Rocket-Archive.digest.vol-ar
February 17, 2007 - September 30, 2007
I'm running the TruTrak with altitude hold, and GPSS coupled to a CNX80 (480
now). After initially tuning as per the manual, I just love my autopilot.
To make it work right, I did have to do some tuning, but the manual worked
good here. I don't fly heading too much, but in the beginning, it would
loose heading every now and then, but I think it was more because I was
doing heavy banking just before I activated it. If I do a roll, and don't
wait at least one minute, the AP is very confused.
Regards,
Jeff
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com]On Behalf Of Wolfgang Meyn
Sent: February 17, 2007 10:01 AM
To: rocket-list(at)matronics.com
Subject: Rocket-List: AP Performance
Hi Guys,
I am getting sick and tired of my TruTrak AP performance.
Yesterday I flew a fairly long leg of about 2.75 hrs and the altitude
functions of my AP (Sorcerer) simply stopped providing any services after
about 2 hrs. of flight time.
All this was preceded (not to speak of the 6 month I am trying to get this
AP to work) by 2 hrs. of yo-yoing around at altitudes of 6500' to 12500' .
From the beginning of my trip the VNAV functions were unreliable, level
offs were shaky, enroute descents (10000ft in 30 NM) impossible and roll
steering so-so.
Nothing about the performance of this machine appears to be predictable.
The only thing which is reliable is that it will stop performing after a
while.
What a deal for $10000.00.
I can't put my finger on one specific problem. In my case it's a multitude
of problems and after half a year of fishing in the dark I simply want it
fixed.
I talked to many pilots in the last month and none of them (with the
exception of some RV guys) had a fully functioning TruTrak AP.
Please let's get together and form a solid front to get this fixed.
I talked to F1 Boss yesterday and he signaled support.
Please publish your experience on this forum.
Cheers
Wolfgang
________________________________________________________________________________
| From: | "F1 Rocket" <f1rocket(at)telus.net> |
| Subject: | Exhaust BPA interference |
Hi all,
Today I finally got around to installing my cold air induction and inverted
system. Of course I left the exhaust to last. I have been running a
Vettermann system, love it and people tell me it sounds great on the ground.
Problem is that it interferes with the BPA cold air induction piping.
Does anyone out there have the BPA system? If so what exhaust are you
running and where can I get my hands on one?
Regards,
Jeff
________________________________________________________________________________
| From: | Deems Davis <deemsdavis(at)cox.net> |
| Subject: | Re: Exhaust BPA interference |
John Forsling makes tuned exhaust for BPE Cold air. He is recommended by
Allen Barrett. John actually spent time in BPE's shop and built several
exhausts and ran them on BPE's dyno to see what worked and what didn't.
John used to work work Vetterman before going off on his own. He's not
an e-mail/computer guy. e-mail me off line for his phone number. I have
his exhaust but have not installed it yet. It's ceramic coated inside
and out and priced competitively.
Deems Davis # 406
Finishing - ( A Misnomer ! )
http://deemsrv10.com/
>
________________________________________________________________________________
| Subject: | Exhaust BPA interference |
| From: | "John W. Cox" <johnwcox(at)pacificnw.com> |
John Forsling (Parker, CO) has Tuned Exhaust which is often ceramic
coated, specifically routed for the Barrett Cold Air System and the
Lycoming IO-540.
John Cox
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of F1 Rocket
Sent: Saturday, February 17, 2007 7:42 PM
Subject: Rocket-List: Exhaust BPA interference
Hi all,
Today I finally got around to installing my cold air induction and
inverted
system. Of course I left the exhaust to last. I have been running a
Vettermann system, love it and people tell me it sounds great on the
ground.
Problem is that it interferes with the BPA cold air induction piping.
Does anyone out there have the BPA system? If so what exhaust are you
running and where can I get my hands on one?
