Web BBS Forums Site!! The new Lists include: > > LycomingEngines-List Textron/Lycoming Engines > > RotaxEngines-List Rotax Engine for Aircraft > > M14PEngines-List Vendenyev M14P Radial Engine > > MurphyMoose-List Murphy Moose Aircraft > > Allegro-List Allegro 2000, a Czech-built, > Rotax-powered Aircraft > > Falco-List Sequoia Aircraft's Falco Experimental > > > To sign up for any or all of the new Lists, surf over to the Matronics > Email List > Subscription Form and follow the instructions: > > http://www.matronics.com/subscribe > > Don't forget to check out the All New Web BBS Forum now available along > with all > of the usual message and archive viewing tools at the Matronics Email > Lists > site. Surf over to the following URL for information on the BBS Forum: > > http://forums.matronics.com > > Enjoy the new Lists! > > Matt Dralle > Matronics Email List Administrator > > > Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551 > 925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email > http://www.matronics.com/ WWW | Featuring Products For Aircraft > > > ________________________________________________________________________________
From: "Chris Fordham" <fconsult(at)telus.net>
Subject: Engine mount bolt size?
Date: Feb 03, 2006
Does anyone have the engine mount to airframe bolt size and length handy, my engine mount is in the paint shop. Also there is two 0540 A1D5 250HP engines for sale with props for $33,000 (Canadian) for both on the Western Canada RV site. Thanks Chris ________________________________________________________________________________
From: "Rob Mokry" <robmokry(at)covad.net>
Subject: Garmin 530 - RMI Monitor
Date: Feb 04, 2006
Has anyone hooked up a Rocky Mountain Engine Monitor to a Garmin 530 or 430? I'm having trouble getting the 530 to recognize the fuel flow from between the RMI RS232 output. Thanks Rob HR #12 N540RM ________________________________________________________________________________
From: "css nico" <nico(at)cybersuperstore.com>
Subject: A Bunch of amateurs at work
Date: Feb 06, 2006
I found this in Avflash. Sounds to me as if they were pretty long on courage and professionalism. The sheriff not only lacked the equipment, but these two elements too. Mission Accomplished A couple of good Samaritans in California are caught in that awkward maw between heroism and recklessness after some pretty interesting flying led to the rescue of two 11-year-olds last week. Using night-vision goggles, pilot David Gunsauls and helicopter owner Dan Kohrdt spotted Revina Dennis and her cousin Austin Rogers on a lava-rock-strewn hillside miles away from the ground party looking for them. Gunsauls toed the helicopter into the hillside while Korhdt pulled the kids inside. Flush with the success of the rescue, it was backslaps all around as the youngsters, who got lost while exploring the hills near Paradise, Calif., were dropped off to their families in a school playing field. It didn't take long for the local sheriff's office to distance itself from the celebration. "We did not ask for, frankly, nor did we support [the freelance operation]," Capt. Jerry Smith, head of the sheriff's department's aviation section. "That was a non-sanctioned event." His team was waiting for daylight to launch. Now, it's not that Smith is entirely heartless. He told the Paradise Post the rescue "was a very heroic thing," but he also noted that if anything had gone wrong it would have been his department held liable. "Anytime we establish a relationship with a civilian component of the community, we assume responsibility for their actions," Smith said. The helicopter was in radio contact with the ground team. At What Risk? Smith said the nighttime toe-in maneuver was too risky. "I would not have allowed our pilots to do that mission," he said. Korhdt heard about the missing kids on the 11 p.m. TV news and called Gunsauls, who met him at the airport. Their Bell 407 helicopter has both night-vision equipment and forward looking infrared equipment (the sheriff's choppers have neither). They first found the searchers and then "just followed the natural lay of the land" trying to put themselves in the children's place in terms of choosing a route. They spotted the pair glowing brightly in their night-vision goggles against the dull background of the hillside and went to work. Pete Cunha, a local California Highway Patrol pilot contacted by the newspaper, also said rescuers should have left the task to experts. "It's not a game for amateurs," said Cunha. CHP has a couple of night-capable Eurocopter 305s but won't fly them in rough terrain at night. He said the authorities have to keep control of these types of operations (even if they can't or won't participate in them). "If we allowed this kind of thing to continue, for instance, could you imagine the onslaught of good-minded people wanting to become involved in uncontrolled situations?" he said, likening the incident to volunteers with hunting rifles showing up at a police standoff wanting to help. "We simply could not have that." ________________________________________________________________________________
From: Morocketman(at)AOL.COM
Date: Feb 09, 2006
Subject: Need a new battery! Help!
I purchased a battery from Sun Battery in Jacksonville, FL, about 4 years ago. It had a "recumbant recovery system" or something fancy like that. The battery only cost about $35. It was a wonderful battery, but is starting to show it's age. Does anyone know where Sun Battery went? If not, does anyone know of a Rocket pilot who lives near Orlando, and flies a Blue Rocket with yellow trim? He turned me on to Sun Battery. Help me, I have fallen down and cannot get started up again. Les Featherston 417-425-3595 ________________________________________________________________________________
From: "Dan Checkoway" <dan(at)rvproject.com>
Subject: Re: Need a new battery! Help!
Date: Feb 09, 2006
Two Ns. http://www.sunnbattery.com I always order my Odyssey PC680 from Sunn Battery. Their price is not the best, but they have FIXED shipping and no hazmat BS. It works out to the lowest cost overall. )_( Dan RV-7 N714D (812 hours) http://www.rvproject.com ----- Original Message ----- From: <Morocketman(at)aol.com> Sent: Thursday, February 09, 2006 7:11 AM Subject: Rocket-List: Need a new battery! Help! > > I purchased a battery from Sun Battery in Jacksonville, FL, about 4 years > ago. It had a "recumbant recovery system" or something fancy like that. > The > battery only cost about $35. It was a wonderful battery, but is starting > to show > it's age. Does anyone know where Sun Battery went? If not, does anyone > know > of a Rocket pilot who lives near Orlando, and flies a Blue Rocket with > yellow > trim? He turned me on to Sun Battery. Help me, I have fallen down and > cannot > get started up again. Les Featherston 417-425-3595 > > > ________________________________________________________________________________
From: "Kevin Shannon" <kshannon(at)seanet.com>
Subject: Need a new battery! Help!
Date: Feb 09, 2006
I just ordered a sealed RG battery from Digikey.com, it is about 6.5" square and 5" tall, 28 A/H, weighs 21 pounds and only $37. Its probably bigger than necessary but should have plenty of cranking power and some extra weight in the tail shouldn't hurt... Kevin Shannon HR II under const -----Original Message----- From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Morocketman(at)aol.com Sent: Thursday, February 09, 2006 7:11 AM Subject: Rocket-List: Need a new battery! Help! I purchased a battery from Sun Battery in Jacksonville, FL, about 4 years ago. It had a "recumbant recovery system" or something fancy like that. The battery only cost about $35. It was a wonderful battery, but is starting to show it's age. Does anyone know where Sun Battery went? If not, does anyone know of a Rocket pilot who lives near Orlando, and flies a Blue Rocket with yellow trim? He turned me on to Sun Battery. Help me, I have fallen down and cannot get started up again. Les Featherston 417-425-3595 ________________________________________________________________________________
Date: Feb 09, 2006
From: Lee Logan <leeloganster(at)gmail.com>
Subject: Re: Need a new battery! Help!
http://www.sun-battery.com/ German battery company? On 2/9/06, Morocketman(at)aol.com wrote: > > > I purchased a battery from Sun Battery in Jacksonville, FL, about 4 years > ago. It had a "recumbant recovery system" or something fancy like > that. The > battery only cost about $35. It was a wonderful battery, but is starting > to show > it's age. Does anyone know where Sun Battery went? If not, does anyone > know > of a Rocket pilot who lives near Orlando, and flies a Blue Rocket with > yellow > trim? He turned me on to Sun Battery. Help me, I have fallen down and > cannot > get started up again. Les Featherston 417-425-3595 > > ________________________________________________________________________________
Date: Feb 09, 2006
From: Lee Logan <leeloganster(at)gmail.com>
Subject: Re: Need a new battery! Help!
I know the PC680 is the "mac-daddy" battery these days, but has anyone integrated a PC925 into their all electric design? See: http://www.sunnbattery.com/item.jhtml?UCIDs=3D559844%7C1209500&PRID=3D1292863 This thing is a powerhouse. Anyone using one? ________________________________________________________________________________
From: "Kevin Shannon" <kshannon(at)seanet.com>
Subject: Dukes pump
Date: Feb 09, 2006
Kevin Shannon Superintendent Severson Construction, LLC Question for anybody using a Dukes pump: I am looking at a used Dukes boost pump on ebay, the auction says 13v 24 psi/47 gph min and 31 psi max which sounds like the one we need, my question is does it require an additional check valve manifold type setup and closed loop return like the airflow performance pump, or do you just simply install it in line and your good to go? I can't find any specs for it on the Dukes web page. Thanks Kevin Shannon ________________________________________________________________________________
Date: Feb 09, 2006
From: "Fred LaForge" <fred.laforge(at)verizon.net>
Subject: Re: Dukes pump
I ran a Dukes pump on my RV-4,180 hp with fuel injectoin, (Bendix) it worked fine, no special plumbing or anything. ----- Original Message ----- From: "Kevin Shannon" <kshannon(at)seanet.com> Sent: Thursday, February 09, 2006 3:17 PM Subject: Rocket-List: Dukes pump > > > Kevin Shannon > Superintendent > Severson Construction, LLC > > > Question for anybody using a Dukes pump: I am looking at a used Dukes > boost > pump on ebay, the auction says 13v 24 psi/47 gph min and 31 psi max which > sounds like the one we need, my question is does it require an additional > check valve manifold type setup and closed loop return like the airflow > performance pump, or do you just simply install it in line and your good > to > go? I can't find any specs for it on the Dukes web page. > Thanks > Kevin Shannon > > > ________________________________________________________________________________
From: WiningsJ(at)aol.com
Date: Feb 09, 2006
Subject: Re: Dukes pump
I am using a Dukes pump. It has a pressure relief and check valve built in (real nice). It had been rebuilt shortly before I bought it. It had a bearing seal start leaking. I replaced it with a new one and now it is leaking again. I am going to find something else to use on my Rocket. Jim Winings #34. 317-718-3415 ________________________________________________________________________________
Date: Feb 10, 2006
From: Mark Frederick <f1boss(at)gmail.com>
Subject: Dukes pump alternative
> Hi Fellas: Airflow performance has a good pump with bypass plumbing and pressure regulator etc all set up. Normal price is about $380 or so . Call Colleen at 864.576.4512 Cheers Mark ________________________________ Message > 8 _____________________________________ > > > From: WiningsJ(at)aol.com > Subject: Re: Rocket-List: Dukes pump > > > I am using a Dukes pump. It has a pressure relief and check valve built > in > (real nice). It had been rebuilt shortly before I bought it. It had a > bearing > > seal start leaking. I replaced it with a new one and now it is leaking > again. I am going to find something else to use on my Rocket. Jim > Winings #34. > > 317-718-3415 > > -- Cheers! Mark Team Rocket LP Tech Support 512.352.6979 ________________________________________________________________________________
Subject: batteries
Date: Feb 10, 2006
From: "Frazier, Vincent A" <VFrazier(at)usi.edu>
Cc: http://www.svrbatteries.com/ I am using the SVR18 if I recall correctly. It has performed flawlessly for almost 2 years now. It's about $100. I have it mounted on its side and it works just fine that way. It's seems to be a little bigger weight and capacity than the PC680 ($75) that someone mentioned, but not nearly as big as the PC925 ($105). OTOH, one of the $35 batteries would probably be just fine also. YMMV, Vince ________________________________________________________________________________
From: "julian dib" <juliandib(at)hotmail.com>
Subject: Dukes pump alternative
Date: Feb 10, 2006
mark,i not understad, need i a pump in my rocket''? I M WAITING NOTICES FROM YOU ABOUT THE AUTO PILOT. GRACIAS AMIGO JULIAN DIB >From: Mark Frederick <f1boss(at)gmail.com> >Reply-To: rocket-list(at)matronics.com >To: rocket-list(at)matronics.com >Subject: Rocket-List: Dukes pump alternative >Date: Fri, 10 Feb 2006 07:19:39 -0600 > > > > Hi Fellas: > > >Airflow performance has a good pump with bypass plumbing and pressure >regulator etc all set up. Normal price is about $380 or so . Call Colleen >at 864.576.4512 > >Cheers >Mark > >________________________________ Message > > 8 _____________________________________ > > > > > > From: WiningsJ(at)aol.com > > Subject: Re: Rocket-List: Dukes pump > > > > > > I am using a Dukes pump. It has a pressure relief and check valve built > > in > > (real nice). It had been rebuilt shortly before I bought it. It had a > > bearing > > > > seal start leaking. I replaced it with a new one and now it is leaking > > again. I am going to find something else to use on my Rocket. Jim > > Winings #34. > > > > 317-718-3415 > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > >-- > >Cheers! >Mark >Team Rocket LP >Tech Support 512.352.6979 > > ,need i a pump in my rocket ________________________________________________________________________________
From: "julian dib" <juliandib(at)hotmail.com>
Subject: Dukes pump alternative
Date: Feb 11, 2006
hi mark ,please need i a pump for my rocket? and when are the autopilot ready for instal? gracias julian >From: Mark Frederick <f1boss(at)gmail.com> >Reply-To: rocket-list(at)matronics.com >To: rocket-list(at)matronics.com >Subject: Rocket-List: Dukes pump alternative >Date: Fri, 10 Feb 2006 07:19:39 -0600 > > > > Hi Fellas: > > >Airflow performance has a good pump with bypass plumbing and pressure >regulator etc all set up. Normal price is about $380 or so . Call Colleen >at 864.576.4512 > >Cheers >Mark > >________________________________ Message > > 8 _____________________________________ > > > > > > From: WiningsJ(at)aol.com > > Subject: Re: Rocket-List: Dukes pump > > > > > > I am using a Dukes pump. It has a pressure relief and check valve built > > in > > (real nice). It had been rebuilt shortly before I bought it. It had a > > bearing > > > > seal start leaking. I replaced it with a new one and now it is leaking > > again. I am going to find something else to use on my Rocket. Jim > > Winings #34. > > > > 317-718-3415 > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > >-- > >Cheers! >Mark >Team Rocket LP >Tech Support 512.352.6979 > > ________________________________________________________________________________
From: JOHNTMEY(at)aol.com
Date: Feb 17, 2006
Subject: Flight Test Progress
Listers, N 5800 has about 15 hours now. Test period is 25 hrs. I've played with Vso and top end etc. I need some corelation on fuel capacity, unusable, and burn rate. I think I have 52 gallons max (bigger HR tank skins) ? 2.5 gallons unusable each tank, eh ? 14.5 gph at 20"/2300 rpm giving 190 mph indicated at 3500'msl (ballpark speed confirmed by GPS) I get some backfiring at random moments... and always when chopping for flare-out. Whats that all about ? Right now, it runs pretty warm, SoCal OATs were 60 to 80 F. Mineral oil temp is around 200 +-10 and is sensitive to OAT. All EGTs line up and CHTs arent too bad. No.1 runs cool on CHT. When heat soaked on ground (and cruising) it shows signs of vapor effect, wiggles and lowering of fuel pressure... but it stabilizes with shot of electric pump. Anyone care to compare ? John Meyers ________________________________________________________________________________
From: "John Furey" <john(at)fureychrysler.com>
Subject: Speed fairings
Date: Feb 17, 2006
Just wanted to let you know that Vic has been shipping the carbon fiber fairings for the fuel drains, fuel vents and aileron hinges for Rv's & Rockets and they are beautiful. For full details and pictures contact him at vjs406(at)yahoo.com John Furey RV6A gone F1 in process ________________________________________________________________________________
From: "Bryan Carr" <b.m.carr(at)telus.net>
Subject: Re: Flight Test Progress
Date: Feb 17, 2006
John I have a HR2 with large tanks and can add about 27 gal. to a tank when I blow it out. So I don't think you can have 2.5 gal. unusable. I put heat risers on both front cylinders to keep cylinder temps. more uniform. I also get popping when I pull the throttle back for landing. Regards Bryan Carr ________________________________________________________________________________
From: "Rob Mokry" <robmokry(at)covad.net>
Subject: RE:Flight Test Report
Date: Feb 18, 2006
Subject: Rocket-List: Flight Test Progress John, Your fuel burn sounds about right. I have extended tanks one bay and get 52gal max. My airfoil has a smaller radius and more gentle ramp back however. I figure 2galls unusable but it is a bit less. I would suggest you level the aircraft, get some tanks and carefully measure exactly how much goes in and disconnect your fuel line and carefully measure how much comes out. I actually had to do this to calibrate my electronic fuel gauges and about as much fun as pro-sealing the tanks. Vapor lock.....The only trouble I had was in the summer in Phoenix or Palm Desert while ideling waiting for my clearance. I have had trouble with the push-pull cables seizing up when hot - prior to installing them in firesleave. Oil Temp? Get the largest cooler you can find/afford! Good Luck! Rob ________________________________________________________________________________
From: <laboggan(at)mywdo.com>
Subject:
Date: Feb 18, 2006
Those of you that have multi sensor cylinder head temperature gauges.... What cylinder usually runs the warmest on your Harmons? And/or which two? Mine has to be switched between sensors so I just wanted to know which ones to watch the most. ________________________________________________________________________________
From: JOHNTMEY(at)aol.com
Date: Feb 18, 2006
Subject: Re: Temps
Mine only has 15 hours and I'm watching analyzer like a hawk: >From last ride: Recorded at 3500', about 65F OAT, 20"/2400 rpm, 185 mph IAS EGT CHT 1 1365 343 2 1396 389 3 1372 380 4 1385 380 5 1367 387 6 1396 403 So, CHT for number 1 is notably cool... number 6 is the hottest. J Meyers N5800 ________________________________________________________________________________
From: "css nico" <nico(at)cybersuperstore.com>
Subject: Re: Temps
Date: Feb 18, 2006
Isn't this standard for the cylinders closest to the initial airflow to run the coldest? The same thing happens in water-cooled engines where the #1 cylinder closest to the radiator would run considerably cooler than the last cylinder and would, as a result of that, show more wear at the end of the engine's life. I made some calculations on your temps as follows. Col A is the variation in temp with the previous cylinder, while col B is the variation with cyl. #1. Your readings show an overall cylinder head temperature spread across the engine of 57 deg. EGT A B CHT A B 1 1365 343 2 1396 +31 +31 389 +46 +46 3 1372 -24 +7 380 -9 +37 4 1385 +13 +20 380 0 +37 5 1367 -18 +22 387 +7 +44 6 1396 +29 +31 403 +13 +57 If EGT was a problem there would have been a (near) consistent variation in CHT linked to EGT but check cyl #3 : the EGT is only 7 deg hotter, while the CHT is 37 deg hotter. It could point to a cooling problem. Perhaps a baffle is not installed properly or it is missing? Why #2, which shares the front row with #1, runs so much hotter than its sibling, could be an injector tuning problem because the CHT is higher consistent with the EGT. They should both be cooler than the rest, unless there are other factors influencing the cooling. Very interesting! Just some observations - I am sure the gurus would be able to give a clearer picture on what this story tells. :-) Nico ----- Original Message ----- From: <JOHNTMEY(at)aol.com> Sent: Saturday, February 18, 2006 6:50 PM Subject: Re: Rocket-List: Temps > > Mine only has 15 hours and I'm watching analyzer like a hawk: > > >From last ride: Recorded at 3500', about 65F OAT, 20"/2400 rpm, 185 mph IAS > EGT A B CHT A B 1 1365 343 2 1396 +31 +31 389 +46 +46 3 1372 -24 +7 380 -9 +37 4 1385 +13 +20 380 0 +37 5 1367 -18 +22 387 +7 +44 6 1396 +29 +31 403 +13 +57 > So, CHT for number 1 is notably cool... number 6 is the hottest. > > J Meyers N5800 > > ________________________________________________________________________________
From: "Tom Martin" <fairlea(at)amtelecom.net>
Subject: Temps
Date: Feb 19, 2006
The comparison of EGT values between cylinders is of little practical value. Check this website http://www.gami.com/frames.htm for a very in depth explanation. The short story is that you are only interested in the exact temperature of a particular cylinder's EGT at the moment it reaches peak and the fuel flow at that time. Ideally all cylinders should reach peak EGT at the same fuel flow. The minor differences between EGT probe temperatures has more to do with probe location in the exhaust system than it does engine performance. Cylinder #2 often runs hotter than one due to the fact that the cylinder fins on these cylinders are not symmetrical on each side. The front of number 2 does not have as many fins, as the front of number 1. This is also why 5 will run hotter than 6. This is the reason that taking air from the number six cylinder for the oil cooler is generally a better location than behind number five. I have been flying my rockets, using the gami philosophy, for eight years. It will change the way you operate your engine and increase your range and engine life. There are some very good articles on AVweb as well regarding these techniques. During this thread there was also a mention of leaning on final to reduce engine popping. This will work but it might get you in trouble if you have to do a quick go around. A rapid application of throttle may cause the engine to cough, or quit, due to lack of fuel or be at such a lean setting that it could cause engine damage in a full power situation. Yes I am aware that we are supposed to push all levers forward for a go around but it is better to already have the prop and mixture controls in the go around position should the need arise. Engine popping on final can be greatly reduced with a slower more gradual reduction of power in the circuit and on final. Tom Martin -----Original Message----- From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of css nico Sent: February 18, 2006 10:37 PM Subject: Re: Rocket-List: Temps Isn't this standard for the cylinders closest to the initial airflow to run the coldest? The same thing happens in water-cooled engines where the #1 cylinder closest to the radiator would run considerably cooler than the last cylinder and would, as a result of that, show more wear at the end of the engine's life. I made some calculations on your temps as follows. Col A is the variation in temp with the previous cylinder, while col B is the variation with cyl. #1. Your readings show an overall cylinder head temperature spread across the engine of 57 deg. EGT A B CHT A B 1 1365 343 2 1396 +31 +31 389 +46 +46 3 1372 -24 +7 380 -9 +37 4 1385 +13 +20 380 0 +37 5 1367 -18 +22 387 +7 +44 6 1396 +29 +31 403 +13 +57 If EGT was a problem there would have been a (near) consistent variation in CHT linked to EGT but check cyl #3 : the EGT is only 7 deg hotter, while the CHT is 37 deg hotter. It could point to a cooling problem. Perhaps a baffle is not installed properly or it is missing? Why #2, which shares the front row with #1, runs so much hotter than its sibling, could be an injector tuning problem because the CHT is higher consistent with the EGT. They should both be cooler than the rest, unless there are other factors influencing the cooling. Very interesting! Just some observations - I am sure the gurus would be able to give a clearer picture on what this story tells. :-) Nico ----- Original Message ----- From: <JOHNTMEY(at)aol.com> Sent: Saturday, February 18, 2006 6:50 PM Subject: Re: Rocket-List: Temps > > Mine only has 15 hours and I'm watching analyzer like a hawk: > > >From last ride: Recorded at 3500', about 65F OAT, 20"/2400 rpm, 185 mph IAS > EGT A B CHT A B 1 1365 343 2 1396 +31 +31 389 +46 +46 3 1372 -24 +7 380 -9 +37 4 1385 +13 +20 380 0 +37 5 1367 -18 +22 387 +7 +44 6 1396 +29 +31 403 +13 +57 > So, CHT for number 1 is notably cool... number 6 is the hottest. > > J Meyers N5800 > > ________________________________________________________________________________
From: Ernest Hale <ehale@cheyenne-enviro.com>
Subject: Re: Flight Test Progress
Date: Feb 19, 2006
I have a terrible time with fuel pressure due to vapor lock as well, any advice will be greatly appreciated, I have done just about everything I can think of. On Feb 17, 2006, at 6:15 PM, JOHNTMEY(at)aol.com wrote: > > Listers, > > N 5800 has about 15 hours now. Test period is 25 hrs. I've > played with Vso > and top end etc. > > I need some corelation on fuel capacity, unusable, and burn rate. > > I think I have 52 gallons max (bigger HR tank skins) ? > > 2.5 gallons unusable each tank, eh ? > > 14.5 gph at 20"/2300 rpm giving 190 mph indicated at 3500'msl > (ballpark > speed confirmed by GPS) > > I get some backfiring at random moments... and always when chopping > for > flare-out. > Whats that all about ? Right now, it runs pretty warm, SoCal OATs > were 60 > to 80 F. > Mineral oil temp is around 200 +-10 and is sensitive to OAT. All > EGTs line > up and CHTs arent too bad. No.1 runs cool on CHT. > > When heat soaked on ground (and cruising) it shows signs of vapor > effect, > wiggles and lowering of fuel pressure... but it stabilizes with > shot of electric > pump. > > Anyone care to compare ? > > John Meyers > > ________________________________________________________________________________
Date: Feb 19, 2006
From: Fred Weaver <mytyweav(at)earthlink.net>
Subject: Temps
Thanks Tom.... Aren't you still mounting the oil cooler at an angle behind Number 5? Weav -----Original Message----- >From: Tom Martin <fairlea(at)amtelecom.net> >Sent: Feb 19, 2006 6:27 AM >To: rocket-list(at)matronics.com >Subject: RE: Rocket-List: Temps > > >The comparison of EGT values between cylinders is of little practical value. >Check this website http://www.gami.com/frames.htm for a very in depth >explanation. The short story is that you are only interested in the exact >temperature of a particular cylinder's EGT at the moment it reaches peak and >the fuel flow at that time. Ideally all cylinders should reach peak EGT at >the same fuel flow. The minor differences between EGT probe temperatures has >more to do with probe location in the exhaust system than it does engine >performance. > Cylinder #2 often runs hotter than one due to the fact that the >cylinder fins on these cylinders are not symmetrical on each side. The >front of number 2 does not have as many fins, as the front of number 1. >This is also why 5 will run hotter than 6. This is the reason that taking >air from the number six cylinder for the oil cooler is generally a better >location than behind number five. > I have been flying my rockets, using the gami philosophy, for eight >years. It will change the way you operate your engine and increase your >range and engine life. There are some very good articles on AVweb as well >regarding these techniques. > During this thread there was also a mention of leaning on final to >reduce engine popping. This will work but it might get you in trouble if >you have to do a quick go around. A rapid application of throttle may cause >the engine to cough, or quit, due to lack of fuel or be at such a lean >setting that it could cause engine damage in a full power situation. Yes I >am aware that we are supposed to push all levers forward for a go around but >it is better to already have the prop and mixture controls in the go around >position should the need arise. Engine popping on final can be greatly >reduced with a slower more gradual reduction of power in the circuit and on >final. > >Tom Martin > >-----Original Message----- >From: owner-rocket-list-server(at)matronics.com >[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of css nico >Sent: February 18, 2006 10:37 PM >To: rocket-list(at)matronics.com >Subject: Re: Rocket-List: Temps > > >Isn't this standard for the cylinders closest to the initial airflow to run >the coldest? The same thing happens in water-cooled engines where the #1 >cylinder closest to the radiator would run considerably cooler than the last >cylinder and would, as a result of that, show more wear at the end of the >engine's life. > >I made some calculations on your temps as follows. Col A is the variation in >temp with the previous cylinder, while col B is the variation with cyl. #1. >Your readings show an overall cylinder head temperature spread across the >engine of 57 deg. > > EGT A B CHT A B > 1 1365 343 > 2 1396 +31 +31 389 +46 +46 > 3 1372 -24 +7 380 -9 +37 > 4 1385 +13 +20 380 0 +37 > 5 1367 -18 +22 387 +7 +44 > 6 1396 +29 +31 403 +13 +57 > >If EGT was a problem there would have been a (near) consistent variation in >CHT linked to EGT but check cyl #3 : the EGT is only 7 deg hotter, while the >CHT is 37 deg hotter. It could point to a cooling problem. Perhaps a baffle >is not installed properly or it is missing? Why #2, which shares the front >row with #1, runs so much hotter than its sibling, could be an injector >tuning problem because the CHT is higher consistent with the EGT. They >should both be cooler than the rest, unless there are other factors >influencing the cooling. > >Very interesting! Just some observations - I am sure the gurus would be able >to give a clearer picture on what this story tells. :-) > >Nico > > >----- Original Message ----- >From: <JOHNTMEY(at)aol.com> >To: >Sent: Saturday, February 18, 2006 6:50 PM >Subject: Re: Rocket-List: Temps > > >> >> Mine only has 15 hours and I'm watching analyzer like a hawk: >> >> >From last ride: Recorded at 3500', about 65F OAT, 20"/2400 rpm, 185 mph >IAS >> > > EGT A B CHT A B > 1 1365 343 > 2 1396 +31 +31 389 +46 +46 > 3 1372 -24 +7 380 -9 +37 > 4 1385 +13 +20 380 0 +37 > 5 1367 -18 +22 387 +7 +44 > 6 1396 +29 +31 403 +13 +57 > > >> So, CHT for number 1 is notably cool... number 6 is the hottest. >> >> J Meyers N5800 >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> > > > > > > > > > > > > ________________________________________________________________________________