Regards,
Jeff
________________________________________________________________________________
| From: | Mark Neufeld - HR-2 <mneufeld(at)verizon.net> |
| Subject: | Re: Nozzle Tuning |
HOW MUCH $$$.
AIRFLOW PERF OVERHAULED MY SERVO, AN "RSA5EX", AND SET MINE UP WITH .028" INJECTOR
NOZZLES. WHICH FUEL SERVO DO YOU HAVE, A "5" OR "10"? I WOULD THINK YOUR
NOZZLES ARE DIFFERENT SIZES DEPENDING ON WHAT EACH CYLINDER FLOWED AT? DO U
KNOW WHAT THE DIFFERENCE IS AS FAR AS CFM, FLOW, BETWEEN A 5 AND 10?
I'VE ALSO ONLY HEARD GOOD THINGS ABOUT AIRFLOW PERF. I BELIEVE HE OR HIS DAD WORKED
AT BENDIX IN BURBANK IN THE 60'S & 70'S WHEN GA WAS BIG AND GOT EXPERIENCE
AND GOOD IDEAS FOR IMPROVING THE SERVO AND DESIGNING THEIR OWN SERVO WHILE
WORKING AT BENDIX.
MARK NEUFELD
From: Wolfgang Meyn <mw104(at)netmdc.com>
Date: 2007/02/17 Sat AM 10:27:20 CST
Subject: Rocket-List: Nozzle Tuning
Hi Guys,
I just cameback from a week of XC flying all over the Southern US.
One of mystops was a visit at Don Rivera's Airflow Performance World Headquarters
in Spartanburg, SC.
He and one ofhis technicians (Kyle, if I remember correctly) spent one whole day
to tweak mysetup.
We got thecylinders to peak within 0.2 of a Gallon FF and bumped the fuel pressure
up toprovide a more generous supply of the Blue Stuff.
Aftereverything was said and done I left with a wonderfully smooth running engineand
due to my reset fuel pressure (36 gph on T/O)even more thrilling T/O performance
than I had before.
Dons outfit is immaculate, everybody I met was extremely helpful andworking with
them was a real pleasure.
I can highlyrecommend his products and his operation.
Cheers
Wolfgang
________________________________________________________________________________
| From: | Mark Neufeld - HR-2 <mneufeld(at)verizon.net> |
| Subject: | Re: Exhaust BPA interference |
DOES A CERAMIC COAT ON BOTH INSIDE AND OUT MAKE THE PIPES HOTTER, AS IT MAY CONTAIN
THE HEAT, AND THEREFORE PIPES CRACK OR FATIGUE SOONER?
mARK nEUFELD
From: Deems Davis <deemsdavis(at)cox.net>
Date: 2007/02/17 Sat PM 10:15:16 CST
Subject: Re: Rocket-List: Exhaust BPA interference
John Forsling makes tuned exhaust for BPE Cold air. He is recommended by
Allen Barrett. John actually spent time in BPE's shop and built several
exhausts and ran them on BPE's dyno to see what worked and what didn't.
John used to work work Vetterman before going off on his own. He's not
an e-mail/computer guy. e-mail me off line for his phone number. I have
his exhaust but have not installed it yet. It's ceramic coated inside
and out and priced competitively.
Deems Davis # 406
Finishing - ( A Misnomer ! )
http://deemsrv10.com/
>
________________________________________________________________________________
| From: | "Blair" <Blairclan(at)bigpond.com> |
| Subject: | Exhaust BPA interference |
I understand that John Harmon's exhaust is designed to fit the BPA
setup. Hard to find a cheaper exhaust and you know that heaps of them
are in service!
Good Luck
Tony
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of F1 Rocket
Sent: Sunday, 18 February 2007 2:42 PM
Subject: Rocket-List: Exhaust BPA interference
Hi all,
Today I finally got around to installing my cold air induction and
inverted
system. Of course I left the exhaust to last. I have been running a
Vettermann system, love it and people tell me it sounds great on the
ground.
Problem is that it interferes with the BPA cold air induction piping.
Does anyone out there have the BPA system? If so what exhaust are you
running and where can I get my hands on one?
Regards,
Jeff
________________________________________________________________________________
| From: | Deems Davis <deemsdavis(at)cox.net> |
| Subject: | Re: Exhaust BPA interference |
I have no 1st hand experience, as mine are not installed, however I have
heard from an EAA chapter member who had his coated after he had been
flying that his EGT's rose 75-100 degrees. I have heard anecdotal
stories both ways. i.e. that is shortens the life and that it extends
it..... ?
Deems Davis # 406
Finishing - ( A Misnomer ! )
http://deemsrv10.com/
Mark Neufeld - HR-2 wrote:
>
> DOES A CERAMIC COAT ON BOTH INSIDE AND OUT MAKE THE PIPES HOTTER, AS IT MAY CONTAIN
THE HEAT, AND THEREFORE PIPES CRACK OR FATIGUE SOONER?
>
> mARK nEUFELD
>
>
> From: Deems Davis <deemsdavis(at)cox.net>
> Date: 2007/02/17 Sat PM 10:15:16 CST
> To: rocket-list(at)matronics.com
> Subject: Re: Rocket-List: Exhaust BPA interference
>
>
> John Forsling makes tuned exhaust for BPE Cold air. He is recommended by
> Allen Barrett. John actually spent time in BPE's shop and built several
> exhausts and ran them on BPE's dyno to see what worked and what didn't.
> John used to work work Vetterman before going off on his own. He's not
> an e-mail/computer guy. e-mail me off line for his phone number. I have
> his exhaust but have not installed it yet. It's ceramic coated inside
> and out and priced competitively.
>
> Deems Davis # 406
> Finishing - ( A Misnomer ! )
> http://deemsrv10.com/
>
>
>
>>
>>
>
>
>
________________________________________________________________________________
| From: | "WILLIAM KOWALEWSKI" <wpkowalewski(at)msn.com> |
| Subject: | Propeller Wanted |
Is anyone upgrading to a 3 blade prop with a HCM2YR-1BF/8475D4 that they
are trying to sell. I need one. Call Bill Kowalewski
wpkowalewski(at)msn.com 928 443-1827
Thanks
________________________________________________________________________________
| From: | "Wolfgang Meyn" <mw104(at)netmdc.com> |
Hi Mark,
The cost for this service including up to (4) restrictors is $300.00.
Cost does not include new injector nozzle assemblies if required.
I am running an Airflow Performance FM 300 Servo which has one main jet.
My main jet is a #40.
My initial setup started with .028 restrictors but we changed them on three
cylinders to get a more balanced flow. Changing one restrictor will change
everything else so Don's experience was invaluable. Everything was said and
done after one test flight. (you need to deliver data upfront).
Concerning the airflow capabilities of your servo I can't give you an
answer. Mine flows in excess of 2200 pph for the 36gph FF and 40" of
manifold pressure I use one T/O.
Cheers
Wolfgang
PS.: My ship is normally aspirated!!
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Mark Neufeld -
HR-2
Sent: Sunday, February 18, 2007 2:58 AM
Subject: Re: Rocket-List: Nozzle Tuning
HOW MUCH $$$.
AIRFLOW PERF OVERHAULED MY SERVO, AN "RSA5EX", AND SET MINE UP WITH .028"
INJECTOR NOZZLES. WHICH FUEL SERVO DO YOU HAVE, A "5" OR "10"? I WOULD
THINK YOUR NOZZLES ARE DIFFERENT SIZES DEPENDING ON WHAT EACH CYLINDER
FLOWED AT? DO U KNOW WHAT THE DIFFERENCE IS AS FAR AS CFM, FLOW, BETWEEN A
5 AND 10?
I'VE ALSO ONLY HEARD GOOD THINGS ABOUT AIRFLOW PERF. I BELIEVE HE OR HIS
DAD WORKED AT BENDIX IN BURBANK IN THE 60'S & 70'S WHEN GA WAS BIG AND GOT
EXPERIENCE AND GOOD IDEAS FOR IMPROVING THE SERVO AND DESIGNING THEIR OWN
SERVO WHILE WORKING AT BENDIX.