From: JOHNTMEY(at)aol.com
Date: Feb 20, 2006
Subject: Re: Flight Test Progress
For e-hale, wondering what your symptoms are (vapor lock). So far, I have recovered mine from the hottest of starts and when I notice flicker of fuel pressure in flight, I give minute of boost pump and it soon stablilizes. Anyone. When I shoot the fuel pump, the fuel flow instrument shows some increase in fuel flow (cruise flight). Where does that fuel go ? I don't think it goes thru the cylinders... there is absolutely no change to the analyzer instrument. Eh ? Continentals have a fuel return but not Lycomings. I did buy the Airflow mechanically-selected fuel-bypass-return valve... and I have used it for hot starts, but I'm not sure it really does anything. jtm N5800 ________________________________________________________________________________
Subject: new Rocket data
Date: Feb 20, 2006
From: "Frazier, Vincent A" <VFrazier(at)usi.edu>
Cc: John and Nico, Hi guys. I've attached a spreadsheet of data that I've collected. Notice that I didn't say it was GOOD data, but most of it is reliable enough to make some comparisons. John, congrats on the first 15 hours. I know you're having fun now. If you look at the spreadsheet you will notice that the initial data is wacky due to sensor calibration issues with the fuel flow, OAT, etc. My OAT gauge is simply in a bad spot and reads at least 15 to 20 too high. FWIW, the OAT is in the cabin air inlets on the side of the forward fuselage.... a HOT place to sample the air and I need to completely redo the cabin air inlets before next summer. They suck hot air. Ugh. Much too hot for comfort in the summertime. Some of the data was collected with electronic ignition, which I removed later. Two mags were used for almost all of the data. Anyway, you might find a few pearls in there, if you can understand the changes that I made during the last 95 flight hours. I'm sorry that I didn't document it better as I went along. In a nutshell, here are the changes that I've made and how they turned out. Please refer to my website for additional info... it's all in there somewhere. If you can't find it, send me an email and I'll see if my pea-sized brain can recall it. ;-) Worthwhile changes: 1) put a 1/8" spacer in between the #2 and #5 baffles and cylinder face. That helped to cool both cylinders nicely. If you look at the spreadsheet you'll see that #2 and #5 ran hot up until last summer when I added the spacer. 2) cleaned out the casting flash that was left in the cylinder fins near the exhaust valves. 3) seal all baffle leaks with RTV. It might not look as nice, but if you get rid of the air leaks it really helps. 4) balance your injectors per Don Rivera's instructions http://www.airflowperformance.com/. I still need to tweak mine a bit more, but I run LOP almost all of the time (55% power or less has been no problem whatsoever) and saving several gallons/hour is great. I can fly with my RV buddies and burn the same or less fuel than them at the same speeds. AND the temps all go DOWN. http://vincesrocket.com/Engine%20and%20Prop.htm here's a link. I feel that these first 4 things are HUGE in keeping the cylinders cool and temps even. My CHTs are usually within 15 degrees of each other. FWIW, Mark Frederick told me that my inlets were probably ramped all wrong and my outlet was too small but that the temps and performance that I'm getting made his opinion moot. Maybe my inlets and outlet aren't optimal, but the proof is that my oil temps and my CHTs are LOW even on 95 F humid Midwest summer days. I did add the lower cowl louvers late last summer. They do reduce temps even more. I'm not sure that I really need them, but I have the option of removing a sliding cover to expose the louvers if I ever do want more cooling... maybe someday I'll need them open for a full power race through Death Valley? 5) I put an airflow smoothing aluminum cover the lower engine mount. You can see it at the bottom of this photo. http://vincesrocket.com/2004-09-08/engine%20view%2014.jpg 6) I'm using a Positech cooler mounted in the center of the engine behind the engine mount. It's a different installation than any I've ever seen but it works very well. You'd never get it to fit if you have a vacuum pump or mechanical tach drive in the way though. I have a butterfly valve to control airflow to the cooler and it works very well also. At any OAT ( other than yesterday when it was 10F OAT) I can warm or cool the oil just by moving the valve. Yesterday after 30 minutes of flying the oil was at 180 F... not bad since it was so freaking cold outside. Things that didn't work: Rose electronic ignition with the magneto pickup. No. Bad. One of these days I'd like to try the electronic ignition with the front pickup instead. Probably a LSE unit, but a Rose unit with the front pickup would probably be fine. <> Your unusable fuel should be measured in ounces unless you are using a flop tube. My fuel pressure is 28psi with the boost pump on. It is rock solid 23psi when the boost pump is off. I hope you find some useful info in all of this. YMMV!!! Anyone on the Rocket list that wants the spreadsheet should email me DIRECTLY and I'll send it to you. I'm sure that the Matronics email program will strip it off of the list emails. vfrazier(at)usi.edu Vince F-1H Rocket, N540VF http://vincesrocket.com/ ________________________________________________________________________________
Subject: vapor lock
Date: Feb 20, 2006
From: "Frazier, Vincent A" <VFrazier(at)usi.edu>
From: Ernest Hale <ehale@cheyenne-enviro.com> Subject: Re: Rocket-List: Flight Test Progress --> <ehale@cheyenne-enviro.com> I have a terrible time with fuel pressure due to vapor lock as well, any advice will be greatly appreciated, I have done just about everything I can think of. Ernest and others, No 90 degree bends in the fuel lines, right? I'm sure you've already done that. An easy way to see if a heat shield would help keep the lines cooler is to wrap the fuel lines in the engine compartment with ordinary aluminum foil wherever they are near a heat source. If the foil, which is 97% reflective, helps keep the heat away then you can add a permanent heat shield or just make certain that the foil is in good shape. I've got one spot where the fuel line passes very close to the exhaust just behind the fuel controller and it's easy to keep that line wrapped in foil in addition to the heat shield on the exhaust. I have had a few of my exhaust pipe mounted heat shields fail and go out the air outlet. Ugh. Found 'em on the runway when I came back to the airport. But the foil stayed in place as a backup! Those problems are behind me now, but I still have the foil over the firesleeve in a couple tight spots. YMMV. Vince ________________________________________________________________________________
Date: Feb 20, 2006
From: f1rocket(at)telus.net
Subject: Re: new Rocket data
Vince: Have you had any trouble with your exhaust moving? I've put a brace between mine but maybe at the expense of air flow in that area. Regards, Jeff Quoting "Frazier, Vincent A" : > > John and Nico, > > Hi guys. I've attached a spreadsheet of data that I've collected. > Notice that I didn't say it was GOOD data, but most of it is reliable > enough to make some comparisons. > > John, congrats on the first 15 hours. I know you're having fun now. > > If you look at the spreadsheet you will notice that the initial data is > wacky due to sensor calibration issues with the fuel flow, OAT, etc. My > OAT gauge is simply in a bad spot and reads at least 15 to 20 too high. > > FWIW, the OAT is in the cabin air inlets on the side of the forward > fuselage.... a HOT place to sample the air and I need to completely redo > the cabin air inlets before next summer. They suck hot air. Ugh. > Much too hot for comfort in the summertime. > > Some of the data was collected with electronic ignition, which I removed > later. Two mags were used for almost all of the data. > > Anyway, you might find a few pearls in there, if you can understand the > changes that I made during the last 95 flight hours. I'm sorry that I > didn't document it better as I went along. > > In a nutshell, here are the changes that I've made and how they turned > out. Please refer to my website for additional info... it's all in > there somewhere. If you can't find it, send me an email and I'll see if > my pea-sized brain can recall it. ;-) > > Worthwhile changes: > > 1) put a 1/8" spacer in between the #2 and #5 baffles and cylinder face. > That helped to cool both cylinders nicely. If you look at the > spreadsheet you'll see that #2 and #5 ran hot up until last summer when > I added the spacer. > > 2) cleaned out the casting flash that was left in the cylinder fins near > the exhaust valves. > > 3) seal all baffle leaks with RTV. It might not look as nice, but if > you get rid of the air leaks it really helps. > > 4) balance your injectors per Don Rivera's instructions > http://www.airflowperformance.com/. I still need to tweak mine a bit > more, but I run LOP almost all of the time (55% power or less has been > no problem whatsoever) and saving several gallons/hour is great. I can > fly with my RV buddies and burn the same or less fuel than them at the > same speeds. AND the temps all go DOWN. > > http://vincesrocket.com/Engine%20and%20Prop.htm here's a link. I feel > that these first 4 things are HUGE in keeping the cylinders cool and > temps even. My CHTs are usually within 15 degrees of each other. > > FWIW, Mark Frederick told me that my inlets were probably ramped all > wrong and my outlet was too small but that the temps and performance > that I'm getting made his opinion moot. Maybe my inlets and outlet > aren't optimal, but the proof is that my oil temps and my CHTs are LOW > even on 95 F humid Midwest summer days. I did add the lower cowl > louvers late last summer. They do reduce temps even more. I'm not sure > that I really need them, but I have the option of removing a sliding > cover to expose the louvers if I ever do want more cooling... maybe > someday I'll need them open for a full power race through Death Valley? > > 5) I put an airflow smoothing aluminum cover the lower engine mount. > You can see it at the bottom of this photo. > http://vincesrocket.com/2004-09-08/engine%20view%2014.jpg > > 6) I'm using a Positech cooler mounted in the center of the engine > behind the engine mount. It's a different installation than any I've > ever seen but it works very well. You'd never get it to fit if you have > a vacuum pump or mechanical tach drive in the way though. > > I have a butterfly valve to control airflow to the cooler and it works > very well also. At any OAT ( other than yesterday when it was 10F OAT) > I can warm or cool the oil just by moving the valve. Yesterday after 30 > minutes of flying the oil was at 180 F... not bad since it was so > freaking cold outside. > > Things that didn't work: > Rose electronic ignition with the magneto pickup. No. Bad. One of > these days I'd like to try the electronic ignition with the front pickup > instead. Probably a LSE unit, but a Rose unit with the front pickup > would probably be fine. > > > > <> > > Your unusable fuel should be measured in ounces unless you are using a > flop tube. > > My fuel pressure is 28psi with the boost pump on. It is rock solid > 23psi when the boost pump is off. > > I hope you find some useful info in all of this. YMMV!!! > > Anyone on the Rocket list that wants the spreadsheet should email me > DIRECTLY and I'll send it to you. I'm sure that the Matronics email > program will strip it off of the list emails. > > vfrazier(at)usi.edu > > Vince > F-1H Rocket, N540VF > http://vincesrocket.com/ > > > > > > > > > > > > > > > > ________________________________________________________________________________
Date: Feb 21, 2006
From: f1rocket(at)telus.net
Subject: Jeff's web site
Hi All, I finally sat down and updated my web site. http://www3.telus.net/public/deucharj/ Enjoy, Jeff ________________________________________________________________________________
Subject: exhaust pipes
Date: Feb 21, 2006
From: "Frazier, Vincent A" <VFrazier(at)usi.edu>
Not that I can tell. No clunking or rub marks that I know of. I'm using the Vetterman "macho" pipe exhaust. 2" pipes? I don't recall for certain. It's installed using his components with no mods. Larry makes good stuff. Vince ________________________________ Message 4 _____________________________________ From: f1rocket(at)telus.net Subject: Re: Rocket-List: new Rocket data Vince: Have you had any trouble with your exhaust moving? I've put a brace between mine but maybe at the expense of air flow in that area. Regards, Jeff ________________________________________________________________________________
Subject: NACA cockpit cooling vents
Date: Feb 22, 2006
From: "Frazier, Vincent A" <VFrazier(at)usi.edu>
Cc: James, I can't tell you where the best spot is, but I can tell you where it doesn't work on my airplane http://vincesrocket.com/2003-10-20/finished%20cowl%20paint%201.jpg I have a NACA scoop on each side of the fuselage for the front seat and a scoop under the wing (placement like an RV-8)which supplies the rear seat. If I hold my hand in front of the air blast from the front outlet and the rear outlet at the same time, I can feel a HUGE temperature difference between the two. The rear seat outlet (from under the wing) is at least 20 F cooler than the front outlet. I can only speculate as to why this is. I tried taping over the cowl seam on the assumption that hot air was leaking out of the cowl seam. No change. Maybe hot air is spilling back out of the engine inlets? My engine temps are very good so I'm not about to fiddle with them. I know that simply going fast will heat the air, something like 7 degree F. But that doesn't explain why the front and rear outlet temps are so different. And the temps stay different at all speeds. I'd like for someone who really knows to post it to the list. All I know for certain is that I'm changing the spot where my cockpit cooling air comes from before summer arrives. Probably take it from under the wing like the rear vent. Thank goodness that my firewall is well insulated on both sides! Vince -----Original Message----- From: James Baldwin [mailto:jamesbaldwin(at)dc.rr.com] Sent: Tuesday, February 21, 2006 6:36 PM Subject: cockpit cooling vents Hey Vince - You said your cockpit cooling air is too hot. Not sure where you put your vents but wouldlike to know so I don't put mine in the wrong place. I was going to use NACA inlets under the canopy/fuselage parting line but ...? I saw one take the front air right out of the engine upper cowl inlet area at the back of the baffle that cools the engine. Not for me, but would like to know where is best. Thanks. JBB ________________________________________________________________________________
From: JOHNTMEY(at)aol.com
Date: Feb 22, 2006
Subject: Re: Rock...cockpit air
Gents, Regarding cooling air for the cockpit, I have the same concern. At this point, I have only 15 hrs on the ship, each one flown on a sunny SoCal day. I needed good vent air whether the OAT was 40f or 80f. Rear air is NACA vent connected like Van's RV8 plan using wing air. This works good. I can reach around from my seat and flip the eyeball open or shut. On first flights, my front eyeball blew hot air no matter what. It was rigged using air from top of engine baffle to Van's mechanical mix valve (cold side) and muff air (warm side, same valve). It was obviously leaking hot air no matter how the mix valve was set... I disconnected the heat muff (removed scat hose) and taped over the mix valve inlet hot side, so it is mechanically locked to receive only the cool baffle air. It works fine now. Air is cool and fresh at flying speeds. Haven't put a T- probe there yet to compare with rear pit air. Conclusion: Tapping cockpit air from top baffle is OK and effective. I also need to tap some of that front air for radio cooling. When I reach up under the panel in flight, those buggers are hot-hot after a while. Can't be good. My front eyeball is located such that I can direct air up towards the stack... that helps some but is only a temp solution. I was going to put in a NACA scoop to vent the instrument section but your current list discussion has me wondering. John M N5800 ________________________________________________________________________________
From: "Stuart Smith" <ssmith(at)lacsd.org>
Subject: Jim Ayres
Date: Feb 22, 2006
Jim Ayres - If you would like to follow up on the HR II tail fairing, contact me off list at ssmith(at)lacsd.org. Thanks - Stu Smith. ________________________________________________________________________________
From: "Bill and Janet Asbell" <cottonwood(at)charter.net>
Subject: Re: Rock...cockpit air
Date: Feb 22, 2006
#32 air from both sources mentioned seem to be REAL close in temp into the office. One under the wing and the other right side of the fuse. !?!?!?!?!?! ----- Original Message ----- From: <JOHNTMEY(at)aol.com> Sent: Wednesday, February 22, 2006 2:02 PM Subject: Rocket-List: Re: Rock...cockpit air > > Gents, Regarding cooling air for the cockpit, I have the same concern. > > At this point, I have only 15 hrs on the ship, each one flown on a sunny > SoCal day. I needed good vent air whether the OAT was 40f or 80f. Rear > air is > NACA vent connected like Van's RV8 plan using wing air. This works good. > I > can reach around from my seat and flip the eyeball open or shut. > > On first flights, my front eyeball blew hot air no matter what. It was > rigged using air from top of engine baffle to Van's mechanical mix valve > (cold > side) and muff air (warm side, same valve). It was obviously leaking hot > air no > matter how the mix valve was set... I disconnected the heat muff (removed > scat hose) and taped over the mix valve inlet hot side, so it is > mechanically > locked to receive only the cool baffle air. It works fine now. Air is > cool > and fresh at flying speeds. Haven't put a T- probe there yet to compare > with rear pit air. > > Conclusion: Tapping cockpit air from top baffle is OK and effective. > > I also need to tap some of that front air for radio cooling. When I > reach > up under the panel in flight, those buggers are hot-hot after a while. > Can't > be good. My front eyeball is located such that I can direct air up > towards > the stack... that helps some but is only a temp solution. I was going to > put > in a NACA scoop to vent the instrument section but your current list > discussion has me wondering. > > John M N5800 > > > ________________________________________________________________________________
Subject: Re: Rockets For Sale
From: "N395V" <N395V(at)direcway.com>
Date: Feb 23, 2006
Saw this on Trade a plane F1 ROCKET FOR SALE. First flight April 2005. 53 hours TTAF/ eng./prop. Aerosport Power (LaLonde) IO540 with Vetterman SS exhaust, dual lightspeed ignition, Kristen inverted oil, smoke, dual controls. Nice avionics- details on request. Mind-boggling performance. USD/$160K. Mark, (1-250) 727-7799 koekje(at)shaw.ca -------- Milt N395V F1 Rocket Read this topic online here: http://forums.matronics.com/viewtopic.php?p=14309#14309 ________________________________________________________________________________
Subject: Re: NACA cockpit cooling vents
From: "N395V" <N395V(at)direcway.com>
Date: Feb 23, 2006
Vince, I have 1 Naca scoop under the left wing for the rear seat and one on the right side of the Fuselage in the same exact location as yours for the front. I have no discernible difference in air temps from either (based on feel). Have you opened up your louvers and tried it? My best guess is it is (as you also suspect) it may be air spilling out of the inlets. After adding louvers my CHTs dropped on average 15 degrees and, subjectively, I think I picked up a little speed. Never paid any attention to air temp from the vents before I put the louvers in. -------- Milt N395V F1 Rocket Read this topic online here: http://forums.matronics.com/viewtopic.php?p=14325#14325 ________________________________________________________________________________
From: CalBru(at)aol.com
Date: Feb 23, 2006
Subject: Re: NACA cockpit cooling vents
Milt, I'd like to see pictures of your louvers... Cal Brubaker ________________________________________________________________________________
Subject: Re: NACA cockpit cooling vents
From: "N395V" <N395V(at)direcway.com>
Date: Feb 23, 2006
#2 -------- Milt N395V F1 Rocket Read this topic online here: http://forums.matronics.com/viewtopic.php?p=14474#14474 Attachments: http://forums.matronics.com//files/caimage069_203.jpg ________________________________________________________________________________
Subject: Re: NACA cockpit cooling vents
From: "N395V" <N395V(at)direcway.com>
Date: Feb 23, 2006
The following is a series of attachments if you view the bulletin board. If they are stripped from your e mail version let me know an I will e mail them to you. #1 -------- Milt N395V F1 Rocket Read this topic online here: http://forums.matronics.com/viewtopic.php?p=14471#14471 Attachments: http://forums.matronics.com//files/bimage065_211.jpg ________________________________________________________________________________
Subject: Re: NACA cockpit cooling vents
From: "N395V" <N395V(at)direcway.com>
Date: Feb 23, 2006
#3 -------- Milt N395V F1 Rocket Read this topic online here: http://forums.matronics.com/viewtopic.php?p=14475#14475 Attachments: http://forums.matronics.com//files/cimage133_705.jpg ________________________________________________________________________________
Subject: Re: NACA cockpit cooling vents
From: "N395V" <N395V(at)direcway.com>
Date: Feb 23, 2006
#5 The finished product :D -------- Milt N395V F1 Rocket Read this topic online here: http://forums.matronics.com/viewtopic.php?p=14476#14476 Attachments: http://forums.matronics.com//files/fimage227_180.jpg ________________________________________________________________________________
Date: Feb 24, 2006
From: rgraham(at)ozemail.com.au
Subject: Re: Vans mixer
John, I have the same hot/cold mixer as you and it has two problems. Firstly, the vent for the hot air to escape with 'cold' selected is way too small, and secondly, the butterfly does not seal well and needs a little work. Ron Graham (F1 #105, Oz) >From: JOHNTMEY(at)aol.com >Subject: Rocket-List: Re: Rock...cockpit air > > >Gents, Regarding cooling air for the cockpit, I have the same concern. > >At this point, I have only 15 hrs on the ship, each one flown on a sunny >SoCal day. I needed good vent air whether the OAT was 40f or 80f. Rear >air is > >NACA vent connected like Van's RV8 plan using wing air. This works good. I >can reach around from my seat and flip the eyeball open or shut. > >On first flights, my front eyeball blew hot air no matter what. It was >rigged using air from top of engine baffle to Van's mechanical mix valve >(cold > >side) and muff air (warm side, same valve). It was obviously leaking hot air >no >matter how the mix valve was set... I disconnected the heat muff (removed >scat hose) and taped over the mix valve inlet hot side, so it is mechanically > >locked to receive only the cool baffle air. It works fine now. Air is >cool > >and fresh at flying speeds. Haven't put a T- probe there yet to compare >with rear pit air. > >Conclusion: Tapping cockpit air from top baffle is OK and effective. > >I also need to tap some of that front air for radio cooling. When I reach >up under the panel in flight, those buggers are hot-hot after a while. Can't > >be good. My front eyeball is located such that I can direct air up towards >the stack... that helps some but is only a temp solution. I was going to put > >in a NACA scoop to vent the instrument section but your current list >discussion has me wondering. > >John M N5800 ________________________________________________________________________________
Subject: cockpit ventilation
Date: Feb 24, 2006
From: "Frazier, Vincent A" <VFrazier(at)usi.edu>
Milt, No, I haven't tried it with the louvers open. I installed the louvers last fall and then the wx turned cool. I will try it again when the wx warms up a bit. Here's a link to my louver installation for those who are interested. http://vincesrocket.com/Additions%20after%2010-27-04.htm about 1/4 of the way down. I installed a simple track so that I could install covers for winter ops. They will slide easily in or out through the airbox hole. Of course, you gotta remove the airbox first. I don't have a photo of these on the webpage yet as I added those in January. Vince ************************************************************************ ***************** SNIP Vince, I have 1 Naca scoop under the left wing for the rear seat and one on the right side of the Fuselage in the same exact location as yours for the front. I have no discernible difference in air temps from either (based on feel). Have you opened up your louvers and tried it? My best guess is it is (as you also suspect) it may be air spilling out of the inlets. After adding louvers my CHTs dropped on average 15 degrees and, subjectively, I think I picked up a little speed. Never paid any attention to air temp from the vents before I put the louvers in. -------- Milt N395V F1 Rocket SNIP ________________________________________________________________________________
Subject: Re: cockpit ventilation
From: "N395V" <N395V(at)direcway.com>
Date: Feb 24, 2006
Next plane I build I'm gonna use your website as a guide. :) -------- Milt N395V F1 Rocket Read this topic online here: http://forums.matronics.com/viewtopic.php?p=14621#14621 ________________________________________________________________________________
Date: Feb 24, 2006
From: James Baldwin <jamesbaldwin(at)dc.rr.com>
Subject: Re: NACA cockpit cooling vents
Not sure I actually believe the temps on Vince's machine are REALLY different without an actual measurement, but also not sure what either of you mean by "air spilling out of the inlets." Surely you don't mean the pressure side of the cowl inlets where it has been noted that vented air tapped from the rear baffle provides a cool source. Please enlighten me as I have no machine to go fly yet. Skin surfaces exposed to sunlight might add energy in comparison to a source underneath the airplane. I doubt any energy difference at these speeds due to compressibility in a low pressure inlet, a.k.a. a NACA duct. I sure would like to know the numerical values of the air temp coming out of the two sources. I don't want to cut holes in the wrong place. JBB N395V wrote: > >Vince, > >I have 1 Naca scoop under the left wing for the rear seat and one on the right side of the Fuselage in the same exact location as yours for the front. I have no discernible difference in air temps from either (based on feel). > >Have you opened up your louvers and tried it? > > >My best guess is it is (as you also suspect) it may be air spilling out of the inlets. > >After adding louvers my CHTs dropped on average 15 degrees and, subjectively, I think I picked up a little speed. > >Never paid any attention to air temp from the vents before I put the louvers in. > >-------- >Milt >N395V >F1 Rocket > > >Read this topic online here: > >http://forums.matronics.com/viewtopic.php?p=14325#14325 > > > > > > > > > ________________________________________________________________________________
From: "Tom Martin" <fairlea(at)amtelecom.net>
Subject: Re: NACA cockpit cooling vents
Date: Feb 24, 2006
This air inlet provides gobs of fresh cool air. Tom Martin ________________________________________________________________________________
Date: Feb 25, 2006
From: "JOHN STARN" <jhstarn(at)verizon.net>
Subject: Re: RV-List: Fuel Tank Bulletin
Cc: "rocket-list" At last the sound of common sense & reason in a sea of mass hysteria. Now this is something that can be done for YOUR own protection. We'll do both BUT a look see via the drain hole will work until we get ALL the stuff on hand, in the hanger to do the complete job Van has requested. Pro Seal, gasket material, new screws anyone ??? 8*) KABONG HRII N561FS ''I like the bore scope idea. I know they make one that could be used considering where I have seen them placed in the human body. It could fit through the tank drain hole and inspect the AN fittings." ----- Original Message ----- From: "Edwardoconnor" <Edwardoconnor(at)mac.com> Sent: Saturday, February 25, 2006 7:48 AM Subject: RV-List: Fuel Tank Bulletin > --> RV-List message posted by: Edwardoconnor > > I installed Van's Capacitance fuel quanity system and elected not to > cut the access hole in the root ribs since they were not necessary. Now > it looks like I will have to remove the tank to comply with this and I > am just days from first flight. Bummer. May wait a while to comply. The > idea of removing the tanks and cracking that brand new paint job and > reprosealing after all of this and making a tank access plate and > sealing it up just doesn't sound like any fun. ________________________________________________________________________________
Subject: Re: NACA cockpit cooling vents
Date: Feb 27, 2006
From: "Frazier, Vincent A" <VFrazier(at)usi.edu>
Cc: James, Yesterday when it was 32 degrees outside (on the ground), the front NACA inlet was providing relatively warm air. My OAT probe happens to be in the front inlet and read 56 degrees at 3500' As you can see, something doesn't add up since I should have been getting about 30 degree (or less) air coming in those inlets. I don't have a temp gauge in the rear seat vent path, but I did put my hand in front of the eyeball airstream and it was freezing cold, and certainly NOT the 56 degree air that I had coming out of the front NACA vent. I don't have an explanation for why it does it, but it's not from the sun warming the side of the fuselage. All I can say for certain is that I will not put my next airplane's NACA vents on the side of the fuselage. When the wx gets warmer, I'll figure this out and post any findings. If you don't know about air spilling back out of an inlet then study the early P-80 jet intake structure. The gills were a fix to prevent exactly what we're talking about. Vince ************************************* SNIP Not sure I actually believe the temps on Vince's machine are REALLY different without an actual measurement, but also not sure what either of you mean by "air spilling out of the inlets." Surely you don't mean the pressure side of the cowl inlets where it has been noted that vented air tapped from the rear baffle provides a cool source. Please enlighten me as I have no machine to go fly yet. Skin surfaces exposed to sunlight might add energy in comparison to a source underneath the airplane. I doubt any energy difference at these speeds due to compressibility in a low pressure inlet, a.k.a. a NACA duct. I sure would like to know the numerical values of the air temp coming out of the two sources. I don't want to cut holes in the wrong place. JBB SNIP ________________________________________________________________________________