MARK NEUFELD
From: Wolfgang Meyn <mw104(at)netmdc.com>
Date: 2007/02/17 Sat AM 10:27:20 CST
Subject: Rocket-List: Nozzle Tuning
Hi Guys,
I just cameback from a week of XC flying all over the Southern US.
One of mystops was a visit at Don Rivera's Airflow Performance World
Headquarters in Spartanburg, SC.
He and one ofhis technicians (Kyle, if I remember correctly) spent one whole
day to tweak mysetup.
We got thecylinders to peak within 0.2 of a Gallon FF and bumped the fuel
pressure up toprovide a more generous supply of the Blue Stuff.
Aftereverything was said and done I left with a wonderfully smooth running
engineand due to my reset fuel pressure (36 gph on T/O)even more thrilling
T/O performance than I had before.
Dons outfit is immaculate, everybody I met was extremely helpful andworking
with them was a real pleasure.
I can highlyrecommend his products and his operation.
Cheers
Wolfgang
________________________________________________________________________________
| From: | "Wolfgang Meyn" <mw104(at)netmdc.com> |
Sorry.
My ship is not normally aspirated!!
Wolfgang
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Wolfgang Meyn
Sent: Sunday, February 18, 2007 8:53 AM
Subject: RE: Rocket-List: Nozzle Tuning
Hi Mark,
The cost for this service including up to (4) restrictors is $300.00.
Cost does not include new injector nozzle assemblies if required.
I am running an Airflow Performance FM 300 Servo which has one main jet.
My main jet is a #40.
My initial setup started with .028 restrictors but we changed them on three
cylinders to get a more balanced flow. Changing one restrictor will change
everything else so Don's experience was invaluable. Everything was said and
done after one test flight. (you need to deliver data upfront).
Concerning the airflow capabilities of your servo I can't give you an
answer. Mine flows in excess of 2200 pph for the 36gph FF and 40" of
manifold pressure I use one T/O.
Cheers
Wolfgang
PS.: My ship is normally aspirated!!
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Mark Neufeld -
HR-2
Sent: Sunday, February 18, 2007 2:58 AM
Subject: Re: Rocket-List: Nozzle Tuning
HOW MUCH $$$.
AIRFLOW PERF OVERHAULED MY SERVO, AN "RSA5EX", AND SET MINE UP WITH .028"
INJECTOR NOZZLES. WHICH FUEL SERVO DO YOU HAVE, A "5" OR "10"? I WOULD
THINK YOUR NOZZLES ARE DIFFERENT SIZES DEPENDING ON WHAT EACH CYLINDER
FLOWED AT? DO U KNOW WHAT THE DIFFERENCE IS AS FAR AS CFM, FLOW, BETWEEN A
5 AND 10?
I'VE ALSO ONLY HEARD GOOD THINGS ABOUT AIRFLOW PERF. I BELIEVE HE OR HIS
DAD WORKED AT BENDIX IN BURBANK IN THE 60'S & 70'S WHEN GA WAS BIG AND GOT
EXPERIENCE AND GOOD IDEAS FOR IMPROVING THE SERVO AND DESIGNING THEIR OWN
SERVO WHILE WORKING AT BENDIX.
MARK NEUFELD
From: Wolfgang Meyn <mw104(at)netmdc.com>
Date: 2007/02/17 Sat AM 10:27:20 CST
Subject: Rocket-List: Nozzle Tuning
Hi Guys,
I just cameback from a week of XC flying all over the Southern US.
One of mystops was a visit at Don Rivera's Airflow Performance World
Headquarters in Spartanburg, SC.
He and one ofhis technicians (Kyle, if I remember correctly) spent one whole
day to tweak mysetup.
We got thecylinders to peak within 0.2 of a Gallon FF and bumped the fuel
pressure up toprovide a more generous supply of the Blue Stuff.
Aftereverything was said and done I left with a wonderfully smooth running
engineand due to my reset fuel pressure (36 gph on T/O)even more thrilling
T/O performance than I had before.
Dons outfit is immaculate, everybody I met was extremely helpful andworking
with them was a real pleasure.
I can highlyrecommend his products and his operation.
Cheers
Wolfgang
________________________________________________________________________________
| Subject: | Re: Exhaust BPA interference |
| From: | "John W. Cox" <johnwcox(at)pacificnw.com> |
Ceramic coat lowers the transfer of heat rate through the walls over a
longer duration of time. Lower cowl temperatures, better fuel flow.
In Lancair's running the TSIO-550 it has been said that the ceramic
coating can flake off the inside and kills the turbo. I have heard no
first hand reports to confirm the perception. When only one side is
coated, the uneven cooling increases cracking at the flanges and welds.
That has been documented but not directly linked to the ceramic coatings
- it could have been questionable welds.
The benefits versus perceived risks need further research. The lower
cowl temperatures are a big plus.
John Cox
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Mark
Neufeld - HR-2
Sent: Sunday, February 18, 2007 2:16 AM
Subject: Re: Re: Rocket-List: Exhaust BPA interference
DOES A CERAMIC COAT ON BOTH INSIDE AND OUT MAKE THE PIPES HOTTER, AS IT
MAY CONTAIN THE HEAT, AND THEREFORE PIPES CRACK OR FATIGUE SOONER?
mARK nEUFELD
From: Deems Davis <deemsdavis(at)cox.net>
Date: 2007/02/17 Sat PM 10:15:16 CST
Subject: Re: Rocket-List: Exhaust BPA interference
John Forsling makes tuned exhaust for BPE Cold air. He is recommended by
Allen Barrett. John actually spent time in BPE's shop and built several
exhausts and ran them on BPE's dyno to see what worked and what didn't.
John used to work work Vetterman before going off on his own. He's not
an e-mail/computer guy. e-mail me off line for his phone number. I have
his exhaust but have not installed it yet. It's ceramic coated inside
and out and priced competitively.
Deems Davis # 406
Finishing - ( A Misnomer ! )
http://deemsrv10.com/
>
________________________________________________________________________________
| From: | Rob Ray <smokyray(at)yahoo.com> |
| Subject: | Re: Propeller Wanted |
Bill,
MT props in Deland FL has a custom made 2 Blade composite scimitar prop made for
a IO540 Glasair driver who raced at Reno. He removed the prop in lieu of something
else and it's available. Looks nice. Give Doug Turner a call: 386-736-7762.
RR
WILLIAM KOWALEWSKI wrote: Is anyone upgrading to a
3 blade prop with a HCM2YR-1BF/8475D4 that they are trying to sell. I need
one. Call Bill Kowalewski wpkowalewski(at)msn.com 928 443-1827 Thanks
---------------------------------
No need to miss a message. Get email on-the-go
with Yahoo! Mail for Mobile. Get started.
________________________________________________________________________________
| From: | Rob Ray <smokyray(at)yahoo.com> |
Chuck,
I can't believe we are discussing the virtues of autopilots on the coolest personal
fighter, acro machine, dogfighter ever designed, but here it goes. My
96' HR2 has a Navaid devices AP installed before I bought it and it will track
a course and level the wings when I want it to. It's updates are primitive and
somewhat ratchety compared to the 737-700 but it works and is a nice option
if I'm in the goo and doubles as a T&B.