Date: Feb 27, 2006
From: James Baldwin <jamesbaldwin(at)dc.rr.com>
Subject: Re: NACA cockpit cooling vents
Vince - Good temp "data." That's close enough for me, and I'm not sure why you are seeing warm air from the front vent location either. Obviously a logical place to put the vent, too bad it doesn't work. My comment on "air spilling" was in regard to at least one installation I know of where the vent source is from the rear baffle of the pressure side of the cowl inlet. No complaints of outlet temperature and you would think the air would be warmed as it passed by the cylinder fins. At the least, I know where I won't put my vents. JBB Frazier, Vincent A wrote: > >James, > >Yesterday when it was 32 degrees outside (on the ground), the front NACA >inlet was providing relatively warm air. My OAT probe happens to be in >the front inlet and read 56 degrees at 3500' As you can see, >something doesn't add up since I should have been getting about 30 >degree (or less) air coming in those inlets. > >I don't have a temp gauge in the rear seat vent path, but I did put my >hand in front of the eyeball airstream and it was freezing cold, and >certainly NOT the 56 degree air that I had coming out of the front NACA >vent. > >I don't have an explanation for why it does it, but it's not from the >sun warming the side of the fuselage. > >All I can say for certain is that I will not put my next airplane's NACA >vents on the side of the fuselage. > >When the wx gets warmer, I'll figure this out and post any findings. > >If you don't know about air spilling back out of an inlet then study the >early P-80 jet intake structure. The gills were a fix to prevent >exactly what we're talking about. > >Vince >************************************* >SNIP >Not sure I actually believe the temps on Vince's machine are REALLY >different without an actual measurement, but also not sure what either >of you mean by "air spilling out of the inlets." Surely you don't mean >the pressure side of the cowl inlets where it has been noted that vented >air tapped from the rear baffle provides a cool source. Please >enlighten me as I have no machine to go fly yet. Skin surfaces exposed >to sunlight might add energy in comparison to a source underneath the >airplane. I doubt any energy difference at these speeds due to >compressibility in a low pressure inlet, a.k.a. a NACA duct. I sure >would like to know the numerical values of the air temp coming out of >the two sources. I don't want to cut holes in the wrong place. JBB >SNIP > > > > > > > > > ________________________________________________________________________________
Date: Feb 28, 2006
From: "Larry E. James" <larry(at)ncproto.com>
Subject: GNS-530 vrs MX-20
Hello All, I posted this to the Avionics-List and thought this group might be a good help. I have been planning on installing a Garmin GNS-530 for quite some time, and before I make the final commitment I want to address one final option; installing instead an MX-20 with all the appropriate additions to render the same functions as the 530. To make this an apples-to-apples (sort of) comparison, I am making the assumption that I would install a nav/com and GPS with the MX-20. I am building a tandem 2-place (Harmon Rocket) with the primary mission statement of fun cross-country work. I want to minimize pilot workload and maximize safety and fun. I desire to have weather and may install traffic at a later time. Given the limited panel space of the Rocket; I only want one "screen"; either the 530 or MX-20. I am also partial to round gages and am not interested in large displays for everything (I know this is a debatable subject and this is my preference). The reason for this query is that I have heard the 530 has barely enough computing power to handle weather and that the MX-20 does this much better and with a better display. The MX-20 is also a better platform to make changes to later on. So my questions are: 1) any suggestions on the best equipment to integrate with the MX-20 to allow its function to match that of the 530 ?? 2) any input on which of these options offers the best performance ?? 3) any input on which of these options offers the most flexibility ?? 4) any input on which of these options offers the easiest use ?? Thanks a ton in advance !!!! -- Larry E. James Bellevue, WA Harmon Rocket II ________________________________________________________________________________
From: "Chris Fordham" <fconsult(at)telus.net>
Subject: NACA VENTS
Date: Feb 28, 2006
James For what its worth ,my RV4 has a Naca vent just above the rear canopy rail in the back seat and the air flows out of the vent instead of blowing in. It is allowing warm air to escape fom inside instead of cooling air flowing in. Chris ________________________________________________________________________________
Date: Feb 28, 2006
From: James Baldwin <jamesbaldwin(at)dc.rr.com>
Subject: Re: NACA VENTS
Chris - I'm sure this is not the first time this subject has been discussed and there are many different results with similar vent locations. Yours is yet another result that must have some explanation. Is your fuselage vented elsewhere exhausting the cockpit air? Obviously the pressure inside the cockpit is greater than the local pressure outside the vent, so I'd be interested to know what your strategy was during building. Of course, maybe you like it the way it is? JBB. Chris Fordham wrote: > >James > For what its worth ,my RV4 has a Naca vent just above the rear canopy >rail in the back seat and the air flows out of the vent instead of blowing >in. It is allowing warm air to escape fom inside instead of cooling air >flowing in. > > Chris > > > > > > > > > ________________________________________________________________________________
Date: Feb 28, 2006
From: "Lee Logan" <leeloganster(at)gmail.com>
Subject: Re: NACA VENTS
Another good vent location that will do the same thing is to louver one of both of your aft inspection plates (just under the stabilizer on my RV-4). Will make your vents more effective in that it will draw air through the fuselage with a venturi effect. On 2/28/06, Chris Fordham wrote: > > > James > For what its worth ,my RV4 has a Naca vent just above the rear > canopy > rail in the back seat and the air flows out of the vent instead of blowing > in. It is allowing warm air to escape fom inside instead of cooling air > flowing in. > > Chris > > ________________________________________________________________________________
From: "Wernerworld" <russ(at)wernerworld.com>
Subject: Re: GNS-530 vrs MX-20
Date: Feb 28, 2006
Larry, If you go with an MX20 you will still need a GPS to drive it. I use a CNX80 (GNS480) and wouldn't think of trading it for a 530. This combo will blow the doors off the 530. Problem is, expense. What GPS do you plan to drive the MX20? Easiest to use. Keep in mind that the MX20 is largely just a display. You can put weather, approach charts, radar, on it in addition to the basic gps course info. The GPS will largely determine how easy/difficult it is to use. I believe that it is a matter of training. On my CNX I can do about anything complex in the way of flight planning or just go from A to B or direct to. The 530 is probably easier to run, as it is seriously less capable. The MX20 will work with nearly any GPS. Flexibility. If you go with the MX20, you can interface nearly anything to it. Weather is a bit more difficult as you need Garmins $5000 box to do it. You'll need a box for anything, but that one seems a bit high. The more stuff you want to interface to it, the price of the MX20 goes up and the speed of the box goes down. The basic unit will not do weather. You need the next box up (I think there are 3 versions) to get the weather input. This can also be an upgrade from the base unit later. Either way, about $1500 over base price. ChaChing! Cheapest way to get weather is to get a 396 handheld! Hope all that makes some sense. Russ HRII ----- Original Message ----- From: "Larry E. James" <larry(at)ncproto.com> Sent: Tuesday, February 28, 2006 1:14 PM Subject: Rocket-List: GNS-530 vrs MX-20 > > Hello All, > I posted this to the Avionics-List and thought this > group might be a good help. I have been planning on > installing a Garmin GNS-530 for quite some time, and > before I make the final commitment I want to address one > final option; installing instead an MX-20 with all the > appropriate additions to render the same functions as > the 530. To make this an apples-to-apples (sort of) > comparison, I am making the assumption that I would > install a nav/com and GPS with the MX-20. > > I am building a tandem 2-place (Harmon Rocket) with the > primary mission statement of fun cross-country work. I > want to minimize pilot workload and maximize safety and > fun. I desire to have weather and may install traffic > at a later time. Given the limited panel space of the > Rocket; I only want one "screen"; either the 530 or > MX-20. I am also partial to round gages and am not > interested in large displays for everything (I know this > is a debatable subject and this is my preference). > > The reason for this query is that I have heard the 530 > has barely enough computing power to handle weather and > that the MX-20 does this much better and with a better > display. The MX-20 is also a better platform to make > changes to later on. > So my questions are: > 1) any suggestions on the best equipment to integrate > with the MX-20 to allow its function to match that of > the 530 ?? > 2) any input on which of these options offers the best > performance ?? > 3) any input on which of these options offers the most > flexibility ?? > 4) any input on which of these options offers the > easiest use ?? > > Thanks a ton in advance !!!! > -- > Larry E. James > Bellevue, WA Harmon Rocket II > > > ________________________________________________________________________________
From: "Chirs Parkhurst" <c.parkhurst(at)charter.net>
Subject: GNS-530 vrs MX-20
Date: Feb 28, 2006
Larry I'll ditto Russ' comments. I built a 'traditional' panel on my F-1 and stacked a -480/196/and PS CD/Audio panel. I think you get the most bang for the buck out of the 480 - a little harder to use (relative) but a lot of functionality. Also, if you're not in a big hurry to buy one you can sometimes pick them up fairly cheap (I just got mine with all the updates and warranty for $6900!!). What I did to save space was to run the GTX-33 (remote transponder) on my avionics panel which I can control through the 480. I also installed a Blue Mountain G3 light in place of an HIS in my instrument "6 pack". I use that as my indicator/HSI and as a GPS/SUA/Map back up to the Garmin. Satellite wx is nice I suppose but expensive option and you can always add the box to your avi panel later if had the 480. If you spend a lot of time flying VFR in/around class B airspace then you might want to consider a Mode-S transponder (GTX-330/33). I've used it a number of times in other aircraft and it's actually prevented a couple of potential close calls. Happy to send you a picture of my set up if you contact me off line....good luck Chris -----Original Message----- From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Larry E. James Sent: Tuesday, February 28, 2006 12:14 PM Subject: Rocket-List: GNS-530 vrs MX-20 Hello All, I posted this to the Avionics-List and thought this group might be a good help. I have been planning on installing a Garmin GNS-530 for quite some time, and before I make the final commitment I want to address one final option; installing instead an MX-20 with all the appropriate additions to render the same functions as the 530. To make this an apples-to-apples (sort of) comparison, I am making the assumption that I would install a nav/com and GPS with the MX-20. I am building a tandem 2-place (Harmon Rocket) with the primary mission statement of fun cross-country work. I want to minimize pilot workload and maximize safety and fun. I desire to have weather and may install traffic at a later time. Given the limited panel space of the Rocket; I only want one "screen"; either the 530 or MX-20. I am also partial to round gages and am not interested in large displays for everything (I know this is a debatable subject and this is my preference). The reason for this query is that I have heard the 530 has barely enough computing power to handle weather and that the MX-20 does this much better and with a better display. The MX-20 is also a better platform to make changes to later on. So my questions are: 1) any suggestions on the best equipment to integrate with the MX-20 to allow its function to match that of the 530 ?? 2) any input on which of these options offers the best performance ?? 3) any input on which of these options offers the most flexibility ?? 4) any input on which of these options offers the easiest use ?? Thanks a ton in advance !!!! -- Larry E. James Bellevue, WA Harmon Rocket II ________________________________________________________________________________
From: "Rob Mokry" <robmokry(at)covad.net>
Subject: Re: GNS-530 vrs MX-20
Date: Mar 01, 2006
Subject: Re: Rocket-List: GNS-530 vrs MX-20 Larry, I disagree with Russ, but this is not the first time ;) I think you are on the right track with the 530 for the Rocket. The 530 is more intuitive and much easier to use in a high stress environment (Rocket). It is better suited to a combination VFR, marginal VFR and IFR mission rather than only IFR. How will you be flying your Rocket? First define the mission, Now compare the specs..... http://www.garmin.com/aviation/compare.jsp The 480 tracks 15 channels to the 530's 12 The 480 has Airways The 480 has a 8 watt transmitter to the 530's 10 watts The 480's screen is only 2.25x3.25 to the 530's 3x4 The 480 has very slightly higher resolution The 480 is WAAS the 530 is/will be upgradeable I agonized on this and decided on the 530 for the Rocket and haven't looked back. The 530 has the terrain upgrade and is in line for the WAAS upgrade, it drives a Century electric HSI, gets air/fuel data from my Rocky Mountain encoder and monitor and is coupled to the trutrac GPS altitude tracking autopilot......and the King 165 w/GS still fits in the panel for redundancy. Rob N540RM HR-II serial #12 ________________________________________________________________________________
From: "Wernerworld" <russ(at)wernerworld.com>
Subject: Re: GNS-530 vrs MX-20
Date: Mar 01, 2006
Rob makes some valid points. "The 530 has the terrain upgrade and is in line for the WAAS upgrade, it drives a Century electric HSI, gets air/fuel data from my Rocky Mountain encoder and monitor and is coupled to the trutrac GPS altitude tracking autopilot......and the King 165 w/GS still fits in the panel for redundancy" True for both units, so not sure of the point here. The MX20 has the terrain in it. If you want a one-box solution, the 530 is your choice. Once you decide to go to a MX20 you have 2 boxes and the display gets about a hundred times better than a 530. That decision will set you back another stack of bills. If you want WAAS get the 480. Garmin has been trying for years to get the 530 WAAS certified. Not sure if they ever accomplished this. Either way, you'll have a fine setup. Russ ----- Original Message ----- From: "Rob Mokry" <robmokry(at)covad.net> Sent: Wednesday, March 01, 2006 7:05 AM Subject: Re: Rocket-List: GNS-530 vrs MX-20 > > Subject: Re: Rocket-List: GNS-530 vrs MX-20 > > Larry, > I disagree with Russ, but this is not the first time ;) > I think you are on the right track with the 530 for the Rocket. > The 530 is more intuitive and much easier to use in a high stress > environment (Rocket). > It is better suited to a combination VFR, marginal VFR and IFR mission > rather than only IFR. How will you be flying your Rocket? > > First define the mission, > > Now compare the specs..... > > http://www.garmin.com/aviation/compare.jsp > > The 480 tracks 15 channels to the 530's 12 > The 480 has Airways > The 480 has a 8 watt transmitter to the 530's 10 watts > The 480's screen is only 2.25x3.25 to the 530's 3x4 > The 480 has very slightly higher resolution > The 480 is WAAS the 530 is/will be upgradeable > > I agonized on this and decided on the 530 for the Rocket and haven't > looked > back. > > The 530 has the terrain upgrade and is in line for the WAAS upgrade, it > drives a Century electric HSI, gets air/fuel data from my Rocky Mountain > encoder and monitor and is coupled to the trutrac GPS altitude tracking > autopilot......and the King 165 w/GS still fits in the panel for > redundancy. > Rob > N540RM > HR-II serial #12 > > > ________________________________________________________________________________
Date: Mar 01, 2006
From: "Larry E. James" <larry(at)ncproto.com>
Subject: GNS-530 vrs MX-20
Thanks Russ and Chris, I spent some time at the Garmin display at Arlington talking with the Garmin folks. First, they were very knowledgeable and helpful. I came away with choosing the -530 over the -480 for the primary reasoning of ease-of-use. I currently fly back/right seat to a couple of -430's and use a 195. The normal Garmin syntax is easy and intuitive. I think I'd rather use 80%-90% of a pretty good box than 40% of a really killer box (does this analogy apply??). What I'm getting at is that I'm not a professional pilot and would like everything in my panel to play nicely with each other and be natural for me to use. Simple is good ...... with the caveat that I am trying to build in some real capability. It's sounding like a little more background info is needed because the left stack will be "talking" with other units in the panel as well. My current configuration is a standard six-pack with the top-center horizon replaced by a Dynon or BMA and the lower left T&B replaced with an electric horizon (keeping the T&B function and adding horizon redundancy). Far left stack is GNS-530, xponder, audio panel. Second comm radio is Xcom located under T&B/horizon (next to the audio panel). All engine instruments to far right. AoA on top of glareshield. Fuel level gages low between legs. My purpose is to create a natural and easily interpreted scan. I like round gages. The airspeed, altitude, and VSI will all be just what and where I would expect them. In place of a round horizon would be a square solid-state horizon that can act as other things as well (an added benefit of this may be to have a "repeater" display having all the digital flight instrument in the back-seat). Chris, you say your BMA is linked to your -480 and also displays GPS/SUA/Map ........ can you explain further ?? What is SUA ?? I like the idea of moving this unit down a notch to the normal HSI space; do you have a round horizon in the normal position ?? I'm visualizing this configuration to be standard six-pack with the only deviation being the BMA (or Dynon?) in place of the HSI. This sounds neat !! I really do appreciate this advice and really could use more. Truth is that I'm stretching here; working to build a panel that is above my current knowledge level. Help from you that have more experience / knowledge is great to have. Thanks. -- Larry E. James Bellevue, WA Harmon Rocket II ________________________________________________________________________________
Subject: NACA vents
Date: Mar 01, 2006
From: "Frazier, Vincent A" <VFrazier(at)usi.edu>
SNIP Vince F..... I would be curious if your OAT (pickup in front) ever acts in non-linear fashion... suspecting maybe heat soak ... or reflecting backflow at certain airspeeds. If you slow down, does the temp OAT cool down ? John Meyers SNIP ************************************************************************ ********* Non-linear?? backflow? Heat soak? Wow, no offense, but we're talking about a simple case of hot air coming in here. :-) This thread prompted me to go take some actual measurements yesterday using the OAT and a regular, non-electrical, alcohol thermometer. TWO thermometers, not one. And the alcohol thermometer confirmed that the OAT thermometer was dead on. >From numbers that I took from the OAT gauge a few days ago, I was getting as much as a 15 or 20 degree difference in the front and rear vents. My cowl louvers were closed during that earlier flight. I had opened the louvers up for the flight mentioned below. Unfortunately I didn't have a rear vent thermometer reading for the flights when the louvers were closed, but having the louvers opened did seem to make the front vent temps cooler. Results showed that the front vents (both of them) were putting out 66 degree F air and the rear vent was putting out 57 degree F air. Hmmm, 9 degrees difference. Not the 15 or 20 that I saw on a 30 degree day with the louvers closed, but still considerably different. FWIW, the air temp on the ground was about 64 degrees F, so the rear vent was putting out air at the temp that I'd expect at 3500' and the front vent was heating it up somewhat. In addition to having the louvers opened this time, I also taped over the cowl seams on the left side of the plane. This had no effect on the temps, both left and right front vents were the same. I'll take a thermometer with me for the next several times that I fly and see if this pattern is consistent. I can't say why Greg Nelson's gets cool air and I don't. Probably because of a difference in engine cooling set up. Maybe it's a climate difference between Indiana (wx always humid) and wherever Greg lives (California?)? I stand by my earlier comment, if I were installing NACA vents again, I'd put them under the wing or someplace other than on the fuselage sides. YMMV. Vince ________________________________________________________________________________
From: "Chirs Parkhurst" <c.parkhurst(at)charter.net>
Subject: GNS-530 vrs MX-20
Date: Mar 01, 2006
Larry, For what it's worth I think you've thought it through well and have a good plan. If you're more comfortable with the 530 then that's what you should probably go with. I fly fighters for a living so didn't have a lot of concern with being able to negotiate a more complex box. SUA = Special Use Airspace (e.g. MOA's, Restricted Areas, Warning Areas, etc...). The BMA EFIS has that loaded as well as class B/C depictions as an overlay on the moving map function. You would also get that on the Garmin unit as well. I did intend to install a standard electric attitude gyro in the top center position of the 6 pack and opted for the new TruTrak ADI Pilot instead. They just came out with that unit and for the price of a good electric gyro, you can get the gyro and the AP (including the servos). I also like the way the TruTrak instrument works - it doesn't have mechanical gyros so no need to cage during acro and the 'pipper' acts like a velocity vector or flight path marker. In other words, the pipper in a normal gyro takes AoA into account so the sight picture will change as speed (AoA) changes. The trutrak will will point where the A/C is actually going so if you are doing 200kts and have a zero VSI, the pipper is on the horizon. Pipper will still be on the horizon at approach speed provided the VSI remains at zero. Still waiting for the instrument since TruTrak is still building them (I think I will have one of the first one's) but they already sent me the wiring harnesses, manuals and servos so I could press on with the install. I'll send you some pics in sepcor... Chris -----Original Message----- From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Larry E. James Sent: Wednesday, March 01, 2006 9:42 AM Subject: Rocket-List: GNS-530 vrs MX-20 Thanks Russ and Chris, I spent some time at the Garmin display at Arlington talking with the Garmin folks. First, they were very knowledgeable and helpful. I came away with choosing the -530 over the -480 for the primary reasoning of ease-of-use. I currently fly back/right seat to a couple of -430's and use a 195. The normal Garmin syntax is easy and intuitive. I think I'd rather use 80%-90% of a pretty good box than 40% of a really killer box (does this analogy apply??). What I'm getting at is that I'm not a professional pilot and would like everything in my panel to play nicely with each other and be natural for me to use. Simple is good ...... with the caveat that I am trying to build in some real capability. It's sounding like a little more background info is needed because the left stack will be "talking" with other units in the panel as well. My current configuration is a standard six-pack with the top-center horizon replaced by a Dynon or BMA and the lower left T&B replaced with an electric horizon (keeping the T&B function and adding horizon redundancy). Far left stack is GNS-530, xponder, audio panel. Second comm radio is Xcom located under T&B/horizon (next to the audio panel). All engine instruments to far right. AoA on top of glareshield. Fuel level gages low between legs. My purpose is to create a natural and easily interpreted scan. I like round gages. The airspeed, altitude, and VSI will all be just what and where I would expect them. In place of a round horizon would be a square solid-state horizon that can act as other things as well (an added benefit of this may be to have a "repeater" display having all the digital flight instrument in the back-seat). Chris, you say your BMA is linked to your -480 and also displays GPS/SUA/Map ........ can you explain further ?? What is SUA ?? I like the idea of moving this unit down a notch to the normal HSI space; do you have a round horizon in the normal position ?? I'm visualizing this configuration to be standard six-pack with the only deviation being the BMA (or Dynon?) in place of the HSI. This sounds neat !! I really do appreciate this advice and really could use more. Truth is that I'm stretching here; working to build a panel that is above my current knowledge level. Help from you that have more experience / knowledge is great to have. Thanks. -- Larry E. James Bellevue, WA Harmon Rocket II ________________________________________________________________________________
Date: Mar 02, 2006
From: "Lee Logan" <leeloganster(at)gmail.com>
Subject: Re: GNS-530 vrs MX-20
Chris: I too am planning to use the TruTrak Pilot in my Rocket. I'm a ways away at this point (kit not here yet), but I'd be very interested to hear your experience with installing and flying the Pilot ADI in your aircraft. I flew military jets too, but I never had all this cool stuff in the ones I flew! Regards, Lee... On 3/2/06, Chirs Parkhurst wrote: > > c.parkhurst(at)charter.net> > > Larry, > > For what it's worth I think you've thought it through well and have a good > plan. If you're more comfortable with the 530 then that's what you should > probably go with. I fly fighters for a living so didn't have a lot of > concern with being able to negotiate a more complex box. > > SUA =3D Special Use Airspace (e.g. MOA's, Restricted Areas, Warning Areas, > etc...). The BMA EFIS has that loaded as well as class B/C depictions as > an > overlay on the moving map function. You would also get that on the Garmin > unit as well. > > I did intend to install a standard electric attitude gyro in the top > center > position of the 6 pack and opted for the new TruTrak ADI Pilot instead. > They > just came out with that unit and for the price of a good electric gyro, > you > can get the gyro and the AP (including the servos). I also like the way > the > TruTrak instrument works - it doesn't have mechanical gyros so no need to > cage during acro and the 'pipper' acts like a velocity vector or flight > path > marker. In other words, the pipper in a normal gyro takes AoA into > account > so the sight picture will change as speed (AoA) changes. The trutrak will > will point where the A/C is actually going so if you are doing 200kts and > have a zero VSI, the pipper is on the horizon. Pipper will still be on the > horizon at approach speed provided the VSI remains at zero. Still waiting > for the instrument since TruTrak is still building them (I think I will > have > one of the first one's) but they already sent me the wiring harnesses, > manuals and servos so I could press on with the install. > > I'll send you some pics in sepcor... > > Chris > ________________________________________________________________________________
From: "Rob Mokry" <robmokry(at)covad.net>
Subject: RE: Rocket-List Digest: 8 Msgs - 03/01/06
Date: Mar 03, 2006
From: "Wernerworld" <russ(at)wernerworld.com> Subject: Re: Rocket-List: GNS-530 vrs MX-20 Rob makes some valid points. "The 530 has the terrain upgrade and is in line for the WAAS upgrade, it drives a Century electric HSI, gets air/fuel data from my Rocky Mountain encoder and monitor and is coupled to the trutrac GPS altitude tracking autopilot......and the King 165 w/GS still fits in the panel for redundancy" True for both units, so not sure of the point here. The MX20 has the terrain in it. If you want a one-box solution, the 530 is your choice. Once you decide to go to a MX20 you have 2 boxes and the display gets about a hundred times better than a 530. That decision will set you back another stack of bills. If you want WAAS get the 480. Garmin has been trying for years to get the 530 WAAS certified. Not sure if they ever accomplished this. Either way, you'll have a fine setup. Russ Russ, Your panel sounds gorgeous and yes the MX-20 provides a larger graphical interface. My point being .....as opposed to another "larger TV" I elected to utilize the 530 and save some valuable real-estate for system redundancy. This allowed a backup King 165 with GS and audio panel w/marker beacon, a full set of backup 2 1/4 " flight instruments, Altimeter, airspeed, future Trutrak AI, and Trutrak digiflight gvss (DG). Obviously there is no correct answer it boils down to user preference. ________________________________________________________________________________
From: "Rob Mokry" <robmokry(at)covad.net>
Subject: A Rocket Story
Date: Mar 05, 2006
Took the Rocket out to test the Truetrak autopilot and flew with some friends up to Napa, Ca yesterday. One was driving a Baron and the other a Cheyenne. Nice big rare steak at Jonsey's for lunch and time for departure. The Baron departed first on 18R. The Cheyenne was cleared 18R position and hold. We were cleared 18L position and hold. The Cheyenne was released on 18R. We were released 18L Shortly afterward, (Napa Tower), "Cheyenne NXYZ, Caution departing Experimental on parallel runway" (Cheyenne NXYZ), "Napa Tower, Experimental no factor, as he has accelerated past us already" We also had about 2,000' on him. Something tells me the Cheyenne driver isn't telling this story this morning..... Thanks John Harmon! ________________________________________________________________________________
Date: Mar 05, 2006
From: "Lee Logan" <leeloganster(at)gmail.com>