I also have a TruTrak ADI which gets it's data stream from an Apollo gps. The
ADI works but the heading falls offline unless you scale the map down to 1
mile scope (higher baud rate). Additionally. the ADI precesses quite a bit after
aerobatics so I pull it's CB unless I need it to fly IFR (which is rare). Pitch
isn't actually pitch, it is vertical velocity which could be good or bad.
Possibly the issues addressed are the pitch update rates on the TT. Maybe it
can't hack the rapid changes presented by the Rocket inflight. Having seen the
TT ADI in action, I wouldn't buy the AP. That's $3K worth of 100LL brother!
I have seen a Navaid Devices AP online selling for $400 complete. Not a bad
price and it works. I don't use mine much as I have a tendency to roll upside
down quite frequently and roll in on unsuspecting 421's, Baron's, King Airs,
Navy T-34C's and even a few squadron mates in F16's...:) That's what Rockets
were designed for, right?
Rob Ray
Chuck Jensen wrote:Message
90 Clean Clean DocumentEmail false false false
MicrosoftInternetExplorer4 /* Style Definitions
*/ table.MsoNormalTable {mso-style-name:"Table Normal"; mso-tstyle-rowband-size:0;
mso-tstyle-colband-size:0; mso-style-noshow:yes; mso-style-parent:"";
mso-padding-alt:0in 5.4pt 0in 5.4pt; mso-para-margin:0in; mso-para-margin-bottom:.0001pt;
mso-pagination:widow-orphan; font-size:10.0pt;
font-family:"Times New Roman"; mso-ansi-language:#0400; mso-fareast-language:#0400;
mso-bidi-language:#0400;} TruTrak AP won't work....must be a Rocket
thing??!!! Seriously, I take it you've talked to TruTrak and have sent the
unit in for checkout? TruTrak is pretty diligent about customer support and
there are a LOT of perfectly satisfied users, myself included, though with
a TruTrak VGSV (or whatever) in a Velocity. After a couple months of original
installation, it would wonder R/L at its
pleasure. TT fixed it (an electronic gyro issue) by sending a new unit Next
Day with the understanding that I would send my unit back when I got it removed
from the plane--pretty trusting, I would say. Since then, it locks on altitude
and lateral path like a bulldog and doesn't let go. Sound like your unit
needs a little fixin' or, if the data stream is coming from an outside source,
that that should be checked also.
I have absolutely no first hand familiarity with the Magician, errrr Sorcerer,
but I, and most people I know, give TT the benefit of the doubt when it comes
to AP design and service.
Chuck Jensen
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Wolfgang Meyn
Sent: Saturday, February 17, 2007 12:01 PM
Subject: Rocket-List: AP Performance
Hi Guys,
I am getting sick and tired of my TruTrak AP performance.
Yesterday I flew a fairly long leg of about 2.75 hrs and the altitude functions
of my AP (Sorcerer) simply stopped providing any services after about 2 hrs.
of flight time.
All this was preceded (not to speak of the 6 month I am trying to get this AP
to work) by 2 hrs. of yo-yoing around at altitudes of 6500' to 12500' .
>From the beginning of my trip the VNAV functions were unreliable, level offs
were shaky, enroute descents (10000ft in 30 NM) impossible and roll steering
so-so.
Nothing about the performance of this machine appears to be predictable.
The only thing which is reliable is that it will stop performing after a while.
What a deal for $10000.00.
I can't put my finger on one specific problem. In my case it's a multitude of
problems and after half a year of fishing in the dark I simply want it fixed.
I talked to many pilots in the last month and none of them (with the exception
of some RV guys) had a fully functioning TruTrak AP.
Please let's get together and form a solid front to get this fixed.
I talked to F1 Boss yesterday and he signaled support.
Please publish your experience on this forum.