Subject: Re: A Rocket Story
Kewl!!! On 3/5/06, Rob Mokry wrote: > > > Took the Rocket out to test the Truetrak autopilot and flew with some > friends up to Napa, Ca yesterday. > One was driving a Baron and the other a Cheyenne. > Nice big rare steak at Jonsey's for lunch and time for departure. > > The Baron departed first on 18R. > The Cheyenne was cleared 18R position and hold. > We were cleared 18L position and hold. > The Cheyenne was released on 18R. > We were released 18L > > Shortly afterward, > > (Napa Tower), "Cheyenne NXYZ, Caution departing Experimental on parallel > runway" > > (Cheyenne NXYZ), "Napa Tower, Experimental no factor, as he has > accelerated > past us already" > > We also had about 2,000' on him. > > Something tells me the Cheyenne driver isn't telling this story this > morning..... > > > Thanks John Harmon! > > ________________________________________________________________________________
Date: Mar 05, 2006
From: James Baldwin <jamesbaldwin(at)dc.rr.com>
Subject: Re: A Rocket Story
I'm drilling holes and mounting ribs to my main spars. The radio is playing. The sun beams innocently into my garage. The Diet Coke is cool. But the work does go slowly and it has been quite awhile since the Rocket Fly In at Bakersfield. It's not the boredom, I like to build things -- it just takes awhile to get a Rocket to the point were you sit in it, imagine and make noises. Then, out of the blue, almost as an answer, a real life story appears about a Rocket. The holes are going faster now. They look better. The wings will be done more quickly. A fuselage and an engine mounted will soon follow, more quickly than before. Paint will find its way to the proper places more evenly and designs only before contemplated will become reality. Noises will emanate, and soon, there will more victims. Thanks. JBB Rob Mokry wrote: > >Took the Rocket out to test the Truetrak autopilot and flew with some >friends up to Napa, Ca yesterday. >One was driving a Baron and the other a Cheyenne. >Nice big rare steak at Jonsey's for lunch and time for departure. > >The Baron departed first on 18R. >The Cheyenne was cleared 18R position and hold. >We were cleared 18L position and hold. >The Cheyenne was released on 18R. >We were released 18L > >Shortly afterward, > >(Napa Tower), "Cheyenne NXYZ, Caution departing Experimental on parallel >runway" > >(Cheyenne NXYZ), "Napa Tower, Experimental no factor, as he has accelerated >past us already" > >We also had about 2,000' on him. > >Something tells me the Cheyenne driver isn't telling this story this >morning..... > > >Thanks John Harmon! > > > > > > > > > > > ________________________________________________________________________________
Subject: Rocket flying
Date: Mar 06, 2006
From: "Frazier, Vincent A" <VFrazier(at)usi.edu>
I'm drilling holes and mounting ribs to my main spars. The radio is playing. The sun beams innocently into my garage. The Diet Coke is cool. But the work does go slowly and it has been quite awhile since the Rocket Fly In at Bakersfield. It's not the boredom, I like to build things -- it just takes awhile to get a Rocket to the point were you sit in it, imagine and make noises. Then, out of the blue, almost as an answer, a real life story appears about a Rocket. The holes are going faster now. They look better. The wings will be done more quickly. A fuselage and an engine mounted will soon follow, more quickly than before. Paint will find its way to the proper places more evenly and designs only before contemplated will become reality. Noises will emanate, and soon, there will more victims. Thanks. JBB ************************************************************************ ********************* Roket stories? OK, I've always got time for that. Last Saturday I had the opportunity to fly from Evansville, IN (Hepler airport) to Louisville,KY (Bowman field), about 96nm, with a friend, John Crabtree, alongside in his RV-6. Both of us had passengers along to share the fun. The RV left Hepler first and reported birds over the end of the runway. That was enough excuse for me to make a max performance takeoff.... just to get above the birds quickly. Well, I don't know if there were any birds still down there or not since we were climbing at a ridiculous angle after about a 400' roll. "Yeeehah" doesn't really come very close to describing a Rocket launch on a cool day, not even with full fuel and a pax. And let me tell you, a Rocket takeoff solo, half tanks, on a cold day is an ear popping, pants wetting ride. No kidding. It's just astounding. Even after 100 hours of flying mine, I can't get over it. The flight to Bowman took only about 35 minutes. The RV reported a bumpy ride but the Rocket's higher wingloading just eats those up. It does make a difference. At Bowman, we met two other RVers, Greg Gruniger in his flashy RV-8 (what craftmanship!) and Chuck Brietigam in his RV-3 (best RV-3 I've ever seen). Jim Stone (Rocket builder, and a great craftsman) met us there also. We stuffed ourselves with Bearno's pizza, then went flying. My pax got to ride with Greg and I took Jim. Jim and I broke off so that Jim could show me some of that Navy pilot stuff. We did a few mild rolls, etc (limited only by my stomach.. LOL) and some slow flight, etc. I spotted a Cessna about 1/2 mile away and pointed out the target to Jim. Jim was all over the hapless victim in less time than it takes to type this. I found out that the shortest path to a nearby Cessna involves rolling, pulling and going upside down. When I was brave enough to open my eyes again, Jim had us RIGHT on the Cessna's tail. Woo hooo! Jim swooped past (at a safe distance) and took us up and around the Cessna. I don't think that the Cessna pilot ever saw us. He appeared to be busy with something on the panel. (Eeck! Cessna pilots gotta look outside too, even if you're going slow. Sheesh.) I took over and made a passable landing at Clarke county airport. I hope I didn't scare Jim too much. John and I swapped passengers again and headed back towards Hepler. I had considerably difficulty keeping the Rocket right side up on the way home. Rolls are so easy and smooth in the Rocket that you almost can't keep from doing them. Arriving at Hepler, John and I spied a Cherokee that is based there. I keyed the mic and gave a little evil laugh. John knew what it meant and said that the Rocket passed his RV-6 like a missile headed for the Cherokee. I swooped past the Cherokee (flown by an RV-7 builder) at an easy 100k faster than he was moving. I wonder if I'll ever get bored with this? My wife just says "Boys." and rolls her eyes when hearing about all of this goofing off. LOL. Who can argue? Summary: 3 Rocket launches, 3 flights, 3 airports, 3 different passengers, more pizza than I needed, 2 confirmed "kills", more upside down time than I've ever had before, and all for a measely 17 gallons of 100LL. Damn, I love that airplane. Vince ________________________________________________________________________________
Date: Mar 06, 2006
From: James Baldwin <jamesbaldwin(at)dc.rr.com>
Subject: Re: Rocket flying
Thanks Vince. I'm still drilling. JBB Frazier, Vincent A wrote: > > > I'm drilling holes and mounting ribs to my main spars. The >radio is playing. The sun beams innocently into my garage. The Diet >Coke is cool. But the work does go slowly and it has been quite awhile >since the Rocket Fly In at Bakersfield. It's not the boredom, I like to >build things -- it just takes awhile to get a Rocket to the point were >you sit in it, imagine and make noises. > Then, out of the blue, almost as an answer, a real life story appears >about a Rocket. The holes are going faster now. They look better. The >wings will be done more quickly. A fuselage and an engine mounted will >soon follow, more quickly than before. Paint will find its way to the >proper places more evenly and designs only before contemplated will >become reality. Noises will emanate, and soon, there will more >victims. Thanks. JBB > >************************************************************************ >********************* > >Roket stories? OK, I've always got time for that. > >Last Saturday I had the opportunity to fly from Evansville, IN (Hepler >airport) to Louisville,KY (Bowman field), about 96nm, with a friend, >John Crabtree, alongside in his RV-6. Both of us had passengers along >to share the fun. The RV left Hepler first and reported birds over the >end of the runway. That was enough excuse for me to make a max >performance takeoff.... just to get above the birds quickly. Well, I >don't know if there were any birds still down there or not since we were >climbing at a ridiculous angle after about a 400' roll. "Yeeehah" >doesn't really come very close to describing a Rocket launch on a cool >day, not even with full fuel and a pax. And let me tell you, a Rocket >takeoff solo, half tanks, on a cold day is an ear popping, pants wetting >ride. No kidding. It's just astounding. Even after 100 hours of flying >mine, I can't get over it. > >The flight to Bowman took only about 35 minutes. The RV reported a >bumpy ride but the Rocket's higher wingloading just eats those up. It >does make a difference. > >At Bowman, we met two other RVers, Greg Gruniger in his flashy RV-8 >(what craftmanship!) and >Chuck Brietigam in his RV-3 (best RV-3 I've ever seen). Jim Stone >(Rocket builder, and a great craftsman) met us there also. We stuffed >ourselves with Bearno's pizza, then went flying. My pax got to ride >with Greg and I took Jim. > >Jim and I broke off so that Jim could show me some of that Navy pilot >stuff. We did a few mild rolls, etc (limited only by my stomach.. LOL) >and some slow flight, etc. I spotted a Cessna about 1/2 mile away and >pointed out the target to Jim. Jim was all over the hapless victim in >less time than it takes to type this. I found out that the shortest >path to a nearby Cessna involves rolling, pulling and going upside down. >When I was brave enough to open my eyes again, Jim had us RIGHT on the >Cessna's tail. Woo hooo! Jim swooped past (at a safe distance) and >took us up and around the Cessna. I don't think that the Cessna pilot >ever saw us. He appeared to be busy with something on the panel. >(Eeck! Cessna pilots gotta look outside too, even if you're going slow. >Sheesh.) > >I took over and made a passable landing at Clarke county airport. I >hope I didn't scare Jim too much. John and I swapped passengers again >and headed back towards Hepler. I had considerably difficulty keeping >the Rocket right side up on the way home. Rolls are so easy and smooth >in the Rocket that you almost can't keep from doing them. > >Arriving at Hepler, John and I spied a Cherokee that is based there. I >keyed the mic and gave a little evil laugh. John knew what it meant and >said that the Rocket passed his RV-6 like a missile headed for the >Cherokee. I swooped past the Cherokee (flown by an RV-7 builder) at an >easy 100k faster than he was moving. I wonder if I'll ever get bored >with this? My wife just says "Boys." and rolls her eyes when hearing >about all of this goofing off. LOL. Who can argue? > >Summary: 3 Rocket launches, 3 flights, 3 airports, 3 different >passengers, more pizza than I needed, 2 confirmed "kills", more upside >down time than I've ever had before, and all for a measely 17 gallons of >100LL. > >Damn, I love that airplane. > >Vince > > > > > > > > > ________________________________________________________________________________
From: "Tim C" <tlc2(at)telus.net>
Subject: F1-EVO Wing Flap(s)
Date: Mar 07, 2006
Sure would like to see a picture/drawings of the Evo newer 'Fowler' type flaps to compare to the -4 simple flap. Tim ________________________________________________________________________________
From: "Jim Stone" <jrstone(at)insightbb.com>
Subject: upper and lower gear leg fairings
Date: Mar 07, 2006
Does anyone know of a source for upper and lower gear leg fairings to fit a Harmon Rocket? I know that Massey aircraft sells them but I'm not sure of the quality and fit. Thanks, Jim ________________________________________________________________________________
Date: Mar 07, 2006
From: "Fred LaForge" <fred.laforge(at)verizon.net>
Subject: Re: upper and lower gear leg fairings
I`m making my own, I had a .016 rudder skin, rough trimmed it and laid up fairings in it. ----- Original Message ----- From: "Jim Stone" <jrstone(at)insightbb.com> Sent: Tuesday, March 07, 2006 3:43 PM Subject: Rocket-List: upper and lower gear leg fairings > > Does anyone know of a source for upper and lower gear leg fairings to fit > a Harmon Rocket? > I know that Massey aircraft sells them but I'm not sure of the quality and > fit. > Thanks, > Jim > > > -- > > ________________________________________________________________________________
From: "Tim C" <tlc2(at)telus.net>
Subject: Re: upper and lower gear leg fairings
Date: Mar 08, 2006
I've got new & old RV-4 Plans/Manuals....Dug up some stuff on Aluminum fairings and put it up on my webspace fer ye>....Tim Cold Lk. http://www3.telus.net/projectpage/projectpage/ I`m making my own, I had a .016 rudder skin, rough trimmed it and > laid up fairings in it. > > Does anyone know of a source for upper and lower gear leg fairings to fit a Harmon Rocket? ________________________________________________________________________________
From: "Fred Weaver" <Mytyweav(at)earthlink.net>
Subject: Re:Upper and lower gear leg fairings
Date: Mar 07, 2006
Yo Jim..... I believe it's better to just bite the bullet and form your own. If you buy any that are "Supposed" to fit, I guarantee that they won't. Why fight the parts that don't fit when you can enjoy a week of forming your own to your own airframe? You will be a happy camper if/when you make your own intersection fairings. Weav ----- Original Message ----- From: "Jim Stone" <jrstone(at)insightbb.com> Sent: Tuesday, March 07, 2006 3:43 PM Subject: Rocket-List: upper and lower gear leg fairings > > Does anyone know of a source for upper and lower gear leg fairings to fit a Harmon Rocket? > I know that Massey aircraft sells them but I'm not sure of the quality and fit. > Thanks, > Jim > > ________________________________________________________________________________
Subject: F1 flap pictures
Date: Mar 08, 2006
From: "Frazier, Vincent A" <VFrazier(at)usi.edu>
Cc: Sure would like to see a picture/drawings of the Evo newer 'Fowler' type flaps to compare to the -4 simple flap. Tim SNIP ************************************************************************ ******************* Tim, I do all of the hard work so you can keep building. ;-) Vince http://www.vincesrocket.com/Oshkosh%202004%20photos/photos/photo_51.html http://www.vincesrocket.com/Oshkosh%202004%20photos/photos/photo_52.html http://www.vincesrocket.com/Oshkosh%202004%20photos/photos/photo_53.html ________________________________________________________________________________
From: "Tim C" <tlc2(at)telus.net>
Subject: Re: F1 flap pictures
Date: Mar 08, 2006
Vince,....You Rock et !.... ;-) Them thar pretty Flaps/Rushen airoplain......Osh pics reveals to me the chord is shorter than I imagined (on aircraft) compared to Tom's big end view flap picture. Always liked the T-18/S-18 idea of the flap extending under the fuselage increasing the 'area' which = landing slower...... Thanks Tim-Bob Cold Lk. ----- Original Message ----- From: "Frazier, Vincent A" <VFrazier(at)usi.edu> Cc: Sent: Wednesday, March 08, 2006 7:46 AM Subject: F1 flap pictures Sure would like to see a picture/drawings of the Evo newer 'Fowler' type flaps to compare to the -4 simple flap. Tim SNIP ************************************************************************ ******************* Tim, I do all of the hard work so you can keep building. ;-) Vince http://www.vincesrocket.com/Oshkosh%202004%20photos/photos/photo_51.html http://www.vincesrocket.com/Oshkosh%202004%20photos/photos/photo_52.html http://www.vincesrocket.com/Oshkosh%202004%20photos/photos/photo_53.html ________________________________________________________________________________
From: Hr2pilot(at)aol.com
Date: Mar 08, 2006
Subject: Re: cleaning out the shop
Jim you can do your spar rivits in Bakersfield ,juest give me a call John ________________________________________________________________________________
Date: Mar 08, 2006
From: James Baldwin <jamesbaldwin(at)dc.rr.com>
Subject: Re: cleaning out the shop
Thanks John, I'll plan on it. JBB Hr2pilot(at)aol.com wrote: > >Jim you can do your spar rivits in Bakersfield ,juest give me a call >John > > > > > > > > > ________________________________________________________________________________
Date: Mar 09, 2006
From: pfsiegel <psiegel(at)fuse.net>
Subject: Spam filter status...
Vince, With your spam filter off, you will now be able to : -Lower your mortgage -Lengthen your penis -Refill your printer ink supply all by yourself -Cash in on your share of the booty from an unfortunate Nigerian widow -Make sure PayPal has all your identity information Enjoy! ________________________________________________________________________________
From: "Rob Mokry" <robmokry(at)covad.net>
Subject: RE:Fuel Tank SB
Date: Mar 13, 2006
Good luck guys! Speaking of hex head screws......has anyone sourced out 8/32 countersunk Robertson drive screws yet? Phillips screws suck! Rob Mokry HR II N540RM ________________________________________________________________________________
Subject: RE: IO-540 Crank AD -
Date: Mar 20, 2006
From: "Condon, Philip M." <pcondon(at)mitre.org>
Can anyone recommend a site where I can post the 55 page Adobe file on the latest Lycoming AD on the Crank ? ________________________________________________________________________________
From: "css nico" <nico(at)cybersuperstore.com>
Subject: Re: RE: IO-540 Crank AD -
Date: Mar 20, 2006
I will host it for you at no cost. You can look at stuff that I publish for the Commander list, but particularly about Continental engines at http://www.teletuition.org/documents/ and click on Continental Engines. I would love to have information on Lycoming engines also. The Lycoming AD is a hot topic and it deserves to be available to all. Let me know. Thanks Nico ----- Original Message ----- From: "Condon, Philip M." <pcondon(at)mitre.org> Sent: Monday, March 20, 2006 8:14 AM Subject: Rocket-List: RE: IO-540 Crank AD - > > Can anyone recommend a site where I can post the 55 page Adobe file on > the latest Lycoming AD on the Crank ? > > ________________________________________________________________________________
From: Mark Swaney <mark_swaney(at)bigfoot.com>
Subject: Re: RE: IO-540 Crank AD -
Date: Mar 20, 2006
Philip, Why not post it at: http://groups.yahoo.com/group/lycoming/ Mark Swaney F-1 Rocket #31 (N76TR) mark_swaney(at)bigfoot.com On Mar 20, 2006, at 9:48 AM, css nico wrote: > > > I will host it for you at no cost. You can look at stuff that I > publish for > the Commander list, but particularly about Continental engines at > http://www.teletuition.org/documents/ and click on Continental > Engines. I > would love to have information on Lycoming engines also. The Lycoming > AD is > a hot topic and it deserves to be available to all. > Let me know. > Thanks > Nico > > > ----- Original Message ----- > From: "Condon, Philip M." <pcondon(at)mitre.org> > To: > Sent: Monday, March 20, 2006 8:14 AM > Subject: Rocket-List: RE: IO-540 Crank AD - > > >> >> >> Can anyone recommend a site where I can post the 55 page Adobe file on >> the latest Lycoming AD on the Crank ? >> >> >> >> >> >> >> >> >> >> >> >> >> > > ________________________________________________________________________________
Subject: RE: Lycoming AD on CRANK SHAFT link
Date: Mar 21, 2006
From: "Condon, Philip M." <pcondon(at)mitre.org>
http://www.mstewart.net/deletesoon/sb569.pdf ________________________________________________________________________________
Subject: Lycoming crank SB
Date: Mar 22, 2006
From: "Frazier, Vincent A" <VFrazier(at)usi.edu>
Here's the direct link from Lycoming's site.... why bother posting it? http://www.lycoming.textron.com/support/publications/maintenancePublicat ions/serviceBulletins/SB-569.pdf Vince ________________________________________________________________________________
From: "css nico" <nico(at)cybersuperstore.com>
Subject: Re: Lycoming crank SB
Date: Mar 22, 2006
Because if they decide not to host it any longer, it is lost. If we host it, we can keep it on our site for as long as we choose. Another point: this particular link was not responding this morning. We don't know why, but if we host it, we can make sure that it is in our hands to make it show up or go away. Two good reasons right there. Nico ----- Original Message ----- From: "Frazier, Vincent A" <VFrazier(at)usi.edu> Sent: Wednesday, March 22, 2006 7:34 AM Subject: Rocket-List: Lycoming crank SB > > > Here's the direct link from Lycoming's site.... why bother posting it? > > http://www.lycoming.textron.com/support/publications/maintenancePublicat > ions/serviceBulletins/SB-569.pdf > > Vince > > ________________________________________________________________________________
Subject: RE: Rocket-List 3rd reason to re-host important documents
Date: Mar 23, 2006
From: "Condon, Philip M." <pcondon(at)mitre.org>
Another reason to host it is REVISIONS. If a rev to the AD/SB is issued, the old rev is deleted. Its nice to do a diff or delta on the documents to see where the changes are. (however I am stretching or reaching here as to "reasons"...) -----Original Message----- From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Rocket-List Digest Server Sent: Thursday, March 23, 2006 2:58 AM Subject: Rocket-List Digest: 2 Msgs - 03/22/06 * ================================================== Online Versions of Today's List Digest Archive ================================================== Today's complete Rocket-List Digest can also be found in either of the two Web Links listed below. The .html file includes the Digest formatted in HTML for viewing with a web browser and features Hyperlinked Indexes and Message Navigation. The .txt file includes the plain ASCII version of the Rocket-List Digest and can be viewed with a generic text editor such as Notepad or with a web browser. HTML Version: http://www.matronics.com/digest/rocket-list/Digest.Rocket-List.2006-03- 22.html Text Version: http://www.matronics.com/digest/rocket-list/Digest.Rocket-List.2006-03- 22.txt ================================================ EMail Version of Today's List Digest Archive ================================================ Rocket-List Digest Archive --- Total Messages Posted Wed 03/22/06: 2 Today's Message Index: ---------------------- 1. 07:35 AM - Lycoming crank SB (Frazier, Vincent A) 2. 10:00 AM - Re: Lycoming crank SB (css nico) ________________________________ Message 1 _____________________________________ Subject: Rocket-List: Lycoming crank SB From: "Frazier, Vincent A" <VFrazier(at)usi.edu> Here's the direct link from Lycoming's site.... why bother posting it? http://www.lycoming.textron.com/support/publications/maintenancePublica t ions/serviceBulletins/SB-569.pdf Vince ________________________________ Message 2 _____________________________________ From: "css nico" <nico(at)cybersuperstore.com> Subject: Re: Rocket-List: Lycoming crank SB Because if they decide not to host it any longer, it is lost. If we host it, we can keep it on our site for as long as we choose. Another point: this particular link was not responding this morning. We don't know why, but if we host it, we can make sure that it is in our hands to make it show up or go away. Two good reasons right there. Nico ----- Original Message ----- From: "Frazier, Vincent A" <VFrazier(at)usi.edu> Sent: Wednesday, March 22, 2006 7:34 AM Subject: Rocket-List: Lycoming crank SB > > > Here's the direct link from Lycoming's site.... why bother posting it? > > http://www.lycoming.textron.com/support/publications/maintenancePublica t > ions/serviceBulletins/SB-569.pdf > > Vince > > ________________________________________________________________________________
Subject: posting SBs
Date: Mar 23, 2006
From: "Frazier, Vincent A" <VFrazier(at)usi.edu>
SNIP ***Because if they decide not to host it any longer, it is lost. If we host it, we can keep it on our site for as long as we choose. Another point: this particular link was not responding this morning. We don't know why, but if we host it, we can make sure that it is in our hands to make it show up or go away. Two good reasons right there.***** SNIP ************************************************************************ ***************** Those aren't bad reasons, until the SB is updated, rescinded (like that will happen), or otherwise changed? Just look how many times the crank bolt AD or the oil pump AD has changed! I'd hate to be a newbie and trust a 5 year old version of one of those. $$$$ Ouch. On stuff like this it's a wee bit safer to trust the bona fide source. Not that we can't trust everything that we read online, but I know that there is a bunch of junk out there already... I know because quite a bit of it is on my website!!! But I digress, I just posted the direct link because it seemed like a lot of guys were going to a lot of trouble to find that SB. Vince ________________________________________________________________________________
Date: Mar 25, 2006
From: Cory Emberson <bootless(at)earthlink.net>
Subject: Feedback Request (Alternative Engines) Kitplanes Magazine
Hello all, I would like to hear from you if you're a builder who has successfully installed and flown an alternative engine in your plane. I'm compiling a builder's roundup for Kitplanes magazine, and am looking for an installation that's flown for a minimum of 300 hours, and is currently flying. For the builders that we profile, the magazine will also be able to pay you $100 for the write-up. I'll be at Sun 'n Fun until late morning on Friday (April 7), so if you fly in, I'd be happy to take the photos there. If not, we would also need at least 2-3 good photos, including a close-up of the engine and an overall shot of the aircraft. Additional photos would be great, and all photos will be returned. If you have digital photos, it is very important that they be high-resolution, at least 300 dpi. I have a list of specific areas to address if you'd like to participate, but we can handle that off-line. Please feel free to contact me off-line at: bootless (at) earthlink (dot) net (my despammed email address). Thank you so much! best, Cory Emberson Contributing Editor Kitplanes Magazine ________________________________________________________________________________
From: Walter Casey <mikec(at)caseyspm.com>
Subject: Anywhere Wx 4-sale
Date: Mar 27, 2006
I have a complete "Anywhere Map" WX weather system which I purchased at Oshkosh 2005. It is a moving map with Approach Plates, SIDS and STARS. It uses the HP IPAQ display. =EF=BF=BC=EF=BF=BC The system currently sells for $1,895 http://www.anywheremap.com/SearchResult.aspx?CategoryID=3D32 I have the original box, manuals, everything. It is yours for $1,200 or Best Offer I am selling because I am buying the $8,500 Grand Rapids weather system. My tail number is N311WT Contact me at * Mike Casey * * 6528 S. Oneida Ct. * * Centennial, CO 80111-4617 USA * * * * Phone (303) 771-0815 * * FAX (303) 220-1477 * * eMail mikec(at)caseyspm.com * ******************************************** ________________________________________________________________________________
From: "Professor Fate" <vwbugin(at)sbcglobal.net>
Subject: Rocket
Date: Mar 27, 2006
Anyone have any info about the Rocket that crashed over the weekend North of Bakersfield? ________________________________________________________________________________
From: "Nico Meijer" <fmeijer(at)rogers.com>
Subject: Re: Rocket
Date: Mar 28, 2006
A quick search got this article from the Bakersfield Californian, Mar 26: "Fellows man dies in crash of homemade plane Saturday A 51-year-old Fellows man who was doing aerial stunts in an airplane near McKittrick crashed and died Saturday morning when he failed to come out of a downward spiral dive, Kern County coroner's staff reported. Norman Cooper died at 7:15 a.m. when the airplane, a home-built Harmon Rocket, struck the ground nose first and exploded on impact, the staff reported. The incident occurred as he was flying over his family ranch land near Reward Road just south of Highway 58 as his family and friends were watching, the staff said." Not much info but what can you expect for same day local news coverage. ________________________________________________________________________________
From: "John" <joplin1(at)charter.net>
Subject: Harmon Rocket for Sale
Date: Mar 30, 2006
New post in Trade-A-Plane and Barnstormers: 1997 HARMON ROCKET, IO-540, 290HP, 525 TTA&E, KLX135A, KY97A, KT76A, autopilot, Whelen strobes, oxygen and more, $110,000, see photos and details at http://www.myplaneonline.com/N76HR.html Grants Pass, OR/(541) 218-8393. ________________________________________________________________________________
From: "John" <joplin1(at)charter.net>
Subject: Re: Rocket-List Digest: 1 Msgs - 03/30/06
Date: Mar 31, 2006
You may need to copy and paste this link into your browser to get the thumbnail pictures to show. http://www.myplaneonline.com/N76HR.html ----- Original Message ----- From: Rocket-List Digest Server To: Rocket-List Digest List Sent: Thursday, March 30, 2006 11:57 PM Subject: Rocket-List Digest: 1 Msgs - 03/30/06 * =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D Online Versions of Today's List Digest Archive =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D Today's complete Rocket-List Digest can also be found in either of the two Web Links listed below. The .html file includes the Digest formatted in HTML for viewing with a web browser and features Hyperlinked Indexes and Message Navigation. The .txt file includes the plain ASCII version of the Rocket-List Digest and can be viewed with a generic text editor such as Notepad or with a web browser. HTML Version: http://www.matronics.com/digest/rocket-list/Digest.Rocket-List.2006-03-30.html Text Version: http://www.matronics.com/digest/rocket-list/Digest.Rocket-List.2006-03-30.txt =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D EMail Version of Today's List Digest Archive =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D Rocket-List Digest Archive --- Total Messages Posted Thu 03/30/06: 1 Today's Message Index: ---------------------- 1. 04:51 PM - Harmon Rocket for Sale (John) ________________________________ Message 1 _____________________________________ From: "John" <joplin1(at)charter.net> Subject: Rocket-List: Harmon Rocket for Sale New post in Trade-A-Plane and Barnstormers: 1997 HARMON ROCKET, IO-540, 290HP, 525 TTA&E, KLX135A, KY97A, KT76A, autopilot, Whelen strobes, oxygen and more, $110,000, see photos and details at http://www.myplaneonline.com/N76HR.html Grants Pass, OR/(541) 218-8393. ________________________________________________________________________________
Date: Apr 01, 2006
From: Matt Dralle <dralle(at)matronics.com>
Subject: Matronics Email List Wiki!
Dear Listers, I have added a new feature to the Email List Forums at Matronics called a Wiki. What's "Wiki" you ask? A Wiki is a website. You go to it and browse just like you would any other web site. The difference is, you can change it. You can put anything you want on this web site without having to be a web designer or even being the owner. You can write a new page just like writing an email message on the BBS. You don't need to send it off to anyone to install on the site. It is kind of like a Blog (weblog) in which anyone can post. Here is a great page on where the term Wiki came from and what it means in the context of a website: http://en.wikipedia.org/wiki/Wiki So on to the new Matronics Email List Wiki... I've created this site for anyone from any of the Email Lists to use. I envision that there are a great many things that can be added to this new Wiki since there are always new and interesting tidbits of useful information traversing the Lists. Off the main Matronics Email List Wiki page, you will find a link called "Community Portal". Here you will find more links to stubs for all the various Lists found at Matronics (and a few other links). Brian Lloyd and others from the Yak-List have already begun adding content in a number of areas. Bob Nuckolls of AeroElectric fame has added a great article on "Ageing Aircraft". I have discussed the new Matronics Email List Wiki with Tedd McHenry and Dwight Frye of the RV Wiki Site and they have decided to merge their site over onto the new Matronics Wiki server giving everyone a single source for information on RV building and flying! This migration will begin today and you should be able to find all of the content currently found at www.rvwiki.org moved over to the Matronics Wiki within a few days. To make edits to the Matronics Wiki, you will need to have a login account on the Matronics Wiki and I have disabled anonymous edits. This protects the Wiki site from automated spam engines and other nuisances that could compromise the data at the site. Signing up for an account is fast and easy and begins by clicking on the "create an account or log in" link in the upper right hand corner of any page. Note that you do not have to have a login or be logged in to view any of the content. The Matronics Email List Wiki is YOUR Wiki! It is only as useful as the content found within. The concept of the Wiki is that the people the use it and update it. If you've got an interesting procedure for doing something, MAKE A WIKI PAGE ON IT! You can even upload pictures. Saw something interesting at a flyin? MAKE A WIKI PAGE ON IT! Don't be shy, this is YOUR site to share information with others with similar interests. Here is a users guide on using the Wiki implemented at Matronics: http://meta.wikimedia.org/wiki/Help:Contents This gives a lot of great information on how to get started editing pages. And finally, here is the URL for the Matronics Email List Wiki: http://wiki.matronics.com Brian Lloyd has written an excellent introduction to Wikis on the front page. I encourage you to read it over, then drill into the "Community Portal" and HAVE FUN!! Best regards, Matt Dralle Matronics Email List Administrator ________________________________________________________________________________
From: "css nico" <nico(at)cybersuperstore.com>
Subject: Amazing Aerial stunt
Date: Apr 02, 2006
Here is one of the greatest aerial movies I have ever seen. Discovery Channel rocks! http://www.teletuition.org/documents/Aviation/movies/ and click on Plane2planeFreefall.wmv Thanks Nico PS. My server might be overwhelmed by a lot of activity. If it times-out, please try back in a couple of minutes. ________________________________________________________________________________
From: "Kevin Shannon" <kshannon(at)seanet.com>
Subject: Prop governor
Date: Apr 10, 2006
I have a narrow deck C4B5, I bought a prop and governor from a flying HR II that switched to a three blade composite. The governor does not look like it fits my engine, I am thinking it must fit a wide deck. The P/N is 210932 (Woodward). So I have a wide deck gov. for sale and am in need of a narrow deck gov. Any body wanna trade? Kevin Shannon ________________________________________________________________________________
From: <laboggan(at)mywdo.com>
Subject: Insurance
Date: Apr 12, 2006
I may be flying my Rocket by july so... any suggestions on insurance companys for full coverage? ________________________________________________________________________________
Date: Apr 12, 2006
From: "Tom Gummo" <T.gummo(at)verizon.net>
Subject: Re: Insurance
I have been happy with: Falcon Insurance Agency, Inc. PO. Box 291388 Kerrville, Tx 78029 Phone 830 - 257 - 1000 FAX: 830 - 792 - 1144 Tell them, I sent you, maybe I will be a discount. :-) Tom Gummo ----- Original Message ----- From: <laboggan(at)mywdo.com> Sent: Wednesday, April 12, 2006 12:17 PM Subject: Rocket-List: Insurance > > I may be flying my Rocket by july so... > any suggestions on insurance companys for full coverage? > > > > > > > > > > > > > ________________________________________________________________________________
Subject: Re: Insurance
From: "N395V" <N395V(at)direcway.com>
Date: Apr 13, 2006
Falcon is the only Co. I could find that would insure the Rocket. Sign a check and leave the amount blank. Send it to them. You don't wanna know how much. Then go get a second job to pay for it. -------- Milt N395V F1 Rocket Read this topic online here: http://forums.matronics.com/viewtopic.php?p=28127#28127 ________________________________________________________________________________
From: Morocketman(at)aol.com
Date: Apr 13, 2006
Subject: Re: Insurance
CC: jhelms(at)nationair.com;slinton(at)nationair.com;;; The one or two companies that insure Rocket's have us in their grasp. The only game in town. About the only decision to make is who (the agency) gives you the service that you want/need. I can only say that J.T. Helms at Nation Air has given me the very, very best service imaginable for the past nine years. I had a total loss of hull (no there was no one in the airplane at the time, and not my Rocket). You cannot know the fear that grips your heart when you make that call until "your faithfull" agent answers the phone, and says "don't worry, I'll take care of everything!" Best of all he did. J.T. is at 887-465-5860 Well put, Milt, about leaving the check blank. Ya'll be careful out there, or we won't have any option. Les Featherston ________________________________________________________________________________
From: Morocketman(at)aol.com
Date: Apr 13, 2006
Subject: Re: Insurance
Return-path: From: Morocketman(at)aol.com Full-name: Morocketman Date: Thu, 13 Apr 2006 15:42:27 EDT Subject: Re: Rocket-List: Re: Insurance CC: jhelms(at)nationair.com; slinton(at)nationair.com -------------------------------1144957347 The one or two companies that insure Rocket's have us in their grasp. The only game in town. About the only decision to make is who (the agency) gives you the service that you want/need. I can only say that J.T. Helms at Nation Air has given me the very, very best service imaginable for the past nine years. I had a total loss of hull (no there was no one in the airplane at the time, and not my Rocket). You cannot know the fear that grips your heart when you make that call until "your faithfull" agent answers the phone, and says "don't worry, I'll take care of everything!" Best of all he did. J.T. is at 887-465-5860 Well put, Milt, about leaving the check blank. Ya'll be careful out there, or we won't have any option. Les Featherston -------------------------------1144957347 The one or two companies that insure Rocket's have us in their grasp. The only game in town. About the only decision to make is who (the agency) gives you the service that you want/need. I can only say that J.T. Helms at Nation Air has given me the very, very best service imaginable for the past nine years. I had a total loss of hull (no there was no one in the airplane at the time, and not my Rocket). You cannot know the fear that grips your heart when you make that call until "your faithfull" agent answers the phone, and says "don't worry, I'll take care of everything!" Best of all he did. J.T. is at 887-465-5860 Well put, Milt, about leaving the check blank. Ya'll be careful out there, or we won't have any option. Les Featherston -------------------------------1144957347-- ________________________________________________________________________________
From: "Rob Mokry" <robmokry(at)covad.net>
Subject: RE: Insurance
Date: Apr 14, 2006
Try Skysmith Insurance Broker. Very reasonable coverage through London Insurance provided. ________________________________________________________________________________
Date: Apr 14, 2006
From: "Granwel Esteban" <burningbluephoto(at)gmail.com>
Subject: Re: RE: Insurance
What's considered reasonable? Thanks. On 4/14/06, Rob Mokry wrote: > > Try Skysmith Insurance Broker. > Very reasonable coverage through London Insurance provided. > > ________________________________________________________________________________
From: "Rob Mokry" <robmokry(at)covad.net>
Subject: RE:Insurance
Date: Apr 15, 2006
Rocket Insurance Hi, I prefer not to list my quote over the internet. I do have a second pilot, commercial/business use and plenty of hull coverage and am very happy with it. If you are shopping, why not get a quote for your particulars? Just listing another resource....options are good! Rob ________________________________________________________________________________
From: "css nico" <nico(at)cybersuperstore.com>
Subject: flying fire-fighting tanker
Date: Apr 15, 2006
Some more nice scenes of a flying fire-fighting tanker. Some scenes show the tanker with turboprops and other scenes with radial engines. Nice, nonetheless. Enjoy. http://www.teletuition.org/documents/Aviation/Movies/SuperTankerFireFighter.wmv Nico ________________________________________________________________________________
From: "css nico" <nico(at)cybersuperstore.com>
Cc: "Rocket-List(at)Matronics.Com"
Subject: Fw: A nice flight
Date: Apr 22, 2006
Folks, This is a video clip of a commercial flight between Johannesburg and Cape Town in 2000. I shot the video, edited and narrated it. Hope you enjoy it. Thanks Nico http://www.teletuition.org/documents/Aviation/Movies/Johannesburg%20to%20Cape%20Town.wmv ________________________________________________________________________________
Subject: Rocket Training
From: "B25Flyer" <dougr(at)petroblend.com>
Date: Apr 25, 2006
All, Mark Fredricks Ole' 84 has a new home. It's the gray F1 EVO that raced at Reno at over 250 mph. Mark and Curtiss installed a brand new IFR panel including a Big Dynon, Garmin 430 and some other goodies. The insurance man allows me to use it for Dual only and the EAA training waiver is approved. For those who don't know me, a brief bio. I have an ATP, CFII, MEII with type ratings in B-25, DC-3, PBY, and experimental ratings in the Mustang, Corsair, Hellcat, and T-28. I own a small business based in Mason City Iowa. Based at MCW we have long wide runways with little traffic and free lodging available in my hanger. Tailwinds, Doug Rozendaal dougr(at)petroblend.com 641-423-0734o 641-425-5432c Read this topic online here: http://forums.matronics.com/viewtopic.php?p=30566#30566 ________________________________________________________________________________
From: <laboggan(at)mywdo.com>
Subject:
Date: Apr 25, 2006
Just for the fun of it I'll tell all of you my insurance quotes thus far. $3,800. a year. Covers the plane and me. Figure I'll keep it a year and then sell it. ________________________________________________________________________________
Date: Apr 25, 2006
From: vft(at)aol.com
Subject: Stuff for sale
I've started to clean out some of the stuff accumulated in my shop. Falcon vertical card compass, mounted in panel but never used. --$100 F1 MK1 engine mount-- free to anyone who will pay shipping Lancair 4P engine mount (TSIO-550)-- same as above Danny Melnik F1 #25 Melbourne (FL) Rocket Factory ________________________________________________________________________________
Date: Apr 25, 2006
From: "Granwel Esteban" <burningbluephoto(at)gmail.com>
Subject: Re: Stuff for sale
Falcon card - lighted? voltage? Thanks. Joe On 4/25/06, vft(at)aol.com wrote: > > > I've started to clean out some of the stuff accumulated in my shop. > > Falcon vertical card compass, mounted in panel but never used. --$100 > F1 MK1 engine mount-- free to anyone who will pay shipping > Lancair 4P engine mount (TSIO-550)-- same as above > > > Danny Melnik > F1 #25 > Melbourne (FL) Rocket Factory > > ________________________________________________________________________________
From: "Tom Martin" <fairlea(at)amtelecom.net>
Subject:
Date: Apr 26, 2006
Yes that is a lot of money, but have you tried to insure an 18 to 20 old son as a primary driver of a vehicle? It makes airplane insurance seem reasonable! Tom Martin -----Original Message----- From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of laboggan(at)mywdo.com Sent: April 25, 2006 8:22 PM Subject: Rocket-List: Just for the fun of it I'll tell all of you my insurance quotes thus far. $3,800. a year. Covers the plane and me. Figure I'll keep it a year and then sell it. ________________________________________________________________________________
From: "Kevin Shannon" <kshannon(at)seanet.com>
Subject:
Date: Apr 26, 2006
I am fitting my wings to the fuselage, (HR II) does anybody have a dimension for the wing incidence? Can't find anything on this in the vintage RV-4 plans I have. Thanks, Kevin Shannon ________________________________________________________________________________
From: "css nico" <nico(at)cybersuperstore.com>
Subject: Truly earning your flight pay
Date: Apr 26, 2006
These guys had something to talk about after this... http://www.teletuition.org/documents/Aviation/Movies/EarningFlightPay.wmv= ________________________________________________________________________________
From: Morocketman(at)aol.com
Date: Apr 26, 2006
Subject: Rebel's Bluff FlyIn
The Fourth Annual Rebel's Bluff FlyIn for RV's and Rockets (plus all other aircraft) is scheduled for May 6th starting at 10:00AM till 5:00PM. Come and enjoy seeing all the interesting airplanes, and enjoy another great Ozarks Bar-B-Que lunch. Rebel's Bluff Airstrip is located in Southwest Missouri 2 miles north-north-east of Mt Vernon International Airport (2MO). Lat/longs are N37 06.1 and W93 52.2. Runway 14/32 is 2,200' x 65' of very nice sod. AvGas 100LL is available. Call or e-mail for more information. Les Featherston 417-425-3595c or 417-466-4663h ________________________________________________________________________________
From: Morocketman(at)aol.com
Date: Apr 26, 2006
Subject: Garmin 396 For Sale
Bob Magnassan has a brand new Garmin 396 in the box for $2,295. Contact Les at 417-466-4663 or e-mail Off-List at morocketman(at)AOL.com ________________________________________________________________________________
Subject:
Date: Apr 27, 2006
From: "Frazier, Vincent A" <VFrazier(at)usi.edu>
Cc: Kevin, We don't need no stinking RV-4 dimensions. Do this. More details are on the URL http://vincesrocket.com/finishing.htm 1) make the wing fit the fuselage. The limiting item will likely be the edge distance at the rear spar bolt holes. 2) ignore whether the fuselage is level. It doesn't really matter. Really, don't sweat it whatsoever. Well, OK make it somewhat level from left to right so that your Diet Coke doesn't slide off, but fore and aft isn't important. 3) level the wings to match the specs given i.e The data I have from Mark tells me to set the rear spar height 2.95" lower than the main spar when the fuselage is level. (Except don't worry about the fuselage being level.) 4) set the HS to Set the incidence on the HS using a 1/8" spacer on the front spar and a 13/32" spacer on the rear spar. 5) marvel at your genius. Mine flies straight. Yours should also. Here's a tip that I think that you will like very much if you have the gumption to do it now... Ignore the instructions that say to put the VS on straight. Why? How many RVs or Rockets have you seen that DON'T have a rudder trim tab? Not very many I'll bet. And they are always on the left side of the rudder aren't they? Well, mine doesn't have a rudder trim tab! I mounted my VS on crooked. OH MY! Yeah, well it works better that way. Mount the rear VS spar as usual but mount the front spar so that the LE of the VS is about 3/8" to the LEFT of the fuselage centerline. =20 Yes, that will make your store bought tail fairing not fit... but it won't anyway. They never do. Make your own and save time and money. Have fun. Vince=20 F-1H Rocket, N540VF http://vincesrocket.com/ I am fitting my wings to the fuselage, (HR II) does anybody have a dimension for the wing incidence? Can't find anything on this in the vintage RV-4 plans I have.=20 Thanks, Kevin Shannon ________________________________________________________________________________
From: "Jim Stone" <jrstone(at)insightbb.com>
Subject: Spokane and BFI Rocket builders/flyers
Date: Apr 30, 2006
I'm on the road this week with layovers in Spokane and Seattle and was = hoping to meet a Rocket builder or two in the area to see their project = and or go flying. Let me know if you are interested in a short visit. Jim Stone=20 Louisville KY Harmon Rocket II 95% done. ________________________________________________________________________________
From: JOHNTMEY(at)aol.com
Date: Apr 30, 2006
Subject: Re: NW Rocket builders/flyers
(to Jim Stone, Rocket "connections") Jim, My Rocket is at home but I'm not. "Home" is Sequim, WA 90 miles NW of Seattle. I will return on Friday May 5. My nearest Rocket neighbor is Pete Albrecht who flies a HR One (!!) and is building HR II. Pete flies from Port Townsend, OS9. We did some neat formation flying a couple weeks ago... giving the local Swift gaggle some competition. On nice weekends, PT is a favorite fly-in lunch spot... all kinds of things show up... food is good. My list of other NW builders/flyers isn't handy... perhaps they will make themselves known. Cheers, John Meyers N5800 do not archive ________________________________________________________________________________
Date: May 01, 2006
From: "Larry E. James" <larry(at)ncproto.com>
Subject: BFI Rocket Builders
Hi Jim, I'm one of 4 Rocket builders that I know of in the Northwest. John already responded; the other is Kevin S. I am in Bellevue (suburb of Seattle) and my project is in my basement. Tail and wings are finished and in storage at my business in Seattle. I would welcome the opportunity to meet up and swap notes etc !! Daytime phone is below. -- Larry E. James New Concepts Seattle, WA 206-633-3111 206-633-3114 fax larry(at)ncproto.com ________________________________________________________________________________ Cc: Rocket-List Digest Server
From: Ernest Hale <ehale@cheyenne-enviro.com>
Subject: Appraisal on a rocket
Date: May 01, 2006
Has anyone had any experience with getting their Rocket appraised? When I try to find somone they look at me with a blank stare. On May 1, 2006, at 5:14 PM, Larry E. James wrote: > > > Hi Jim, > I'm one of 4 Rocket builders that I know of in the > Northwest. John already responded; the other is Kevin S. > > I am in Bellevue (suburb of Seattle) and my project is > in my basement. Tail and wings are finished and in > storage at my business in Seattle. I would welcome the > opportunity to meet up and swap notes etc !! Daytime > phone is below. > -- > Larry E. James > New Concepts > Seattle, WA > 206-633-3111 > 206-633-3114 fax > larry(at)ncproto.com > > ________________________________________________________________________________
From: JOHNTMEY(at)aol.com
Date: May 01, 2006
Subject: Re: BFI Rocket Builders
To Larry, Kevin S. I hope to connect sometime... if you are interested. My Rocket isn't pretty, no paint yet, interior unfinished... but it flies ! Will try to be at Arlington... not for show. John Meyers N 5800 do not archive ________________________________________________________________________________
From: "Jim Stone" <jrstone(at)insightbb.com>
Subject: Re: BFI Rocket Builders
Date: May 01, 2006
Hi Larry, I'll be in Seattle tomorrow and will give you a call midday. Jim ----- Original Message ----- From: "Larry E. James" <larry(at)ncproto.com> Sent: Monday, May 01, 2006 5:14 PM Subject: Rocket-List: BFI Rocket Builders > > Hi Jim, > I'm one of 4 Rocket builders that I know of in the > Northwest. John already responded; the other is Kevin S. > > I am in Bellevue (suburb of Seattle) and my project is > in my basement. Tail and wings are finished and in > storage at my business in Seattle. I would welcome the > opportunity to meet up and swap notes etc !! Daytime > phone is below. > -- > Larry E. James > New Concepts > Seattle, WA > 206-633-3111 > 206-633-3114 fax > larry(at)ncproto.com > > > > > > > > > > > > ________________________________________________________________________________
From: "Craig Hilling" <inverteddecathlon(at)hotmail.com>
Subject: rocket manuevers
Date: May 01, 2006
Could anyone tell me what aerobatic manuevers are permitted in a Rocket ? I'm told the prop extension puts excessive force on the crank and wish to know what exactly you can and cannot perform without damaging the engine. Thanks- Craig ________________________________________________________________________________
Date: May 01, 2006
From: Matthew Menza <nwinterest(at)yahoo.com>
Subject: Re: rocket manuevers
It depends on your prop, engine mounts and type of maneuvers. Any "gentleman" aerobatics are fine; These include rolls, loops, cuban eights, inverted flight (with appropriate system). If you have a metal prop and you are doing radical snap rolls or abrupt maneuvers, you might bend the shaft. If you have a composite prop, you can get away with more radical stuff; the prop will absorb some of that energy and not transmit it to the shaft/bearings. But, the aircraft has limits too. It isn't an unlimited type of aircraft. It is build, more or less, for basic aerobatics...maybe a step more. -Good luck, Matt Could anyone tell me what aerobatic manuevers are permitted in a Rocket ? I'm told the prop extension puts excessive force on the crank and wish to know what exactly you can and cannot perform without damaging the engine. Thanks- Craig --------------------------------- ________________________________________________________________________________
Date: May 04, 2006
From: "Jeff Linebaugh" <jefflinebaugh(at)earthlink.net>
Subject: I can play this game!
OK...I am stuck for a week in Minneapolis, and sure would like to talk Rockets with anybody in the area...anybody close by?=0D =0D I did have a chance to go by SteinAir yesterday and made some good progre= ss on deciding what to do for my panel...good folks down there at SteinAir.=0D =0D Jeff=0D =0D =0D Jeff Linebaugh=0D jefflinebaugh(at)earthlink.net=0D F1 Rocket N240KT=0D Memphis, TN=0D =20 ________________________________________________________________________________
From: "Kevin Shannon" <kshannon(at)seanet.com>
Subject: prop governors
Date: May 05, 2006
Does anyone have an application guide for Woodward govs? I have an IO 540 C4B5 Narrow deck, the woodward 210932 gov I have came with the prop I bought, which was on a flying HRII that swiched to a composite. The shaft looks like it engages into the driveshaft far enough (about .45") but the studs are too short. Is this just a matter of putting on longer studs? Or do I have the wrong governor for a narrow deck- that is the question. Kevin Shannon ________________________________________________________________________________
Subject: RE: Prop Governers
Date: May 06, 2006
From: "Condon, Philip M." <pcondon(at)mitre.org>
My -540-C4B5 has a 1/4 inch or so spacer between the case and the governor. Without this spacer, the drive gear preload would be amiss. Also, the gaskets need care when installing to get the proper ones due to oil hole alignment. I would recommend a prop shop rebuild the governor. There are oil orifices and passages within the governor and the repair facility can tweak the governor and "match" your speed (Rocket) and Prop. Also, the proper gaskets can be supplied by the repair facility...they know which ones to use on both sides of the spacer....... " -----Original Message----- From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Rocket-List Digest Server Sent: Saturday, May 06, 2006 2:58 AM Subject: Rocket-List Digest: 1 Msgs - 05/05/06 * ================================================== Online Versions of Today's List Digest Archive ================================================== Today's complete Rocket-List Digest can also be found in either of the two Web Links listed below. The .html file includes the Digest formatted in HTML for viewing with a web browser and features Hyperlinked Indexes and Message Navigation. The .txt file includes the plain ASCII version of the Rocket-List Digest and can be viewed with a generic text editor such as Notepad or with a web browser. HTML Version: http://www.matronics.com/digest/rocket-list/Digest.Rocket-List.2006-05- 05.html Text Version: http://www.matronics.com/digest/rocket-list/Digest.Rocket-List.2006-05- 05.txt ================================================ EMail Version of Today's List Digest Archive ================================================ ---------------------------------------------------------- Rocket-List Digest Archive --- Total Messages Posted Fri 05/05/06: 1 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 12:25 PM - prop governors (Kevin Shannon) ________________________________ Message 1 _____________________________________ From: "Kevin Shannon" <kshannon(at)seanet.com> Subject: Rocket-List: prop governors Does anyone have an application guide for Woodward govs? I have an IO 540 C4B5 Narrow deck, the woodward 210932 gov I have came with the prop I bought, which was on a flying HRII that swiched to a composite. The shaft looks like it engages into the driveshaft far enough (about .45") but the studs are too short. Is this just a matter of putting on longer studs? Or do I have the wrong governor for a narrow deck- that is the question. Kevin Shannon ________________________________________________________________________________
Subject: RE: M O R E O N P R O P G O V E R N E R
Date: May 06, 2006
From: "Condon, Philip M." <pcondon(at)mitre.org>
Second thoughts.....maybe this governor was not the governor that matched the prop you got(Studd length amiss). Different governors base mount flanges are of different thicknesses (Garwin, Pesto, Woodward, (Cessna/Woodward). -----Original Message----- From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Rocket-List Digest Server Sent: Saturday, May 06, 2006 2:58 AM Subject: Rocket-List Digest: 1 Msgs - 05/05/06 * ================================================== Online Versions of Today's List Digest Archive ================================================== Today's complete Rocket-List Digest can also be found in either of the two Web Links listed below. The .html file includes the Digest formatted in HTML for viewing with a web browser and features Hyperlinked Indexes and Message Navigation. The .txt file includes the plain ASCII version of the Rocket-List Digest and can be viewed with a generic text editor such as Notepad or with a web browser. HTML Version: http://www.matronics.com/digest/rocket-list/Digest.Rocket-List.2006-05- 05.html Text Version: http://www.matronics.com/digest/rocket-list/Digest.Rocket-List.2006-05- 05.txt ================================================ EMail Version of Today's List Digest Archive ================================================ ---------------------------------------------------------- Rocket-List Digest Archive --- Total Messages Posted Fri 05/05/06: 1 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 12:25 PM - prop governors (Kevin Shannon) ________________________________ Message 1 _____________________________________ From: "Kevin Shannon" <kshannon(at)seanet.com> Subject: Rocket-List: prop governors Does anyone have an application guide for Woodward govs? I have an IO 540 C4B5 Narrow deck, the woodward 210932 gov I have came with the prop I bought, which was on a flying HRII that swiched to a composite. The shaft looks like it engages into the driveshaft far enough (about .45") but the studs are too short. Is this just a matter of putting on longer studs? Or do I have the wrong governor for a narrow deck- that is the question. Kevin Shannon ________________________________________________________________________________
From: Hr2pilot(at)aol.com
Date: May 06, 2006
Subject: Re: RE: M O R E O N P R O P G O V E R N E R
Remove the short studs and move forward. John ________________________________________________________________________________
From: "css nico" <nico(at)cybersuperstore.com>
Subject: In-house aerobatics
Date: May 06, 2006
This would make Bob Hoover drool. http://www.teletuition.org/documents/Aviation/Movies/InhouseAerobatics.wm= v Nico ________________________________________________________________________________
Date: May 09, 2006
From: "dvdbock" <dvdbock(at)verizon.net>
Subject: Portable Oxygen Systems: E-OX?