Cheers
Wolfgang
href="http://www.matronics.com/Navigator?Rocket-List">http://www.matronhref="http://forums.matronics.com">http://forums.matronics.com
---------------------------------
________________________________________________________________________________
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
Another option to finish your panel(and any other flat surface) is to
use sign vinyl. There are some wicked patterns available. One that is
particularly popular right now is carbon fiber. Many nice woodgrains
are available too. Browse through some of the vinyl graphics websites
and take a look.
If you find one that you like, you can order it yourself or I'd be glad
to order it and sell you only as much as you need so you don't waste 9
yards of vinyl. I can always use it elsewhere.
You'd want to apply the vinyl after you're done cutting/drilling the
panel. Then just install your stuff over it.
The vinyls are very durable and will last for 9+ years even outdoors.
It should last the life of your plane if you keep it hangared most of
the time. Even if the vinyl gets damaged, nasty, or the plaid pattern
you chose goes out of style, it is relatively easy to remove by peeling
off with a little heat. Then apply some new and your done. No
stripping, no paint fuems, easy.
Check my website for other graphics. And I sell the world's best
performing Rocket/RV full swivel tailwheels too.
Vince Frazier
Screaming Eagle Graphics and Accessories, LLC
3965 Caborn Road
Mount Vernon, IN 47620
812-464-1839
http://vincesrocket.com/products.htm
________________________________________________________________________________
| From: | Gary Cole <cole_gary(at)sbcglobal.net> |
I just read that a HR II from Bakersfield crashed yesterday killing the sole pilot.
Anyone know more?
Gary HR II fuselage in process
________________________________________________________________________________
| From: | rocketman <bluebird266(at)dslextreme.com> |
| Subject: | Fuselage Jig for sale |
VERY NICE STEEL HARMON ROCKET II FUSELAGE JIG FOR SALE
LOCATED IN FALLBROOK CALIF
CONTACT
CRAIG COOK OFFLINE AT craig(at)golfinstruments.com
________________________________________________________________________________
| From: | rocketman <bluebird266(at)dslextreme.com> |
| Subject: | Fuselage Jig for sale |
VERY NICE STEEL HARMON ROCKET II FUSELAGE JIG FOR SALE
LOCATED IN FALLBROOK CALIF
CONTACT
CRAIG COOK OFFLINE AT craig(at)golfinstruments.com
________________________________________________________________________________
| From: | "N395V" <n395v(at)hughes.net> |
You still alive?
Gonna have a Rebels Bluff flyin this year?
--------
Milt
N395V
F1 Rocket
www.excaliburaviation.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=99240#99240
________________________________________________________________________________
| Subject: | Re: RV-4 Tail Kit Advise |
| From: | "Rainair" <RaReubelt(at)aol.com> |
fairlea(at)amtelecom.net wrote:
> I have built and flown two HRIIs with RV8 tails.
> ---
Good evening,
i will buy the RV8 Empenage to build the HR II.
If there other dimension about the RV4 Tail to assemble this at the fuselage ?
I will no problems to build the HRII.. i think the RV8 Empenage works better..
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=99466#99466
________________________________________________________________________________
| From: | "Eric Parlow" <ericparlow(at)hotmail.com> |
| Subject: | Lycoming's New Web Site |
Check out Lycoming's new web site!
http://www.lycoming.com/
ERic--
RV-10, 40014
N104EP
________________________________________________________________________________
| Subject: | Skins Dimension HRII Wing |
| From: | "Rainair" <RaReubelt(at)aol.com> |
Good evening,
at the plans, i cannot find the dimension about Skin W-403 Top W-405 Bottom.
I will buying this skins and i dont know which dimension i must order...
Of course you know other supplier us Aircraft Spruce ?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=100346#100346
________________________________________________________________________________
| From: | "Bob J." <rocketbob(at)gmail.com> |
| Subject: | Re: Skins Dimension HRII Wing |
Don't know the dimensions, but I can tell you of a far better supplier for
large sheet and that is Dillsburg Aeroplane Works in PA. In August of 2006
I ordered a 4x12 sheet of .025 and it was just $159. The sheet came rolled
and was pristine without any dents in it, brand new. His number is
717-432-4589. He doesn't take credit cards, just send him a check once you
get the package.