Am considering buying an Oxygen System for X/C use. Has anyone = experience with E-OX Portable Oxygen Systems by Aeromedix? Dave Bockelman F1 Rocket 046 ________________________________________________________________________________
From: "css nico" <nico(at)cybersuperstore.com>
Subject: Trip to Inhaca in Aero Commander 1984
Date: May 15, 2006
Folks, At long last the first of my aging videos have left the assembly line. = Your critique would be very much appreciated. It's quite long, over 25 = minutes, but the sound and sights made it very difficult to cut more = from the movie. A few hours have been reduced to 25 minutes. That was = not pleasant. It streams very well with broadband Internet connection, but if you only = have dial-up access to the Internet, I would particularly want to hear = if streaming such a large movie is practical, or should I produce a = version for dial-up with a smaller footprint. If that is a better = option, I would gladly produce a smaller version. Just let me know. Anyway, click on http://www.teletuition.org/ZS-CLZ.HTM and click on = InhacaTrip_1984.wmv on the list. Happy skies, y'all. Nico ________________________________________________________________________________
Date: May 15, 2006
From: "Lee Logan" <leeloganster(at)gmail.com>
Subject: Re: Trip to Inhaca in Aero Commander 1984
Extraordinary! I think I saw it all, did I miss any diving sequences? ________________________________________________________________________________
From: "css nico" <nico(at)cybersuperstore.com>
Subject: Re: Trip to Inhaca in Aero Commander 1984
Date: May 15, 2006
Not much, Lee. I wasn't equipped to go underwater with my video camera (1984!) so what I cut out were some scenes where the divers surfaced with some starfish and so on. with the video already over 25 minutes and it being a flying video, it had to go. Thanks for the feedback. Nico ----- Original Message ----- From: "Lee Logan" <leeloganster(at)gmail.com> Sent: Monday, May 15, 2006 2:01 PM Subject: Re: Rocket-List: Trip to Inhaca in Aero Commander 1984 > > Extraordinary! I think I saw it all, did I miss any diving sequences? > > ________________________________________________________________________________
From: "Chris Parkhurst" <c.parkhurst(at)charter.net>
Subject: Rocket Emp
Date: May 17, 2006
Gents After 6 years of sporadic effort on my F-1 QB (went to the war, moved, got married, had a baby..) I am finally looking at the light at the end of the tunnel and praying that it's not a train! Engine is on, panel is in and the CP is painted so it's starting to look like something. I built a standard RV-4 tail about 4 years ago and made the mod per John's plans as well as added .020 skins. Got a couple of questions that I hope some of you smart guys can help me out with: 1. Has anyone done any mods to the HS spar? Looks a little light as designed and have been thinking of adding some sort of doubler at the attach point. Comments/ideas welcome. 2. My ailerons are built but want to add a small trim tab/servo. Anyone have any experience with that retrofit? 3. Has anyone done any work with the rudder? Is it possible to balance? Thanks all... Chris ________________________________________________________________________________
From: "Ron Carter" <ronc(at)metropolisdesign.com>
Subject: Re: Rocket Emp
Date: May 18, 2006
Hi I have done the first two. See below. ----- Original Message ----- From: "Chris Parkhurst" <c.parkhurst(at)charter.net> Sent: Wednesday, May 17, 2006 10:22 PM Subject: Rocket-List: Rocket Emp > > Gents > > > After 6 years of sporadic effort on my F-1 QB (went to the war, moved, got > married, had a baby..) I am finally looking at the light at the end of the > tunnel and praying that it's not a train! Engine is on, panel is in and the > CP is painted so it's starting to look like something. I built a standard > RV-4 tail about 4 years ago and made the mod per John's plans as well as > added .020 skins. Got a couple of questions that I hope some of you smart > guys can help me out with: > > > 1. Has anyone done any mods to the HS spar? Looks a little light as > designed and have been thinking of adding some sort of doubler at the attach > point. Comments/ideas welcome. No reinforcement of the horizontal spar is required or recommended as far as I know. John Harmon says he has flown his HR2 to 300 mph as I recall. But there has been one tail failure that I know of on an RV-4. Can't comment on build quality in that case. None on a rocket. I dont think thereare any issues with RV-4 tail strength. > 2. My ailerons are built but want to add a small trim tab/servo. > Anyone have any experience with that retrofit? I added elecrtic trim on my ailerons after flying for a year and after they were painted. It is a pretty easy mod. I used 1" wide piano hinge with a servo under the aileron. It works great and is much easier to fly with than the manual type trim. Of course what you really need is an autopilot for those cross countries. > 3. Has anyone done any work with the rudder? Is it possible to > balance? Just a thought ,FYI - Last night I burned a little fuel an was fooling with the rudder- it is very stiff and not very easy to use during normal flight( above 180 mph) there is lots of pedal pressure. But you have to ask yourself, "How much easier do you really want it to be?" As is, the plane will not dutch roll from rudder inpput at normal cruise speeds. You can push on the rudder pretty hard and it just wags it's tail and straightens out within two oscillations, = very stable. The Rocket flies like a rocket- straight and true- it is not a plane designed for heavy gyroscopic style aerobatics. I dont fly mine beyond what Van calls "sportsman" aerobatics and I would start to be concerned about tail strength if I was yawing the plane excessively at high speeds or had the ability to do so. If you havent already, get a copy of 14 years of the RVator and read through the failure modes of the early Vans builders. It will help tremendously on understanding the design and its limitations. Ron Carter HR II #149 558 ttsn > > > Thanks all... > > > Chris > > ________________________________________________________________________________
From: "J Nelson" <u2nelson(at)prodigy.net>
Subject: Rocket Emp
Date: May 18, 2006
Chris The RV-4 spar is a little light when you look at the negative G.(From turbulence, not acro) During Neg G the horizontal is lifting the tail, and this puts compression forces on the top of the spar. If you look at how this is built, the forward spar is not supported on top and is susceptible to buckling. On the bottom it is supported by the attachments. The easy fix is to put a standard .063 extruded angle doubler across the top away from the vertical fins spar attach and tie it into the ribs. Also the forward spar of the vertical is pretty thin, I beefed mine up by .032 in the area of the bolt holes, and tapered the beef up into the spar about 8 inches. AFT spars seem OK. Ailerons; MAC trim servo is easily added into the aileron, even after it is built. The tab can be built right into the trailing edge, I went one bay out from the root end, and the width to fit between stiffeners and a chord of about 1.75 inches. The servo is up against the forward spar, attaches to the access plat which in turn is screwed on to the top of the skin, flush on the leading edge where the skins overlap already. I did a similar deal for the rudder also but attached the servo to the skin with doublers on the inside, you would need to do this as you built the rudder. As for balancing the rudder; Most don't and seem to not have any issues. I built a mass balance for mine, and balanced about 50%. Peace of mind I suppose, also lightens the rudder forces a bit. My F-1 with RV-4 tail and most HRIIs I have flown, when loaded to an aft CG like with a pax., have some Dutch roll in turbulence, although I have heard the ones with the RV-8 vertical tail do not. I increased the size of my vertical about 4 inches over stock RV-4 and I think it helped the situation but did not totally solve it either. IMO the vertical tail needs to be a bit bigger, and later F-1 kits have a much bigger vertical fin and I have not heard any complaints. Greg Nelson -----Original Message----- From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Chris Parkhurst Sent: Wednesday, May 17, 2006 9:23 PM Subject: Rocket-List: Rocket Emp Gents After 6 years of sporadic effort on my F-1 QB (went to the war, moved, got married, had a baby..) I am finally looking at the light at the end of the tunnel and praying that it's not a train! Engine is on, panel is in and the CP is painted so it's starting to look like something. I built a standard RV-4 tail about 4 years ago and made the mod per John's plans as well as added .020 skins. Got a couple of questions that I hope some of you smart guys can help me out with: 1. Has anyone done any mods to the HS spar? Looks a little light as designed and have been thinking of adding some sort of doubler at the attach point. Comments/ideas welcome. 2. My ailerons are built but want to add a small trim tab/servo. Anyone have any experience with that retrofit? 3. Has anyone done any work with the rudder? Is it possible to balance? Thanks all... Chris ________________________________________________________________________________
From: "John Linman" <joplin1(at)charter.net>
Subject: HARMON ROCKET II FOR SALE
Date: May 20, 2006
I just placed this ad in Barnstormers. HARMON ROCKET II =95 PRICE SLASHED =95 I must sell this beautiful Harmon Rocket II because of my age and related health problems. Cruise with your Van RV buddies or climb at 3000 fpm and accelerate out to 230 MPH when you are in a hurry. Gets excellent MPG at economy cruise 210 to 220 miles per hour. Light fast, mini fighter with 290 HP IO-540 Lycoming, 525 hrs, 2-blade Hartzell 95 hrs SOH, King KLX135A Gps/Comm, KY97A Transceiver, KT76A Transponder, Rocky Mountain Instrument Monitor and Encoder, Full Gyros, Navaid auto pilot couples to GPS, Whelen Strobes, Dual Landing Lights, Oxygen for two people and more. Click this URL for photos and details: http://www.myplaneonline.com/N76HR.html Contact John P. Linman - located Grants Pass, OR USA =95 Telephone: 541-218-8393 =95 Posted May 20, 2006 =95 Recommend This Ad to a Friend =95 Send a Message ________________________________________________________________________________
Date: May 22, 2006
From: Matt Dralle <dralle(at)matronics.com>
Subject: Matronics BBS Forums
Hello Listers, I just wanted to send out a reminder to all of the Listers regarding the new-ish BBS (Bulletin Board System) Forums that are available at Matronics for the Email Lists. The BBS Forums give you Web-based access into the same email content that is generated by the Email Lists. When an email message is posted to any of the email lists, a copy of the message is also copied to the respective List forum section on in the BBS Forums. By the same token, when a message is posted within the BBS Forum interface context, it will also be posted to the respective email list. Basically, the BBS Forums give you yet another method of accessing the Matronics Email List content. Some people prefer email, some prefer web forums; now you can have it either way or both with the Matronics Lists! You'll have to register for a login/password on the BBS Forum to _post_ from the BBS, but you can view message content without registering for an account. To Register for an account, look for the link at the top of the main BBS Forum page entitled "Register". Click on it and follow the instructions. Site Administrator approval will be required (to keep spammers out), but I will try to get these approved in less than 24 hours. If you haven't yet taken a look at the Matronics Email List content over on the BBS Forum, surf on over and take a peek. Its pretty cool. The URL is: http://forums.matronics.com I want to stress that the BBS Forums are simply an adjunct to the existing Matronics Email Lists; another way of viewing and interacting with the Matronics List content. If you like Email, great. If you like Web Forums, great. If you like both, great. Its up to you how you view and create your content. You will also find a URL link at the bottom of this email called Matronics List Features Navigator. You can click on this link at any time to find URL links to all of the other great features available on the Matronics site like the Archive Search Engine, List Browse, List Download, FAQs, Wiki, and lots more. There is a specific Navigator for each Email List and the link for this specific List is shown below. Thanks for all the great list participation and support; it is greatly appreciated! Matt Dralle Matronics Email List Administrator ________________________________________________________________________________
From: "Tom Martin" <fairlea(at)amtelecom.net>
Subject: first flight EVO wing
Date: May 23, 2006
I had my first flight of my F1 with the tapered EVO wing on Friday. Since then I have put about 6 hours on the plane. This wing has made quite a difference to the aircraft. I have a lot of hours in different rockets and although they do a lot of things very well they do land a bit on the hot side. This EVO wing takes me back to my RV4 days and I am loving it. I have had nine landings so far and all of them have had a shorter landing roll than my best standard wing rocket landings. It is too early to say anything about top speeds but based on prototype that I flew the EVO1 will be 5 to 10 knots faster as well. Expanding the flight envelope of an already fantastic airplane raises the bar for all sport planes. Over the years I have had quite a few people express interest in the rocket but they were a bit hesitant about landings speeds. The standard wing rocket is quite manageable, as we know, but the reputation was out there. This wing will open the world of rockets for more pilots, how good is that? Tom Martin ________________________________________________________________________________
Date: May 23, 2006
From: Sailor <bluebird266(at)dslextreme.com>
Subject: Re: first flight EVO wing
At 09:10 AM 5/23/2006, you wrote: Tom: Thanks for the update. Keep us old time HRII drivers posted about the new wing and numbers. When are you coming to California for some Pacific Ocean breezes. Harry Paine 266HP 405HRS > >I had my first flight of my F1 with the tapered EVO wing on Friday. Since >then I have put about 6 hours on the plane. This wing has made quite a >difference to the aircraft. I have a lot of hours in different rockets and >although they do a lot of things very well they do land a bit on the hot >side. This EVO wing takes me back to my RV4 days and I am loving it. I have >had nine landings so far and all of them have had a shorter landing roll >than my best standard wing rocket landings. It is too early to say anything >about top speeds but based on prototype that I flew the EVO1 will be 5 to 10 >knots faster as well. Expanding the flight envelope of an already fantastic >airplane raises the bar for all sport planes. Over the years I have had >quite a few people express interest in the rocket but they were a bit >hesitant about landings speeds. The standard wing rocket is quite >manageable, as we know, but the reputation was out there. This wing will >open the world of rockets for more pilots, how good is that? > > >Tom Martin > > ________________________________________________________________________________
Subject: F1 Rocket for sale
From: "N395V" <n395v(at)hughes.net>
Date: May 24, 2006
-------- Milt N395V F1 Rocket Read this topic online here: http://forums.matronics.com/viewtopic.php?p=36170#36170 ________________________________________________________________________________
From: "Wernerworld" <russ(at)wernerworld.com>
Subject: Bakersfield Fly-in
Date: May 24, 2006
John has been pretty quiet this year, but is anyone planning on hitting = the Bakoland EAA fly-in on the 3rd of June? I'm going to try to make it = for my annual Rocket fix, breakfast at Kern County, and getting my ass = kicked on the golf course by Harmon and his gang. Details on his site = www.harmonrocket.com Russ ________________________________________________________________________________
From: "Professor Fate" <vwbugin(at)sbcglobal.net>
Subject: Bakersfield Fly-In
Date: May 24, 2006
I plan to be there....Bringing Rocket I, Building Rocket II. Steve ________________________________________________________________________________
From: "Stuart Pearson" <stubiker(at)hotmail.com>
Subject: first flight EVO wing
Date: May 26, 2006
Hello, My name is Stuart Pearson. I live in Tucson, Arizona. I am new to the list and have a "new guy" question... Is the EVO wing available for the Rocket II or only the F1? I'm new to Rockets and want to educate myself before I start to build. Is there a good source of info about mods and options for the Rockets available? I've heard bits and pieces about things like flush skin joints etc. and would like to develop a plan before buying and building a Rocket II Kit. Any help or info would be greatly appreciated. Thanks for your time. Stuart (stubiker(at)hotmail.com) >I had my first flight of my F1 with the tapered EVO wing on Friday. Since >then I have put about 6 hours on the plane. This wing has made quite a >difference to the aircraft. I have a lot of hours in different rockets and >although they do a lot of things very well they do land a bit on the hot >side. This EVO wing takes me back to my RV4 days and I am loving it. I >have >had nine landings so far and all of them have had a shorter landing roll >than my best standard wing rocket landings. It is too early to say >anything >about top speeds but based on prototype that I flew the EVO1 will be 5 to >10 >knots faster as well. Expanding the flight envelope of an already fantastic >airplane raises the bar for all sport planes. Over the years I have had >quite a few people express interest in the rocket but they were a bit >hesitant about landings speeds. The standard wing rocket is quite >manageable, as we know, but the reputation was out there. This wing will >open the world of rockets for more pilots, how good is that? > > >Tom Martin > > ________________________________________________________________________________
From: "Wernerworld" <russ(at)wernerworld.com>
Subject: Bakersfield EAA hotel info
Date: May 26, 2006
The doubletree is not honoring the $89 rate listed on Harmon's site. I booked at the Best Western Crystal Palace Inn & Suites for $60 online. Supposedly they have transportation also, though I didn't confirm that. Russ HRII ________________________________________________________________________________
Subject: Re: NACA cockpit cooling vents
From: "N395V" <n395v(at)hughes.net>
Date: May 29, 2006
Vince, Pulled this off the VAF website and thought about this thread when I read it. Walter tufted the inside of a cowl and fillmed what went on. Bet dollars to doughnuts that this is what is going on with your rocket. Have you opened up the louvers yet and tried it? How about an update. > The first thing we learned is that what we learned in A&P school was just, flat, wrong. The air does NOT come in, go to the back plate, pressurize the cowl and go down through the fins. Nothing could be farther from the truth. > > The BASIC airflow is that the air enters the cowl openning at the outboard edges of the openning. It passes along the outboard edges of the cylinders until it gets to the back plate whereupon it turns inboard and meets the air that came in the other side right over the spine of the engine. This results in the air moving forward along the spine of the engine case toward the spinner where it exits the cowl and goes over the windscreen aft! That's why you get oil spots on the windscreen when you have an oil leak! > > Yep, about 70% of the air that comes in a cowl goes right back out the FRONT! That's why smaller opennings, limiting the air IN and baffles blocking the front are very helpful. If one tufts the cowl openning you will be surprised to see about half of those tufts pointing straight forward TOWARD the prop when in flight. That's the air going OUT forward. > > The biggest advantage in cooling is created by slowing the air down on top and creating a large deltaP with the lower deck. That allows more air to work it's way through the fins and allow engine heat to move into the air. It is essentially impossible to make intelligent changes in cowl and baffle design unless you can WATCH the airflow with the changes. They can be very counter-intuitive. > > We've fixed several problems that have existed for decades and we've run up on some to which the solutions remain elusive. One in particular really has me frustrated and downright chapped--dozens of brilliant ideas and sure-fire solutions have failed over many months of efforts. > > Walter Atkinson > Advanced Pilot Seminars > -------- Milt N395V F1 Rocket Read this topic online here: http://forums.matronics.com/viewtopic.php?p=37126#37126 ________________________________________________________________________________
Date: May 29, 2006
From: Matt Dralle <dralle(at)matronics.com>
Subject: Two New Email Lists at Matronics and Wiki Reminder!
Dear Listers, I have added two new email Lists to the Matronics Line up today. These include a Continental engine List and a Lightning aircraft List: =========== continental-list(at)matronics.com http://www.matronics.com/Navigator?Continental-List Everything related to the Continental aircraft engine. Sky's the limit on discussions here. =========== =========== lightning-list(at)matronics.com http://www.matronics.com/Navigator?Lightning-List This is an exciting new design from Arion Aircraft LLC in Shelbyville Tennessee. Pete Krotje has a very nice web site on the aircraft that can be found here: http://www.arionaircraft.com/ =========== Also, if you haven't checked out the new Matronics Aircraft Wiki, swing by and have a look. Remember, a Wiki is only as good as the content that the members put into it. Have a look over some of the sections, and if you've got some interesting or useful, please add it to the Wiki! Its all about YOU! :-) The URL for the Matronics Wiki is: http://wiki.matronics.com Best regards, Matt Dralle Matronics Email List Administrator ________________________________________________________________________________
From: "Bob & Toodie Marshall" <rtmarshall(at)osb.net>
Subject: Cowl cooling
Date: May 30, 2006
Hi Everyone, sounds like a great new thread starting on cooling issues, = to ask maybe a dumb question, has anybody separated the two sides of the = upper cowl with a spine/barrier going down the center of the engine to = stop some turbulence from starting at the back side of the cowl? thanks, = Bob Marshall, RR II/HR II ________________________________________________________________________________
From: "Kevin Shannon" <kshannon(at)seanet.com>
Subject: air filter/air box
Date: May 31, 2006
Does anyone have the K&N filter part # for the square filter that fits in the F-1 cowl airbox? I have an HII cowl and plan to build an airbox for it similar to the F-1 style. I decided against the ram air, I know I would forget to shut it off and frequently suck small flying critters into areas where they are not wanted. Kevin Shannon ________________________________________________________________________________
Date: May 31, 2006
From: Scot Stambaugh <f1rocket(at)yahoo.com>
Subject: looking for a good Annual Checklist
I'm starting my second annual on the rocket and am still looking for a good annual inspection checklist. Anybody out there proud of theres? thanks, Scot Stambaugh __________________________________________________ ________________________________________________________________________________
Subject: looking for a good Annual Checklist
Date: May 31, 2006
From: "Stewart, Michael (ISS Atlanta)" <mstewart(at)iss.net>
This will work. http://www2.mstewart.net:8080/Downloads/Annual%20Condition%20Checklist%2 0Template.doc enjoy Mike -----Original Message----- From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Scot Stambaugh Sent: Wednesday, May 31, 2006 1:12 PM Subject: Rocket-List: looking for a good Annual Checklist I'm starting my second annual on the rocket and am still looking for a good annual inspection checklist. Anybody out there proud of theres? thanks, Scot Stambaugh __________________________________________________ ________________________________________________________________________________
Subject: looking for a good Annual Checklist
Date: May 31, 2006
From: "Stewart, Michael (ISS Atlanta)" <mstewart(at)iss.net>
Sorry for the god awful url. That was pathetic. Try this http://tinyurl.com/o54fu Mike -----Original Message----- From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Stewart, Michael (ISS Atlanta) Sent: Wednesday, May 31, 2006 1:26 PM Subject: RE: Rocket-List: looking for a good Annual Checklist This will work. http://www2.mstewart.net:8080/Downloads/Annual%20Condition%20Checklist%2 0Template.doc enjoy Mike -----Original Message----- From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Scot Stambaugh Sent: Wednesday, May 31, 2006 1:12 PM Subject: Rocket-List: looking for a good Annual Checklist I'm starting my second annual on the rocket and am still looking for a good annual inspection checklist. Anybody out there proud of theres? thanks, Scot Stambaugh __________________________________________________ ________________________________________________________________________________
From: "J Nelson" <u2nelson(at)prodigy.net>
Subject: RE: looking for a good Annual Checklist
Date: May 31, 2006
Here you go. Might have some formatting errors due to different word versions. Greg Nelson -----Original Message----- From: owner-f1builders(at)lists.cc.utexas.edu [mailto:owner-f1builders(at)lists.cc.utexas.edu] On Behalf Of Scot Stambaugh Sent: Wednesday, May 31, 2006 10:12 AM Subject: looking for a good Annual Checklist I'm starting my second annual on the rocket and am still looking for a good annual inspection checklist. Anybody out there proud of theres? thanks, Scot Stambaugh __________________________________________________ ________________________________________________________________________________
From: "Fred Weaver" <Mytyweav(at)earthlink.net>
Subject: Re: RE: looking for a good Annual Checklist
Date: May 31, 2006
Greg, did you forget to attach it? Weav ----- Original Message ----- From: "J Nelson" <u2nelson(at)prodigy.net> Sent: Wednesday, May 31, 2006 8:46 PM Subject: Rocket-List: RE: looking for a good Annual Checklist > > Here you go. Might have some formatting errors due to different word > versions. > > > Greg Nelson > > > > -----Original Message----- > From: owner-f1builders(at)lists.cc.utexas.edu > [mailto:owner-f1builders(at)lists.cc.utexas.edu] On Behalf Of Scot Stambaugh > Sent: Wednesday, May 31, 2006 10:12 AM > To: rocket-list(at)matronics.com; f1builders(at)lists.cc.utexas.edu > Subject: looking for a good Annual Checklist > > I'm starting my second annual on the rocket and am > still looking for a good annual inspection checklist. > Anybody out there proud of theres? > > thanks, > > Scot Stambaugh > > __________________________________________________ > > > > > > > > > > > > > > > > > -- > > ________________________________________________________________________________
Date: Jun 01, 2006
From: Scot Stambaugh <f1rocket(at)yahoo.com>
Subject: looking for a good Annual Checklist
Thak you everybody who responded. As usual, I got everything I needed. scot __________________________________________________ ________________________________________________________________________________
From: "Kevin Shannon" <kshannon(at)seanet.com>
Subject: injector servo clearance problems
Date: Jun 01, 2006
I have the Airflow Performance 95 degree elbow and a stock HR II cowl. The elbow just clears the cowl, but not enough clearance for the servo. Does the elbow made by HR have a different profile than the AFP elbow which would allow more clearance, or do I need to start cutting holes in my newly fitted cowl? Kevin Shannon ________________________________________________________________________________
From: "blairclan" <blairclan(at)bigpond.com>
Subject: injector servo clearance problems
Date: Jun 02, 2006
I have Johns elbow and didn't need to cut anything. Cheers Tony -----Original Message----- From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Kevin Shannon Sent: Friday, 2 June 2006 2:11 AM Subject: Rocket-List: injector servo clearance problems I have the Airflow Performance 95 degree elbow and a stock HR II cowl. The elbow just clears the cowl, but not enough clearance for the servo. Does the elbow made by HR have a different profile than the AFP elbow which would allow more clearance, or do I need to start cutting holes in my newly fitted cowl? Kevin Shannon ________________________________________________________________________________
From: Hr2pilot(at)aol.com
Date: Jun 01, 2006
Subject: Re: injector servo clearance problems
The HR II elbow is for the RSA5 injector John ________________________________________________________________________________
From: Hr2pilot(at)aol.com
Date: Jun 01, 2006
Subject: (no subject)
The BBQ at L45 is on for this saterday try to make it ________________________________________________________________________________
Date: Jun 03, 2006
From: Matt Dralle <dralle(at)matronics.com>
Subject: List Enclosure Support
Dear Listers, Over the years, I have resisted the urge to enable enclosure support on the Matronics Lists for a number of reasons relating to performance, capacity, capability, and security. However, its now 2006 and most everyone using email these days is on an email client that, at some level, supports the viewing and handling of enclosures. I get a fair amount of email each month from people on the various Lists asking why their posts of this or that picture didn't go through. Back quite a while ago by popular request, I enabled enclosure support for a few Lists such as the RV10-List, Kolb-List, and the Tailwind-List. Contrary to my fears, there really hasn't been any significant issues on these Lists relating to the advent of enclosure support and for the most part, members have policed themselves well with respect to the size of things they have posted. Having enclosures enabled on some Lists and not others has given me a fair amount of headaches with respect to filtering messages and content since the formats are often quite different between a typical MIME encoded message and a generic plain-text message. The spammers are getting more cleaver all the time and are constantly trying to thwart my best efforts at keeping them from posting to the Lists. So, for these reasons, I've have decided to go ahead and enable limited enclosure posting on all of the email Lists at Matronics. This will not only increase the utility of the Lists, but will afford me a better opportunity to filter out the chaff. Here are some of the features and limits of enclosures on the Matronics Lists: 1) Enclosures will only be posted to the Real Time version of the Lists. 2) Enclosures will NOT be included in the Daily Digest version of the Lists. 3) Enclosures WILL BE forwarded on to the BBS Forum Web site. 4) Enclosures will NOT be appended to the Archives. 5) Enclosures will NOT be available in the List Browse feature. 6) Only the following file types and extensions will be allowed: jpg, bmp, gif, txt, xls, pdf, and doc All other enclosures types will be rejected and email returned to sender. The enclosure types listed above are relatively safe from a virus standpoint and don't pose a particularly large security risk. 7) !! All incoming enclosures will be scanned for viruses prior to posting to the List. This is done in real time and will not slow down the process of posting the message !! Here are some rules for posting enclosures. Failure to abide by these rules could result in the removal of a subscriber's email address from the Lists. 1) Pay attention to what you are posting!! Make sure that the files you are enclosing aren't HUGE (greater that 1MB). Remember that there are still people checking they're email via dial up modem. If you post 30MB worth of pictures, you are placing an unnecessary burden on these folks and the rest of us, for that matter. 2) SCALE YOUR PICTURES DOWN!!! I don't want to see huge 3000 x 2000 pictures getting posted that are 3 or 4MB each. This is just unacceptable. Use a program such as Photoshop to scale the picture down to something on the order of 800 x 600 and try to keep the file size to less-than 200KB, preferably much less. Microsoft has a really awesome utility available for free that allows you to Right-Click on a picture in Explorer and automatically scale it down and resave it. This is a great utility - get it, use it! http://www.microsoft.com/windowsxp/downloads/powertoys/xppowertoys.mspx Look for the link "Image Resizer" 3) !! This would seem to go without saying, but I'll say it anyway. Do not post anything that would be considered offensive by your grandmother. And you know what I'm saying; I don't want to see anything even questionable. !! 4) REMEMBER THIS: If you post a 1MB enclosure to a List with 1000 members subscribed, your 1MB enclosure must be resent 1000 times amounting to 1MB X 1000 = 1 Gigabyte of network traffic!! BE CAREFUL and BE COURTEOUS! I hope everyone will enjoy the added functionality of enclosures. Please police yourself and use good judgement when posting messages with enclosures using the guidelines I've outlined above. Best regards, Matt Dralle Matronics Email List Administrator ________________________________________________________________________________
From: "Tim C" <tlc2(at)telus.net>
Subject: List - Enclosure Support (jpegs etc...)
Date: Jun 05, 2006
RV4 er, Matt Dralle gets dragged into the 21st century, kicking and screaming ;-) Tim Cramb Cold Lk. ----- Original Message ----- From: "Rocket-List Digest Server" <rocket-list(at)matronics.com> Sent: Sunday, June 04, 2006 12:57 AM Subject: Rocket-List Digest: 1 Msgs - 06/03/06 > * > > ================================================= > Online Versions of Today's List Digest Archive > ================================================= > > Today's complete Rocket-List Digest can also be found in either of the > two Web Links listed below. The .html file includes the Digest formatted > in HTML for viewing with a web browser and features Hyperlinked Indexes > and Message Navigation. The .txt file includes the plain ASCII version > of the Rocket-List Digest and can be viewed with a generic text editor > such as Notepad or with a web browser. > > HTML Version: > > http://www.matronics.com/digest/rocket-list/Digest.Rocket-List.2006-06-03.html > > Text Version: > > http://www.matronics.com/digest/rocket-list/Digest.Rocket-List.2006-06-03.txt > > > =============================================== > EMail Version of Today's List Digest Archive > =============================================== > > > ---------------------------------------------------------- > Rocket-List Digest Archive > --- > Total Messages Posted Sat 06/03/06: 1 > ---------------------------------------------------------- > > > Today's Message Index: > ---------------------- > > 1. 04:54 PM - List Enclosure Support (Matt Dralle) > > > ________________________________ Message 1 _____________________________________ > > > From: Matt Dralle <dralle(at)matronics.com> > Subject: Rocket-List: List Enclosure Support > > > Dear Listers, > > Over the years, I have resisted the urge to enable enclosure support on the Matronics > Lists for a number of reasons relating to performance, capacity, capability, > and security. However, its now 2006 and most everyone using email these > days is on an email client that, at some level, supports the viewing and handling > of enclosures. I get a fair amount of email each month from people on the > various Lists asking why their posts of this or that picture didn't go through. > > > Back quite a while ago by popular request, I enabled enclosure support for a few > Lists such as the RV10-List, Kolb-List, and the Tailwind-List. Contrary to > my fears, there really hasn't been any significant issues on these Lists relating > to the advent of enclosure support and for the most part, members have policed > themselves well with respect to the size of things they have posted. > > Having enclosures enabled on some Lists and not others has given me a fair amount > of headaches with respect to filtering messages and content since the formats > are often quite different between a typical MIME encoded message and a generic > plain-text message. The spammers are getting more cleaver all the time and > are constantly trying to thwart my best efforts at keeping them from posting > to the Lists. > > So, for these reasons, I've have decided to go ahead and enable limited enclosure > posting on all of the email Lists at Matronics. This will not only increase > the utility of the Lists, but will afford me a better opportunity to filter > out the chaff. > > Here are some of the features and limits of enclosures on the Matronics Lists: > > 1) Enclosures will only be posted to the Real Time version of the > Lists. > > 2) Enclosures will NOT be included in the Daily Digest version of > the Lists. > > 3) Enclosures WILL BE forwarded on to the BBS Forum Web site. > > 4) Enclosures will NOT be appended to the Archives. > > 5) Enclosures will NOT be available in the List Browse feature. > > 6) Only the following file types and extensions will be allowed: > > jpg, bmp, gif, txt, xls, pdf, and doc > > All other enclosures types will be rejected and email returned to > sender. The enclosure types listed above are relatively safe from > a virus standpoint and don't pose a particularly large security risk. > > 7) !! All incoming enclosures will be scanned for viruses prior to posting > to the List. This is done in real time and will not slow down > the process of posting the message !! > > > Here are some rules for posting enclosures. Failure to abide by these rules could > result in the removal of a subscriber's email address from the Lists. > > 1) Pay attention to what you are posting!! Make sure that the files > you are enclosing aren't HUGE (greater that 1MB). Remember that there > are still people checking they're email via dial up modem. If you post > 30MB worth of pictures, you are placing an unnecessary burden on these > folks and the rest of us, for that matter. > > 2) SCALE YOUR PICTURES DOWN!!! I don't want to see huge 3000 x 2000 > pictures getting posted that are 3 or 4MB each. This is just > unacceptable. Use a program such as Photoshop to scale the picture > down to something on the order of 800 x 600 and try to keep the > file size to less-than 200KB, preferably much less. > > Microsoft has a really awesome utility available for free that allows > you to Right-Click on a picture in Explorer and automatically > scale it down and resave it. This is a great utility - get it, use it! > http://www.microsoft.com/windowsxp/downloads/powertoys/xppowertoys.mspx > Look for the link "Image Resizer" > > 3) !! This would seem to go without saying, but I'll say it anyway. Do not > post anything that would be considered offensive by your grandmother. > And you know what I'm saying; I don't want to see anything even > questionable. !! > > 4) REMEMBER THIS: If you post a 1MB enclosure to a List with 1000 members > subscribed, your 1MB enclosure must be resent 1000 times amounting > to 1MB X 1000 = 1 Gigabyte of network traffic!! BE CAREFUL and BE COURTEOUS! > > I hope everyone will enjoy the added functionality of enclosures. Please police > yourself and use good judgement when posting messages with enclosures using > the guidelines I've outlined above. > > Best regards, > > Matt Dralle > Matronics Email List Administrator > > ________________________________________________________________________________
Subject: cooling airflow
Date: Jun 05, 2006
From: "Frazier, Vincent A" <VFrazier(at)usi.edu>
Cc: Milt, I just returned from vacation and saw your posting on the Rocket list. I'd like to do a test of blocking part of the airflow and seeing what happens. It would be very interesting indeed! I've got a camera mounted in the inlet already. Tufting the airflow shouldn't be that hard to do! Finding the time to do it is another thing! Vince Frazier 3965 Caborn Road Mount Vernon, IN 47620 812-464-1839 work 812-985-7309 home F-1H Rocket, N540VF http://vincesrocket.com/airplane%20junk.html ________________________________________________________________________________
Date: Jun 05, 2006
From: "Lee Logan" <leeloganster(at)gmail.com>
Subject: Re: cooling airflow
If a center divider works out, what about some baffling attached to it to divert some of the (presumed) forward flow along the engine upper centerline, down and over the cylinder bases? Might be an interesting experiment. If much of the cooling in-flow is being diverted by the aft baffles back toward the front of the engine rather than down through the cylinder fins, giving that flow (especially as it will now be slower), another chance to go where you want it might work. You have 200+ knot airflow coming in the cooling openings being slowed to near zero at the rear of the baffles and rerouted forward. Might not be too hard to get some "thermal work" out of it... On 6/5/06, Frazier, Vincent A wrote: > > Milt, > > I just returned from vacation and saw your posting on the Rocket list. > I'd like to do a test of blocking part of the airflow and seeing what > happens. It would be very interesting indeed! > > I've got a camera mounted in the inlet already. Tufting the airflow > shouldn't be that hard to do! Finding the time to do it is another thing! > > Vince Frazier > 3965 Caborn Road > Mount Vernon, IN 47620 > 812-464-1839 work > 812-985-7309 home > F-1H Rocket, N540VF > *http://vincesrocket.com/airplane%20junk.html*> > > ________________________________________________________________________________
From: "Ron Carter" <ronc(at)metropolisdesign.com>
Subject: cowling for sale
Date: Jun 06, 2006
Hi HR@ guys- I have a Harmon Rocket II cowl for sale. It is crated and ready to deliver imediately. I never used it and it is in perfect original condition. Asking $500.00 plus freight. HR2 #149 N230RC Ron Carter Metropolis Design Inc. 900 North 400 West #13 North Salt Lake, UT 84054 801-298-0406 v. 801-299-9942 f. ________________________________________________________________________________
From: "Tim C" <tlc2(at)telus.net>
Subject: Re: cowling for sale
Date: Jun 07, 2006
Ron, sent you an email direct to yer house :-) Tim Cold Lk. ----- Original Message ----- From: Ron Carter To: rocket-list(at)matronics.com Sent: Tuesday, June 06, 2006 4:17 PM Subject: Rocket-List: cowling for sale Hi HR@ guys- I have a Harmon Rocket II cowl for sale. It is crated and ready to deliver imediately. I never used it and it is in perfect original condition. Asking $500.00 plus freight. HR2 #149 N230RC Ron Carter Metropolis Design Inc. 900 North 400 West #13 North Salt Lake, UT 84054 801-298-0406 v. 801-299-9942 f. ________________________________________________________________________________
From: "Tim C" <tlc2(at)telus.net>
Subject: Re: Rocket-List Bakersfield flyin
Date: Jun 09, 2006
Jim, tried several versions of your' website url....No Joy> Can you try that again in English? ;-) Tim C Cld Lk. ________________________________________________________________________________
From: "Jim Anglin" <n144hr(at)earthlink.net>
Subject: 2006 Bakersfield pics
Date: Jun 09, 2006
Sorry about the url - I reversed the ~ and the / http://home.earthlink.net/~jlanglin44 If anyone sees any errors let me know. Jim Anglin ________________________________________________________________________________
Subject: copper antenna tape
Date: Jun 12, 2006
From: "Frazier, Vincent A" <VFrazier(at)usi.edu>
Any of you guys need some copper tape to make your hidden antenna?? http://cgi.ebay.com/ws/eBayISAPI.dll?ViewItem&item=8292565445&rd=1&ss pag ename=STRK%3AMESE%3AIT&rd=1 Vince ________________________________________________________________________________
From: "css nico" <nico(at)cybersuperstore.com>
Subject: Absolutely precious...
Date: Jun 12, 2006
Absolutely precious... http://alt.coxnewsweb.com/ajc/swf/blueangels/blueangels_lite.swf Nico ________________________________________________________________________________
From: "Brinker" <brinker@cox-internet.com>
Subject: Re: Absolutely precious...
Date: Jun 12, 2006
Absolutely too funny. I could'nt resist forwarding it to others. Thanks Randy ----- Original Message ----- From: css nico To: Art La Combe Sent: Monday, June 12, 2006 5:24 PM Subject: Rocket-List: Absolutely precious... Absolutely precious... http://alt.coxnewsweb.com/ajc/swf/blueangels/blueangels_lite.swf Nico ________________________________________________________________________________
Date: Jun 13, 2006
From: John Linman <joplin1(at)charter.net>
Subject: =?ISO-8859-1?B?Um9ja2V0LUxpc3Q6IEhBUk1PTiBST0NLRVQgSUkgoCBGT1IgU0FMRQ==?
I just placed this ad in Barnstormers. HARMON ROCKET II - PRICE SLASHED - I must sell this beautiful Harmon Rocket II because of my age and related health problems. Cruise with your Van RV buddies or climb at 3000 fpm and accelerate out to 230 MPH when you are in a hurry. Gets excellent MPG at economy cruise 210 to 220 miles per hour. Light fast, mini fighter with 290 HP IO-540 Lycoming, 525 hrs, 2-blade Hartzell 95 hrs SOH, King KLX135A Gps/Comm, KY97A Transceiver, KT76A Transponder, Rocky Mountain Instrument Monitor and Encoder, Full Gyros, Navaid auto pilot couples to GPS, Whelen Strobes, Dual Landing Lights, Oxygen for two people and more. Click this URL for photos and details: http://www.myplaneonline.com/N76HR.html Contact John P. Linman - located Grants Pass, OR USA - Telephone: 541-218-8393 - Posted May 20, 2006 - Recommend This Ad to a Friend - Send a Message ________________________________________________________________________________
Subject: FW: Missile Balloons
Date: Jun 14, 2006
From: "Frazier, Vincent A" <VFrazier(at)usi.edu>
These are fricking sweet. I wish I knew where to get some. And how cool would it be to tie one to the tail of your airplane and fly past the control tower? The Homeland Security guys would soil their pants. Vince -----Original Message----- From: bfrazier Sent: Tuesday, June 13, 2006 5:05 PM Subject: Missle Balloons Dad, you definitely need these for your truck. http://www.i-am-bored.com/bored_link.cfm?link_id=17842 ________________________________________________________________________________
Subject: FW: Summer heating woes!
Date: Jun 14, 2006
From: "Frazier, Vincent A" <VFrazier(at)usi.edu>
I'm no expert, but this info might be of use to someone out there in Rocketland. Vince ________________________________ From: **** @aol.com Sent: Wednesday, June 14, 2006 9:00 AM Subject: Summer heating woes! As the temps climb into the low 90's here my normal 195 oil temp has headed for 205, and the cylinders are running about 385 except number six which is 410. **** wanted me to try his "air ramps" in front of the 1 and 2 cylinders. I still think my air outlet under the back of the cowling is too tight. What do you think I should try first? What oil temp scares you? My oil temps are no problem in climb, but get hotter and hotter as the flight progresses. I left the oil dip stick loose on one flight and did notice the "backwards" air flow putting very small amounts of oil out on the front of the intake ducts. I know, move to Alaska, Cheers, XXXXX ________________________________ From: Frazier, Vincent A Sent: Wednesday, June 14, 2006 9:55 AM Subject: RE: Summer heating woes! **** , I sure wish I had a few photos of what's under your cowling!! I suppose that these are the first things that I'd try (in order of easiest 1st) 1) turn off the elctronic ignition advance and see if it affects the temps. Not sure if that is possible with your setup, but my Rose system could do that. The Rose system caused a large temp swing when it was on, towards higher CHTs. When running on a mag only, the EGTs went up (because the fuel was still burning as it left the cylinder.) 2) make sure that all air leaks are sealed. I used at least 2 tubes of red RTV around the baffles. Check the flexible baffle materials that seal to the top cowl, particularly around the case right behind the prop. I've seen HUGE air leaks there on many planes. 3) fly only when it's raining. Just kidding. 4) remove the upper gear intersection fairings (if you can safely fly without them holding your gear leg fairings in place) and see if you can shim the lower cowl air outlet open farther than it normally would be. I can do this on mine, but yours...???? Having the outlet propped open with a couple 5/8" spacers makes a measurable difference on mine. 5) have you removed the excess flashing that is found on many cylinder fins near the spark plugs? I'm told that it can cause higher temps. Refer to http://vincesrocket.com/Engine%20and%20Prop.htm . It's the first thing on the top of the page. 6) it's getting ugly now.... fly your plane to Hepler and leave it for at least 6 months while I test and rebuild the entire cooling system. Shouldn't cost more than $75,000 plus fuel for me to fly it everywhere between here and Florida. I can guarantee a temperature drop... but only during December. 7) you can add an airflow smoothing ramp around the engine mount tubes to help smooth the exiting air. It is easy to do, cheap, lightweight.... but may or may not help. It certainly won't hurt. Here is a photo of mine: http://vincesrocket.com/2004-09-08/engine%20view%2014.jpg 8) balance your injectors and run LOP per Don Rivera at Airflow Performance. Guaranteed to lower your cruising temps. 9) install louvers on the lower cowl. I believe that this helped drop the temps on my plane by at least 20 degrees, but I would try everything else first. I don't really think that I needed the louvers since my temps were fine for the way I fly the plane, local conditions, etc. I just had to do it because I wanted to see what effect they would have! (Same reason that I shortened the gear legs!.... experimental is more fun) 10) what oil cooler are you using? Some claim that the SW is the best. My Positech (get the latest revision if you don't have it already) works fine. I'm sure that you've already hammered this area, but have a second look. 11) I'm beginning to think that our inlets aren't very efficient either. Lopresti must have some reason to make those ugly round inlets. Adding a set of those would really screw up your paint. 12) get one of the super duper ultra cowls that some guys are using. I have no data on them. You're on your own. I'll wager that one of these would screw up your paint and your wallet. Good luck, Vince ________________________________________________________________________________
From: "Tom Martin" <fairlea(at)amtelecom.net>
Subject: FW: Summer heating woes!
Date: Jun 14, 2006
As well as all the excellent suggestions that Vince has I have a simple one that you can try that does not cost a cent! In the summer months remove your heat muff and all the associated tubing. You lose two ways with a heat muff on in the summer. One; it is still generating heat even when you are not using it and all the air that goes through it to the cabin in the winter is now circulating in the cowling. Two; with out the heat muff on you have just plugged a two inch hole in your baffles.. How hard do we work to plug every crack and crevice and then we dump this two inch hole of air out the back. It might not make any difference but if you have an engine that is running warm what can it hurt to try it. I take mine off in the spring and put it on in the fall when the passengers start to complain. Tom _____ From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Frazier, Vincent A Sent: June 14, 2006 10:59 AM Subject: Rocket-List: FW: Summer heating woes! I'm no expert, but this info might be of use to someone out there in Rocketland. Vince _____ From: **** @aol.com Sent: Wednesday, June 14, 2006 9:00 AM Subject: Summer heating woes! As the temps climb into the low 90's here my normal 195 oil temp has headed for 205, and the cylinders are running about 385 except number six which is 410. **** wanted me to try his "air ramps" in front of the 1 and 2 cylinders. I still think my air outlet under the back of the cowling is too tight. What do you think I should try first? What oil temp scares you? My oil temps are no problem in climb, but get hotter and hotter as the flight progresses. I left the oil dip stick loose on one flight and did notice the "backwards" air flow putting very small amounts of oil out on the front of the intake ducts. I know, move to Alaska, Cheers, XXXXX _____ From: Frazier, Vincent A Sent: Wednesday, June 14, 2006 9:55 AM Subject: RE: Summer heating woes! **** , I sure wish I had a few photos of what's under your cowling!! I suppose that these are the first things that I'd try (in order of easiest 1st) 1) turn off the elctronic ignition advance and see if it affects the temps. Not sure if that is possible with your setup, but my Rose system could do that. The Rose system caused a large temp swing when it was on, towards higher CHTs. When running on a mag only, the EGTs went up (because the fuel was still burning as it left the cylinder.) 2) make sure that all air leaks are sealed. I used at least 2 tubes of red RTV around the baffles. Check the flexible baffle materials that seal to the top cowl, particularly around the case right behind the prop. I've seen HUGE air leaks there on many planes. 3) fly only when it's raining. Just kidding. 4) remove the upper gear intersection fairings (if you can safely fly without them holding your gear leg fairings in place) and see if you can shim the lower cowl air outlet open farther than it normally would be. I can do this on mine, but yours...???? Having the outlet propped open with a couple 5/8" spacers makes a measurable difference on mine. 5) have you removed the excess flashing that is found on many cylinder fins near the spark plugs? I'm told that it can cause higher temps. Refer to http://vincesrocket.com/Engine%20and%20Prop.htm . It's the first thing on the top of the page. 6) it's getting ugly now.... fly your plane to Hepler and leave it for at least 6 months while I test and rebuild the entire cooling system. Shouldn't cost more than $75,000 plus fuel for me to fly it everywhere between here and Florida. I can guarantee a temperature drop... but only during December. 7) you can add an airflow smoothing ramp around the engine mount tubes to help smooth the exiting air. It is easy to do, cheap, lightweight.... but may or may not help. It certainly won't hurt. Here is a photo of mine: http://vincesrocket.com/2004-09-08/engine%20view%2014.jpg 8) balance your injectors and run LOP per Don Rivera at Airflow Performance. Guaranteed to lower your cruising temps. 9) install louvers on the lower cowl. I believe that this helped drop the temps on my plane by at least 20 degrees, but I would try everything else first. I don't really think that I needed the louvers since my temps were fine for the way I fly the plane, local conditions, etc. I just had to do it because I wanted to see what effect they would have! (Same reason that I shortened the gear legs!.... experimental is more fun) 10) what oil cooler are you using? Some claim that the SW is the best. My Positech (get the latest revision if you don't have it already) works fine. I'm sure that you've already hammered this area, but have a second look. 11) I'm beginning to think that our inlets aren't very efficient either. Lopresti must have some reason to make those ugly round inlets. Adding a set of those would really screw up your paint. 12) get one of the super duper ultra cowls that some guys are using. I have no data on them. You're on your own. I'll wager that one of these would screw up your paint and your wallet. Good luck, Vince ________________________________________________________________________________
From: "Jerry Manda" <174mm(at)sbcglobal.net>
Subject: 2006 Bakersfield pics/ more picts
Date: Jun 15, 2006
Jim, I enjoyed your picts and I like your plane. Here's a link to my gallery(hope it works) with picts of the "Bakersfield Bunch" fly in. Great steak, Huh? www.pbase.com/mark2nite/bakersfield_eaa_71_june_2006 mark rv-7a 108hrs. -----Original Message----- From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Jim Anglin Sent: Friday, June 09, 2006 5:50 PM Subject: Rocket-List: 2006 Bakersfield pics Sorry about the url - I reversed the ~ and the / http://home.earthlink.net/~jlanglin44 If anyone sees any errors let me know. Jim Anglin ________________________________________________________________________________
From: "Phil Ayrton" <payrton(at)bigpond.net.au>
Subject: UMA 1 1/4" instruments
Date: Jun 16, 2006
I have just completed an RV-4 180hp project, and have used some of the small UMA 1 1/4" instruments (oil pressure, oil temperature and fuel pressure) to help save space on the small RV-4 panel. They look great, but I have a problem with them during flight. I am getting wildly erratic readings while flying. My oil pressure gauge sometimes reads 80-90psi, then will drop to zero, and often sits at zero while flying after showing a sensible reading at start up and run up, and it often flickers inflight. The low pressure light has not come on and the engine has always remained operational, also my oil temp gauge initially appears to operate as expected then runs up to the 300 deg F peg, then back to 250, back to 300 for a minute or more. After aborting these flights and returning to base under partial power the engine shows no sign of damage or overheating. I have just ordered a new oil temp probe and oil pressure sensor from Aircraft Spruce to take away any suspicion of incorrect sensors, but I think I may have an electrical/wiring problem. There was no wiring diagram in the box when these arrived from Spruce and so far my email to UMA remains unanswered. I notice some of the Rocket photos show these gauges. Can anyone provide information on these gauges, their reliability and performance during flight. Any other suggestions regarding wiring checks would also be greatly appreciated. Philip Ayrton Australia ________________________________________________________________________________
From: "Ron Carter" <ronc(at)metropolisdesign.com>
Subject: Re: UMA 1 1/4" instruments
Date: Jun 16, 2006
I have a UMA fuel pressure gauge. It bounces quite a bit,+ - 12 psi sometimes. Then other times it is totally stable. I have tried three of them over the years with pretty much the same result for all of them. Ron Carter, HR2 ----- Original Message ----- From: Phil Ayrton To: rocket-list(at)matronics.com Sent: Friday, June 16, 2006 2:03 AM Subject: Rocket-List: UMA 1 1/4" instruments I have just completed an RV-4 180hp project, and have used some of the small UMA 1 1/4" instruments (oil pressure, oil temperature and fuel pressure) to help save space on the small RV-4 panel. They look great, but I have a problem with them during flight. I am getting wildly erratic readings while flying. My oil pressure gauge sometimes reads 80-90psi, then will drop to zero, and often sits at zero while flying after showing a sensible reading at start up and run up, and it often flickers inflight. The low pressure light has not come on and the engine has always remained operational, also my oil temp gauge initially appears to operate as expected then runs up to the 300 deg F peg, then back to 250, back to 300 for a minute or more. After aborting these flights and returning to base under partial power the engine shows no sign of damage or overheating. I have just ordered a new oil temp probe and oil pressure sensor from Aircraft Spruce to take away any suspicion of incorrect sensors, but I think I may have an electrical/wiring problem. There was no wiring diagram in the box when these arrived from Spruce and so far my email to UMA remains unanswered. I notice some of the Rocket photos show these gauges. Can anyone provide information on these gauges, their reliability and performance during flight. Any other suggestions regarding wiring checks would also be greatly appreciated. Philip Ayrton Australia ________________________________________________________________________________
From: Matthew Finkelstein <mfinkmd(at)hargray.com>
Date: Jun 17, 2006
Subject: Rocket Flight Training
I just got back from flight training with Doug Rozendaal in Ol' 84. What a blast !! Flying an F1 from the front seat makes it seem like you're flying a completely different airplane that in the back seat. I have nothing but positive things to say about the whole experience. It was definitely one of the highlights of my 26 years as a pilot. Mason City airport is a great location without a whole lot of traffic and great runways. I'm already planning a return trip. Thanks again to Doug for the training and hospitality. Thanks to Mark for a phenomenal aircraft. Matt Finkelstein ________________________________________________________________________________
From: JOHNTMEY(at)aol.com
Date: Jun 19, 2006
Subject: Rockets at Arlington ?
Any Rockets, builders, or enthusiasts going to Arlington WA Fly-in July 6-9 ? _http://www.nweaa.org/?menu=home_ (http://www.nweaa.org/?menu=home) I hope to be there one of the days, likely Sat July 8 Neighbor Pete Albrecht will probably attend (HR I, building HR II) John Meyers (HR II N5800, no paint yet) ________________________________________________________________________________
From: f1rocket(at)telus.net
Date: Jun 20, 2006
Subject: Re: Rockets at Arlington ?
I'll be there with C-FROK, and of course the Rocket formation team (Ken and Eric) are going to be there. Jeff 119 no paint either. Quoting JOHNTMEY(at)aol.com: > > Any Rockets, builders, or enthusiasts going to Arlington WA Fly-in July > 6-9 ? > > _http://www.nweaa.org/?menu=home_ (http://www.nweaa.org/?menu=home) > > I hope to be there one of the days, likely Sat July 8 > > Neighbor Pete Albrecht will probably attend (HR I, building HR II) > > > > John Meyers (HR II N5800, no paint yet) > > > > > > > > > > > > > ________________________________________________________________________________
From: "Eric Parlow" <ericparlow(at)hotmail.com>
Date: Jun 20, 2006
Subject: IFR Rockets
I'm interested in the pros and cons of flying a Rocket IFR. And if you do, what equipment are you using? ERic-- ________________________________________________________________________________
From: "N395V" <n395v(at)hughes.net>
Date: Jun 21, 2006
Subject: Re: IFR Rockets
2 Blue Mountains, FL210 flight Cheetah, SL 30com Nav and BMA Autopilot -------- Milt N395V F1 Rocket Read this topic online here: http://forums.matronics.com/viewtopic.php?p=42021#42021 ________________________________________________________________________________
From: "Delamarter, Jon" <JDelamarter(at)lycoming.textron.com>
Date: Jun 22, 2006
Subject: Lycoming Thunderbolt Engines
To All: I am new to the Matronics email list and would like to introduce myself. My name is Jon A. Delamarter. I hold an A&P license and a degree in aircraft maintenance from Spartan School of Aeronautics (Tulsa, OK). I have been married for more than my adult life (since 19) and have the world's most wonderful wife and the 4 most beautiful and intelligent daughters that God ever created. (My dog's pretty smart too.) I have about 50 hours of dual in my logbook but have not soloed due to a disagreement between me and Uncle Sam regarding my medical. As a certified airplane freak and airport bum, I might just hold some sort of record for "Most Types Flown Before Solo." I am particularly proud of the fact that I have T-6 aerobatic instruction on the first page of my logbook! My professional aviation career began upon graduation from Spartan on December 17, 1999. In the short 6 years since, I have enjoyed an unbelievably rewarding life. With the blessings of loving family support, an excellent education, and an absolute dedication to excellence, I have experienced career satisfaction and growth that I could not have imagined. If you love this business, it will be good to you! If you don't love it, get out. If I have learned one thing thus far, it is this: It's always about the people! I have no idea how many of you will read this email, but I want you to know something. You aviation folks are my family. I am proud and humbled to be part of you. Having said all that, and at the risk of sounding crassly commercial, I'd love to tell you folks about what I'm doing now. As of February 1st of this year, it has been my privilege to serve as manager of Lycoming's brand-new experimental hot-rod shop, Thunderbolt Engines. As you know, the absence of Lycoming's direct participation in the past has not prevented the dominance of our brand in the experimental market. We owe this not only to those designers who build their aircraft around our engine, but also and perhaps even more so, to the inherent reliability and simplicity of our engines. The bottom line is that, although many of you are willing to experiment with different aircraft designs and construction techniques, few have the desire to step away from the known quantity of a Lycoming engine. In recognition of this fact, Lycoming began a journey down a new road last year with the introduction of the kit program. This program is responsible for the influx of new experimental Lycoming based engines being sold by 6 shops across the country. With this move, Lycoming formally acknowledged the credibility of the custom engine for the common man. On April 5th of this year, at Sun-'n-Fun in Lakeland, FL, Lycoming made public the next step in its journey by unveiling Thunderbolt Engines. Thunderbolt Engines exists to provide homebuilders, race pilots, and competition aerobatic pilots with a factory engineered, factory built, factory supported, factory guaranteed custom engine. In the brief span of time since the announcement, we have been pleased to learn that the first reaction from most of our customers upon learning about Thunderbolt Engines is shock followed immediately by excitement. The most common comments have been something like, "I'm so glad you guys are finally doing this. I've been waiting a long time and really didn't expect it to happen." After recovering from their initial surprise, many builders have eagerly shared their ideas and concepts for customizing our engines. There are a significant number of builders who are willing to pay a fair price for a factory experimental engine. This core group understands the importance of supporting the customization process with proper and adequate engineering, quality, assembly, and testing protocol. Thunderbolt Engines is housed in the ATC (Advanced Technology Center) here at Lycoming. The ATC is still under development and will eventually consist of four build cells, static display areas, an aircraft integration laboratory, a customer/employee training facility, and offices. Once completed, the ATC will be available to you for tours and training. We are currently operational and are delivering engines. The intent is to construct a state-of-the-art facility Advancement. In plain English, we are creating, through the ATC, a knowledge pool. We encourage you to challenge us with your requests and ideas. We are discovering that many of our customers know a lot about our product. Through our involvement in the kit program, we have developed relationships with individuals and companies that have successfully and responsibly modified our engines for many years. Through our customer satisfaction surveys, we are gaining accurate, real-time Voice of the Customer (VOC) data. We have gained experience and customer exposure through our support of Reno racing and competition aerobatics. In addition, Lycoming has made significant additions to its engineering staff. These folks come from various backgrounds and bring fresh perspective and skills to the table. By leveraging the data gathered from all these resources, (customers, kit shops, customer surveys, racing/aerobatics, engineering, etc.), we are building the knowledge pool. This data not only accelerates our development technically, it also allows us to focus on developing those products that best fulfill the needs of the customer. The development of a Thunderbolt engine begins and ends with the Voice of the Customer. Many builders call us requesting pricing for a specific engine. While we certainly provide that information, we also attempt to glean as much information as possible regarding specific aircraft application and desired performance. From that data, we are frequently able to provide the builder with several options, some of which they may not have known existed. Through this process, we accomplish two things. First, we match the builder with a custom solution that best accomplishes their stated goal. Secondly, and equally important, we demonstrate our commitment to the customer's best interests, rather than pushing a particular product. Our customers have expressed a great deal of satisfaction with this process and have been quick to differentiate us from the competition in this regard. Thunderbolt Engines are currently segregated into three series: Signature, Extreme, and Competition. A Thunderbolt Signature Series Engine is differentiated from a certified, production engine in several ways. Like all Thunderbolt Engines, Signature Series engines are constructed in dedicated build cells by two man teams. In addition to being team built, Signature engines are internally balanced and will be configured to the customer's exact specifications. Items that may be customized range from major configuration changes such as crankcase or crankshaft to fuel systems, ignition systems, sumps, induction components, and turbocharging. Customers will also choose from appearance options such as engine color(s), chrome, etc. Billet aluminum components such as the prototype rocker covers displayed at Sun-'n-Fun are in development but not yet online. Representative of this series would be the engine built last year for Mike Melville, the world's first civilian astronaut. This engine was an O-360-A4M configured for updraft cooling and incorporating an experimental Ellison fuel system. Mike operates this engine in a Long-EZ. Thunderbolt Signature Series engines will receive a 2-year warranty. This is a real warranty with real value. Thunderbolt Extreme Series engines incorporate all the features of the Signature Series and continue to the next level in terms of performance upgrades. These items may consist of mildly increased compression ratio or boost levels, or other yet to be defined upgrades. Thunderbolt Extreme Series engines will receive a reduced warranty, due to the expected types of operational dynamics. Thunderbolt Competition Series engines incorporate all the features of the Signature and Extreme Series and continue to the maximum level of performance. These upgrades may consist of dramatically increased compression ratio or boost levels, water injection, and/or other yet to be defined upgrades. Representative of this group would be the engines built for Jon Sharp's Nemesis NXT and Mike Jones' Glasair III. Also representative of this group would be the engine we just shipped to Extra for the new Mike Goulian airplane. This engine is an AEIO-580-L1B5 with very special cylinders, pistons, and sparkplugs. Once fully broken in, we are expecting 340-350 hp @ 2700 RPM and 11:1 compression. Walter Extra reports unbelievable climb from an extremely smooth-running engine. Competition Series engines will be limited to highly experienced pilots and will require a signed agreement from the customer limiting his right to sell or change ownership of the engine. Any such change would require Lycoming's approval. The purpose of this constraint is to prevent the sale of a 340hp AEIO-580 to a 40hr. Cessna driver! These engines are all out performance machines, have no representation of reliability, and carry no warranty. Okay, enough for the blurb. Let's get down to brass tacks. At not quite 32 years of age, I am smart enough to know that I'm still wet behind the ears! I do not pretend to know everything there is to know about aircraft engines. However, I absolutely believe in Lycoming Engines and stand ready to support you in any way possible. I am here to serve as the conduit between you, the builder, and the full support of Lycoming's able staff of engineers, technicians, and support personnel. I want you to know that I share your enthusiasm for our sport and that I hope for the opportunity to speak to each of you. I will be at Arlington, Oshkosh, and Reno. Please drop by or contact me with your questions and ideas. I will make every attempt to answer your inquiry personally and in a timely fashion. Sincerely, Jon A. Delamarter Thunderbolt Manager Lycoming Engines (570)327-7115 ________________________________________________________________________________
From: scudrunr(at)mho.com
Date: Jun 23, 2006
Subject: EAA Regional Fly-In
Are any Rocketeer's planning on attending the Regional Fly-In this weekend at FTG? I don't think i'm going to be able to go but if someone is headed this way I would make a special effort to attend. Thanks Alot, Aaron Villery F1 S/N 134 ________________________________________________________________________________
From: "Ron Carter" <ronc(at)metropolisdesign.com>
Date: Jun 23, 2006
Subject: Re: EAA Regional Fly-In
Where/What is ftg? ----- Original Message ----- Sent: Friday, June 23, 2006 8:05 AM > > Are any Rocketeer's planning on attending the Regional Fly-In this weekend > at FTG? I don't think i'm going to be able to go but if someone is headed > this way I would make a special effort to attend. > > Thanks Alot, > Aaron Villery > F1 S/N 134 > > ________________________________________________________________________________
From: scudrunr(at)mho.com
Date: Jun 23, 2006
Subject: Re: EAA Regional Fly-In
Front Range Airport, Watkins Colorado, KFTG > > > Where/What is ftg? > ----- Original Message ----- > Sent: Friday, June 23, 2006 8:05 AM > > >> >> Are any Rocketeer's planning on attending the Regional Fly-In this >> weekend >> at FTG? I don't think i'm going to be able to go but if someone is >> headed >> this way I would make a special effort to attend. >> >> Thanks Alot, >> Aaron Villery >> F1 S/N 134 >> >> >> >> >> >> >> >> >> >> >> >> >> > > ________________________________________________________________________________
From: "B25Flyer" <dougr(at)petroblend.com>
Date: Jun 24, 2006
Subject: Re: IFR Rockets
I have: Dynon D100, G430, Icom A200, Xponder, Digitrak, Altrack, T&B, Airspeed, Alt, Battery powered handheld GPS I would not recommend flying an RV or a Rocket IFR without a wingleveler. It would be a handful. It is also the best backup you have to an attitude indicator failure. Doug Rozendaal F1 EVO IFR Read this topic online here: http://forums.matronics.com/viewtopic.php?p=42840#42840 ________________________________________________________________________________
From: "julian dib" <juliandib(at)hotmail.com>
Date: Jul 02, 2006
Subject: cht
please, if somebody can give mi some information about this, i have a rocket with a engine io-540 the temperature cht number 4 indicates up to 700,the egt is normal the spark plug and the comprssion is ok, it can be the indicator the one that is wrong? or wath i nead to do? tanks julian from mexico >From: Rocket-List Digest Server <rocket-list(at)matronics.com> >Reply-To: rocket-list(at)matronics.com >To: Rocket-List Digest List >Subject: Rocket-List Digest: 0 Msgs - 06/29/06 >Date: Thu, 29 Jun 2006 23:57:32 -0700 > >* > > ================================================= > Online Versions of Today's List Digest Archive > ================================================= > >Today's complete Rocket-List Digest can also be found in either of the >two Web Links listed below. The .html file includes the Digest formatted >in HTML for viewing with a web browser and features Hyperlinked Indexes >and Message Navigation. The .txt file includes the plain ASCII version >of the Rocket-List Digest and can be viewed with a generic text editor >such as Notepad or with a web browser. > >HTML Version: > > >http://www.matronics.com/digest/rocket-list/Digest.Rocket-List.2006-06-29.html > >Text Version: > > >http://www.matronics.com/digest/rocket-list/Digest.Rocket-List.2006-06-29.txt > > > =============================================== > EMail Version of Today's List Digest Archive > =============================================== > > > ---------------------------------------------------------- > Rocket-List Digest Archive > --- > Total Messages Posted Thu 06/29/06: 0 > ---------------------------------------------------------- > > >Today's Message Index: >---------------------- > > ________________________________________________________________________________
From: Richard Riley <richard(at)riley.net>
Date: Jul 01, 2006
Subject: Re: cht
Switch it with the #2 or #6 probe, see if the high temperature reading stays with #4 or moves with the probe. Alternatively, dip the probe in boiling water and see if you get 212 degrees. At 10:04 PM 7/1/2006, you wrote: ________________________________________________________________________________
From: "julian dib" <juliandib(at)hotmail.com>
Date: Jul 02, 2006
Subject: Re: cht
gracias amigo for this tip julian >From: Richard Riley <richard(at)riley.net> >Reply-To: rocket-list(at)matronics.com >To: rocket-list(at)matronics.com >Subject: Re: Rocket-List: cht >Date: Sat, 01 Jul 2006 22:14:42 -0700 > > >Switch it with the #2 or #6 probe, see if the high temperature reading >stays with #4 or moves with the probe. > >Alternatively, dip the probe in boiling water and see if you get 212 >degrees. > > >At 10:04 PM 7/1/2006, you wrote: > >> >>please, if somebody can give mi some information about this, i have a >>rocket with a engine io-540 the temperature cht number 4 indicates up to >>700,the egt is normal the spark plug and the comprssion is ok, it can be >>the indicator the one that is wrong? or wath i nead to do? >>tanks julian from mexico >> >> >>>From: Rocket-List Digest Server <rocket-list(at)matronics.com> >>>Reply-To: rocket-list(at)matronics.com >>>To: Rocket-List Digest List >>>Subject: Rocket-List Digest: 0 Msgs - 06/29/06 >>>Date: Thu, 29 Jun 2006 23:57:32 -0700 >>> >>>* >>> >>> ================================================= >>> Online Versions of Today's List Digest Archive >>> ================================================= >>> >>>Today's complete Rocket-List Digest can also be found in either of the >>>two Web Links listed below. The .html file includes the Digest formatted >>>in HTML for viewing with a web browser and features Hyperlinked Indexes >>>and Message Navigation. The .txt file includes the plain ASCII version >>>of the Rocket-List Digest and can be viewed with a generic text editor >>>such as Notepad or with a web browser. >>> >>>HTML Version: >>> >>> >>>http://www.matronics.com/digest/rocket-list/Digest.Rocket-List.2006-06-29.html >>> >>>Text Version: >>> >>> >>>http://www.matronics.com/digest/rocket-list/Digest.Rocket-List.2006-06-29.txt >>> >>> >>> =============================================== >>> EMail Version of Today's List Digest Archive >>> =============================================== >>> >>> >>> ---------------------------------------------------------- >>> Rocket-List Digest Archive >>> --- >>> Total Messages Posted Thu 06/29/06: 0 >>> ---------------------------------------------------------- >>> >>> >>>Today's Message Index: >>>---------------------- >>> >>> >>> >>> >>> >>> >>> >>> >>> >>> >>> >>> >>> >>> >>> >>> >>> >>> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >>-- >>Checked by AVG Anti-Virus. > > >-- >Checked by AVG Anti-Virus. > > >http://www.matronics.com/Navigator?Rocket-List >http://wiki.matronics.com > > ________________________________________________________________________________
From: Richard Riley <richard(at)riley.net>
Date: Jul 02, 2006
Subject: Re: cht
I should have added this. If you switch the probe to a different cylinder, run it on the ground to see if the high temperature follows the probe. If your cyl head is really getting to 700 degrees you have a SERIOUS engine problem, and I wouldn't fly the airplane again until you have figured this problem out. It's probably the probe, if it was real the engine probably would have died before this. But strange things can happen - a Cont. 550 blew the cyl off the case and caught on fire, but the pilot said it kept running smoothly (It didn't end well). At 04:38 AM 7/2/2006, you wrote: > >gracias amigo for this tip >julian > > >>From: Richard Riley <richard(at)riley.net> >>Reply-To: rocket-list(at)matronics.com >>To: rocket-list(at)matronics.com >>Subject: Re: Rocket-List: cht >>Date: Sat, 01 Jul 2006 22:14:42 -0700 >> >> >>Switch it with the #2 or #6 probe, see if the >>high temperature reading stays with #4 or moves with the probe. >> >>Alternatively, dip the probe in boiling water and see if you get 212 degrees. >> >> >>At 10:04 PM 7/1/2006, you wrote: >> >>> >>>please, if somebody can give mi some >>>information about this, i have a rocket with a >>>engine io-540 the temperature cht number 4 >>>indicates up to 700,the egt is normal the >>>spark plug and the comprssion is ok, it can be >>>the indicator the one that is wrong? or wath i nead to do? >>>tanks julian from mexico >>> >>> >>>>From: Rocket-List Digest Server <rocket-list(at)matronics.com> >>>>Reply-To: rocket-list(at)matronics.com >>>>To: Rocket-List Digest List >>>>Subject: Rocket-List Digest: 0 Msgs - 06/29/06 >>>>Date: Thu, 29 Jun 2006 23:57:32 -0700 >>>> >>>>* >>>> >>>> ================================================= >>>> Online Versions of Today's List Digest Archive >>>> ================================================= >>>> >>>>Today's complete Rocket-List Digest can also be found in either of the >>>>two Web Links listed below. The .html file includes the Digest formatted >>>>in HTML for viewing with a web browser and features Hyperlinked Indexes >>>>and Message Navigation. The .txt file includes the plain ASCII version >>>>of the Rocket-List Digest and can be viewed with a generic text editor >>>>such as Notepad or with a web browser. >>>> >>>>HTML Version: >>>> >>>> >>>>http://www.matronics.com/digest/rocket-list/Digest.Rocket-List.2006-06-29.html >>>> >>>>Text Version: >>>> >>>> >>>>http://www.matronics.com/digest/rocket-list/Digest.Rocket-List.2006-06-29.txt >>>> >>>> >>>> =============================================== >>>> EMail Version of Today's List Digest Archive >>>> =============================================== >>>> >>>> >>>> ---------------------------------------------------------- >>>> Rocket-List Digest Archive >>>> --- >>>> Total Messages Posted Thu 06/29/06: 0 >>>> ---------------------------------------------------------- >>>> >>>> >>>>Today's Message Index: >>>>---------------------- >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>>> >>> >>> >>> >>> >>> >>> >>> >>> >>> >>> >>> >>> >>> >>> >>> >>>-- >>>Checked by AVG Anti-Virus. >> >> >>-- >>Checked by AVG Anti-Virus. >> >> >> >> >> >> >>http://www.matronics.com/Navigator?Rocket-List >>http://wiki.matronics.com >> >> >> >> >> >> >> >> > > >-- >Checked by AVG Anti-Virus. -- Checked by AVG Anti-Virus. ________________________________________________________________________________
From: JOHNTMEY(at)aol.com
Date: Jul 05, 2006
Subject: Re: Arlington Not
Work schedule changed. I'm stuck overseas. Will miss Arlington. Pity. John Meyers N5800 do not archive ________________________________________________________________________________
From: "B25Flyer" <dougr(at)petroblend.com>
Date: Jul 06, 2006
Subject: Great photos!
All, Max Haynes is an Air to Air Photographer that did a photo essay on the Rocket. Check it out at: http://maxair2air.com/06AIR/Rocket/rocketintro.html When you get done dig around in Max's website for some other very good airplane (& airplane people) Photography. Tailwinds, Doug Rozendaal F1-EVO Read this topic online here: http://forums.matronics.com/viewtopic.php?p=45185#45185 ________________________________________________________________________________
From: Morocketman(at)aol.com
Date: Jul 06, 2006
Subject: Need Help with Cowling Ducts
John Goodman just finished and flew his beautiful RV-9/Suburu. His oil cooler is supplied by a 2 1/2" S.C.A.T. tube that begans in the left intake of the cowling. With the intake horizontal at the bottom of the intake, oil temps were at the very upper limit near 250F. After installing a 2 inch "temporary" 90 degree elbow (thanks to the Aviation Department at Lowe's), temps are acceptable at about 205F on 90F days here in Missouri. Does anyone have expertise in ducts in the left side of RV cowlings? Would a N.A.C.A. duct work installed at 45 degrees to the airstream on the forward underside of the cowl? Would a plain round duct work just as well? There is a guy in Dallas (?) whose RV-8 (?) has several ducts to cool his turbo chargers. The airplane has a nickname like "Greased Lightning"? Anyone know him or his experience with ducting? Please respond off list, or send me his phone number. Anyone know of a source of fiberglass ducts which would adapt well to the inside of an RV-9 cowling into a S.C.A.T. tube? Thanks everyone, Les Featherston 417-425-3595 ________________________________________________________________________________
From: "panhandler1956" <bowens2(at)insight.rr.com>
Date: Jul 09, 2006
Subject: Re: the ole -4 vs -8 vs HRII thread
I posted this on VansAirforce.net today, but I believe you Rocketeers are outnumbered over there. Anyway, I am really struggling with the whole RV-8 vs HRII decision. Seems like you can build both for close to the same amount of money. Also I can't afford an F-1 Rocket QB or we wouldn't be having this conversation. I plan to build over 5+ year period to pay cash (might finance the FWF) for the project so that might offset the complexity of the HRII. Stuff I have identified: RV-8 - much easier to build (this is a big one for me right now) - more builder support - no chance of burning 20gph (good and bad) - not as pretty as the HRII (IMHO) - cheaper to insure HRII - Fast - Climbs like an elevator - Hard to build with mixing 2 component manufacturers (3 in my case with F-1 parts too) - Can build for about the same as an -8 I am pretty intimidated by the build compared to the factory -8. I am pretty handy and have rebuilt a wood and fabric biplane (Jungster I) and worked at a composite kit factory for 2 years building 2/3 scale P-51 replicas (FEW), but I have no metal airplane experience to speak of. I fly for a living so the "hot" factor isn't a concern, but rather an advantage in my book - I like airplanes that scare kids and old ladies. Any input is appreciated! Brent -------------------------------------------------------------------------------- Last edited by panhandler1956 : Today at 01:34 PM. -------- Brent O. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=45968#45968 ________________________________________________________________________________
From: "Fred LaForge" <fred.laforge(at)verizon.net>
Date: Jul 09, 2006
Subject: Re: the ole -4 vs -8 vs HRII thread
I restored a J-3 and a Swift, then built a RV-4 and am now building a HR-II.I would recomend if you havent done metalworking, the RV-8 would be a lot easier. Good luck with whatever your choice is. ----- Original Message ----- Sent: Sunday, July 09, 2006 5:53 PM > > > I posted this on VansAirforce.net today, but I believe you Rocketeers are > outnumbered over there. Anyway, I am really struggling with the whole RV-8 > vs HRII decision. Seems like you can build both for close to the same > amount of money. Also I can't afford an F-1 Rocket QB or we wouldn't be > having this conversation. I plan to build over 5+ year period to pay cash > (might finance the FWF) for the project so that might offset the > complexity of the HRII. > > Stuff I have identified: > RV-8 > - much easier to build (this is a big one for me right now) > - more builder support > - no chance of burning 20gph (good and bad) > - not as pretty as the HRII (IMHO) > - cheaper to insure > > > HRII > - Fast > - Climbs like an elevator > - Hard to build with mixing 2 component manufacturers (3 in my case with > F-1 parts too) > - Can build for about the same as an -8 > > I am pretty intimidated by the build compared to the factory -8. I am > pretty handy and have rebuilt a wood and fabric biplane (Jungster I) and > worked at a composite kit factory for 2 years building 2/3 scale P-51 > replicas (FEW), but I have no metal airplane experience to speak of. > > I fly for a living so the "hot" factor isn't a concern, but rather an > advantage in my book - I like airplanes that scare kids and old ladies. > > Any input is appreciated! > > Brent > > -------------------------------------------------------------------------------- > Last edited by panhandler1956 : Today at 01:34 PM. > > -------- > Brent O. > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=45968#45968 > > > -- > > ________________________________________________________________________________
From: "Wernerworld" <russ(at)wernerworld.com>
Date: Jul 09, 2006
Subject: Re: the ole -4 vs -8 vs HRII thread
If you have trouble with the decision you should build an RV8. There is NO comparison, IMHO. Russ ----- Original Message ----- Sent: Sunday, July 09, 2006 6:53 PM I posted this on VansAirforce.net today, but I believe you Rocketeers are outnumbered over there. Anyway, I am really struggling with the whole RV-8 vs HRII decision. Seems like you can build both for close to the same amount of money. Also I can't afford an F-1 Rocket QB or we wouldn't be having this conversation. I plan to build over 5+ year period to pay cash (might finance the FWF) for the project so that might offset the complexity of the HRII. Stuff I have identified: RV-8 - much easier to build (this is a big one for me right now) - more builder support - no chance of burning 20gph (good and bad) - not as pretty as the HRII (IMHO) - cheaper to insure HRII - Fast - Climbs like an elevator - Hard to build with mixing 2 component manufacturers (3 in my case with F-1 parts too) - Can build for about the same as an -8 I am pretty intimidated by the build compared to the factory -8. I am pretty handy and have rebuilt a wood and fabric biplane (Jungster I) and worked at a composite kit factory for 2 years building 2/3 scale P-51 replicas (FEW), but I have no metal airplane experience to speak of. I fly for a living so the "hot" factor isn't a concern, but rather an advantage in my book - I like airplanes that scare kids and old ladies. Any input is appreciated! Brent -------------------------------------------------------------------------------- Last edited by panhandler1956 : Today at 01:34 PM. -------- Brent O. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=45968#45968 ________________________________________________________________________________
From: "N395V" <n395v(at)hughes.net>
Date: Jul 09, 2006
Subject: Re: the ole -4 vs -8 vs HRII thread
If you cannot afford an F1 you probably cannot afford an HRII. Whatever you budget won't be enough by a long shot. I'd opt for an 8 -------- Milt N395V F1 Rocket Read this topic online here: http://forums.matronics.com/viewtopic.php?p=45990#45990 ________________________________________________________________________________
From: "Jim Anglin" <n144hr(at)earthlink.net>
Date: Jul 09, 2006
Subject: HR II hard landing
I didn't see this but I heard that one of the earlier Rockets, built by TR, had a bad landing at Arlington Friday and needs some serious repair but all aboard were not hurt. I really felt sorry for the guy - he was real enthusiastic about the plane and was having a blast. He bought it from TR sometime before this weekend. I don't have any details other than a big bounce and lack of recovery. I thought Arlington was good this year otherwise - best in recent memory except I froze my a$$ off Thu. night in the drizzle and 50 degrees. The rest of the weekend was hot. I left Sat. at 1 p.m. - almost 90 degrees and my autogas took me out at 100 kts. and over 3000 fpm. Jim Anglin HR II N144HR ________________________________________________________________________________
From: vft(at)aol.com
Date: Jul 09, 2006
Subject: Re: the ole -4 vs -8 vs HRII thread
I originally wanted to build a fastback RV-8 but found a great deal on a second hand F1 kit. Having worked for the past 5 years on my F1 and helping out on a friends RV-8 I can tell you that the 8 will be a lot easier and potentially less expensive than any Rocket. The primary difference during construction is that Vans has just about everything figured out for you on their kits whereas the Rockets (even the QB? F1's) leave a lot up to the builder to figure out. But, as they say; "you get what to pay for" whether you are paying in blood, sweat, or cold hard cash. The RV-8 is a great airplane and if you chose to build one you will be comfortable with your decision. Up to the time someone in a Rocket shows up:) Danny Melnik F1 #25 Melbourne (FL) Rocket Factory -----Original Message----- If you cannot afford an F1 you probably cannot afford an HRII. Whatever you budget won't be enough by a long shot. I'd opt for an 8 -------- Milt N395V F1 Rocket Read this topic online here: http://forums.matronics.com/viewtopic.php?p=45990#45990 ________________________________________________________________________ ________________________________________________________________________________
From: Cameron Kurth <cameronkurth(at)yahoo.com>
Date: Jul 09, 2006
Subject: Re: the ole -4 vs -8 vs HRII thread
Brent I made the mistake of riding in Russ's HR and then in Harry's. One ride and there will be no question. The 8 guys can make as many claims as they want, but when it comes down to it an 8 is not a Rocket and it never will be. A 4 comes much closer to it, in fact it is, just not with as much space and HP. For me it was the Rocket or a 4, not an 8. When picking my first plane, an RV9, I was looking at the Zodiac and the RV. I was looking at the Zodiac because I figured it would be cheaper and easier to build and maybe I could trade up down the road. My very wise girlfiend at the time said build the plane you want, not the one you think you will trade up from down the road. In the end it's a freaking airplane not lunch, don't settle for something less than you want. Cam RV9 flying 230 hours NRII wings --- Wernerworld wrote: > > > If one was to go fly both, you would only consider a > Rocket. > > I made a trip, long ago with a stop at Bakoland and > a stop at Sunset, > Oregon. After a flight with Harmon, my wife asked > if we really needed to go > to Oregon. Or would John sell his! We went to > Oregon, but all I got was a > t-shirt, a set of RV4 plans, and a receipt for a > tail kit. There was no > need to fly in Oregon. Couldn't find enough > cylinders or HP to make it > worth it! > > These rockets are pretty good planes. Another > hundred HP or two and they'd > be really good! Where does that leave the RV8! > > Russ > > > ----- Original Message ----- > Sent: Sunday, July 09, 2006 10:42 PM > > > > > Russ you are so right. "There is NO comparison, > IMHO". > Then you lost me, if there is NO comparison why > would anyone build a -8 when > they want a Rocket. Unless they prefer the taxi > wheel up front. BUT that's > an RV-8A 8*) KABONG HRII N561FS Do Not > Archive. > > > > > > > > If you have trouble with the decision you should > build an RV8. There is > > NO > > comparison, IMHO. > > > > Russ > > > > > > > > > > > > > > > > > > > > > browse > Subscriptions page, > FAQ, > http://www.matronics.com/Navigator?Rocket-List > > > Admin. > > > > > > > > > > > __________________________________________________ ________________________________________________________________________________
From: "panhandler1956" <bowens2(at)insight.rr.com>
Date: Jul 10, 2006
Subject: Re: the ole -4 vs -8 vs HRII thread
Wow!!! Thanks for all the great advice!!!!! I appreciate everyone's valuable input. I believe in my heart I was (am) settled on a Rocket, I guess I just needed a little encouragement before I dive into this very important decision. What Danny M. said goes to the quick of it, "The RV-8 is a great airplane and if you chose to build one you?will be?comfortable with your decision. Up to the time someone in a Rocket shows up:)?? ?" I guess it just comes down to money and time and with any high performance airplane it is expensive and relatively complex. Wish me luck on building a Rocket...................I like the sound of that! Thanks again!!! Gummo, Thanks for the invite and the encouragement, I am much closer to the "right" coast - Central Ohio. I believe there are some local Rocketeers here, I'll try to track them down. And seems like Indiana has a large population as well. Regards, -------- Brent O. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=46060#46060 ________________________________________________________________________________
From: "Rob Mokry" <robmokry(at)covad.net>
Date: Jul 10, 2006
Subject: Re: the ole -4 vs -8 vs HRII thread
Russ is spot on....There is no comparison! If you live or fly around big granite rocks and on departure don't want to circle around prior to jumping over them - you want a Rocket. Reno/Tahoe, Telluride, Mammoth to name a few. Just Point the nose up and "leap over the mountain in a single bound" Density altitude? Just yesterday while doing some fly-fishing in eastern sierras , flying out w/ my buddy in his 4, on departure out of Mammoth Lakes 7,100', we had to circle over Crawly Lake to altitude(13,500') before he could cross the rocks. I distinctly remember him saying...."I should have built a Rocket". There is no substitution for cubic inches! ________________________________________________________________________________
From: "Kevin Shannon" <kshannon(at)seanet.com>
Date: Jul 10, 2006
Subject: gearleg fairings
Are any of the stock RV fiberglass gearleg fairings long enough? What is everybody using ? Kevin Shannon HR II ________________________________________________________________________________
From: "Ron Carter" <ronc(at)metropolisdesign.com>
Date: Jul 10, 2006
Subject: Re: HR II hard landing
Hi Jim- I see you are using autogas.How is that working and did you have to change any thing on the engine? I have looked in to it a bit and the Christensen? people who do most all the mogas stc's told me dont bother switching considering I've got an injected engine . Ron Carter Hr2 575 ttsn ---- Original Message ----- From: Jim Anglin To: rocket-list(at)matronics.com Sent: Sunday, July 09, 2006 8:23 PM Subject: Rocket-List: HR II hard landing I didn't see this but I heard that one of the earlier Rockets, built by TR, had a bad landing at Arlington Friday and needs some serious repair but all aboard were not hurt. I really felt sorry for the guy - he was real enthusiastic about the plane and was having a blast. He bought it from TR sometime before this weekend. I don't have any details other than a big bounce and lack of recovery. I thought Arlington was good this year otherwise - best in recent memory except I froze my a$$ off Thu. night in the drizzle and 50 degrees. The rest of the weekend was hot. I left Sat. at 1 p.m. - almost 90 degrees and my autogas took me out at 100 kts. and over 3000 fpm. Jim Anglin HR II N144HR ________________________________________________________________________________
From: "Ron Carter" <ronc(at)metropolisdesign.com>
Date: Jul 10, 2006
Subject: Re: the ole -4 vs -8 vs HRII thread
When I started my Rocket I had no idea how I would ever afford and engine and prop. I started by buying a used Rv-4 tail kit for $1,000 and kept after it till it was done. One year the money materialized for the engine and I have never regetted "Going for Broke" with the rocket. Once the plane is flying fuel isint such a big expense(compared to construction) Ron Carter HR II 575 TTSN ----- Original Message ----- Sent: Sunday, July 09, 2006 6:53 PM > > I posted this on VansAirforce.net today, but I believe you Rocketeers are outnumbered over there. Anyway, I am really struggling with the whole RV-8 vs HRII decision. Seems like you can build both for close to the same amount of money. Also I can't afford an F-1 Rocket QB or we wouldn't be having this conversation. I plan to build over 5+ year period to pay cash (might finance the FWF) for the project so that might offset the complexity of the HRII. > > Stuff I have identified: > RV-8 > - much easier to build (this is a big one for me right now) > - more builder support > - no chance of burning 20gph (good and bad) > - not as pretty as the HRII (IMHO) > - cheaper to insure > > > HRII > - Fast > - Climbs like an elevator > - Hard to build with mixing 2 component manufacturers (3 in my case with F-1 parts too) > - Can build for about the same as an -8 > > I am pretty intimidated by the build compared to the factory -8. I am pretty handy and have rebuilt a wood and fabric biplane (Jungster I) and worked at a composite kit factory for 2 years building 2/3 scale P-51 replicas (FEW), but I have no metal airplane experience to speak of. > > I fly for a living so the "hot" factor isn't a concern, but rather an advantage in my book - I like airplanes that scare kids and old ladies. > > Any input is appreciated! > > Brent > > -------------------------------------------------------------------------- ------ > Last edited by panhandler1956 : Today at 01:34 PM. > > -------- > Brent O. > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=45968#45968 > > ________________________________________________________________________________
From: "panhandler1956" <bowens2(at)insight.rr.com>
Date: Jul 10, 2006
Subject: Re: the ole -4 vs -8 vs HRII thread
HR2Flyer wrote: > When I started my Rocket I had no idea how I would ever afford and engine > and prop. I started by buying a used Rv-4 tail kit for $1,000 and kept after > it till it was done. One year the money materialized for the engine and I > have never regetted "Going for Broke" with the rocket. Once the plane is > flying fuel isint such a big expense(compared to construction) > > Ron Carter > > HR II > > 575 TTSN > --- Ron, That's an awesome story! That is how I am approaching it. I am building a budget to show I can actually build an airplane without winning the lottery, but I am sure that I will find some "windfalls" along the way to either speed up the build or add more toys to the basic machine. Thanks for sharing your experience, that is most helpful! -------- Brent O. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=46137#46137 ________________________________________________________________________________
From: Matthew Finkelstein <mfinkmd(at)hargray.com>
Date: Jul 15, 2006
Subject: IO540K1G5
Does anybody know if an IO540K1G5 can be modified to be used in an F1? Thanks, Matt Finkelstein ________________________________________________________________________________
From: "JOHN STARN" <jhstarn(at)verizon.net>
Date: Jul 25, 2006
Subject: Re: RV10-List: OSH Update 7/23/06
> Announcement is that the RV-8 fuselage is now completely prepunched along > with an update to the plans. > Bob YGBSM, as my Wild Weasel partner would say. Below is a direct reprint copy from the Van's site. Wonder how many people at OSH are looking, asking question about the "new" -8 prepunched format compared to those drooling over the prototype RV-12. Prepunched RV-4...maybe...but that would screw up all the HRII builder sales Van's does. Where are photos of the RV-12 ? ? Somebody has to have taken some. Are they taking "escrow" orders for the RV-12 yet ? ? Can you get/fax/e-mail me an RV-12 order form ? ? Now that would be a BIG ANNOUNCEMENT. KABONG HRII waiting for the RV-12. "In RV-7/8/9/10 kits, rivet and bolt holes are pre-punched into all the parts. It is hard to overstate just how much labor and difficulty matched-hole pre-punching saves. All part alignments, fastener spacings and measurements are set at the factory. When the builder aligns the holes, the parts must be in the correct position. An RV builder is assembling an airplane, not building one from scratch." ________________________________________________________________________________
From: Morocketman(at)aol.com
Date: Jul 31, 2006
Subject: Further thread on airborne weather services!
Has anyone tried a CELL PHONE weather system with success or failure? Primarily due to limited cockpit space, I am considering buying a new cell phone with a larger than average screen and using Velcro to attach it to the panel. Do you like/dislike your weather on the cell phone? Whose service do you have/have tried in the past? What problems does anyone see with it? i.e. Is it illegal to use cell phone in an airplane? What were the costs involved? Connection fee? Monthly service? Additional minutes, etc? Thanks listers, you are a walking encyclopedia of knowledge, Les Featherston ________________________________________________________________________________
From: "Wernerworld" <russ(at)wernerworld.com>
Date: Jul 31, 2006
Subject: Re: Further thread on airborne weather services!

January 06, 2006 - July 31, 2006

Rocket-Archive.digest.vol-ap