Regards,
Bob Japundza
RV-6 flying F1 under const.
On 3/13/07, Rainair wrote:
>
>
> Good evening,
>
> at the plans, i cannot find the dimension about Skin W-403 Top W-405
> Bottom.
>
> I will buying this skins and i dont know which dimension i must order...
>
> Of course you know other supplier us Aircraft Spruce ?
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=100346#100346
>
>
________________________________________________________________________________
| From: | "Shaun Maki" <HR2CAFE(at)comcast.net> |
| Subject: | Thank you for sharing John Harmon. HR III R/C model available. |
Rocketiers,
It could have been kept to himself and we would never know, but instead he
shared his Rocket machines with us all. I have never flown in anything so
nice as is stable, fast, safe, comfortable compared to a -4, and loves to
climb. We would never have figured it out. John Harmon you are a great
person. Thank you, thank you , thank you.
On another topic have have you guys seen the Remote Control HRIII model
which came out a couple months before XMas 2006:
http://www.horizonhobby.com/Products/Default.aspx?ProdID=SEA3050
Shaun Maki
________________________________________________________________________________
| From: | "JOHN STARN" <jhstarn(at)verizon.net> |
| Subject: | Re: Thank you for sharing John Harmon. HR III R/C model |
available.
AAAAMEN........KABONG HRII N561FS
----- Original Message -----
From: Shaun Maki
To: rocket-list(at)matronics.com
Sent: Thursday, March 29, 2007 11:59 AM
Subject: Rocket-List: Thank you for sharing John Harmon. HR III R/C model
available.
Rocketiers,
It could have been kept to himself and we would never know, but instead h
e shared his Rocket machines with us all. I have never flown in anything s
o nice as is stable, fast, safe, comfortable compared to a -4, and loves to
climb. We would never have figured it out. John Harmon you are a great p
erson. Thank you, thank you , thank you.
On another topic have have you guys seen the Remote Control HRIII model w
hich came out a couple months before XMas 2006:
http://www.horizonhobby.com/Products/Default.aspx?ProdID=SEA3050
Shaun Maki
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | Re: Thank you for sharing John Harmon. HR III R/C model |
available.
Cool Kit,
Do you need to buy RV-4 parts from Vans?
Kidding of course.
Jim Stone
HRII in my 10th year, almost done.
----- Original Message -----
From: Shaun Maki
To: rocket-list(at)matronics.com
Sent: Thursday, March 29, 2007 2:59 PM
Subject: Rocket-List: Thank you for sharing John Harmon. HR III R/C
model available.
Rocketiers,
It could have been kept to himself and we would never know, but
instead he shared his Rocket machines with us all. I have never flown
in anything so nice as is stable, fast, safe, comfortable compared to a
-4, and loves to climb. We would never have figured it out. John
Harmon you are a great person. Thank you, thank you , thank you.
On another topic have have you guys seen the Remote Control HRIII
model which came out a couple months before XMas 2006:
http://www.horizonhobby.com/Products/Default.aspx?ProdID=SEA3050
Shaun Maki
________________________________________________________________________________
| Subject: | Re: Thank you for sharing John Harmon. HR III R/C model |
available.
There are parts available that I could have bought? :-)
Jim Ayers
RV-3 sn 50 26 pages of plans, 20 pages of instructions and the only parts available
were wing ribs, tips, cowl and the welded parts. (engine mount, control stick
weldment & control stick, aileron mounts and elevator horns.)
HR2 sn269
-----Original Message-----
From: jrstone(at)insightbb.com
Sent: Fri, 30 Mar 2007 3:21 PM
Subject: Re: Rocket-List: Thank you for sharing John Harmon. HR III R/C model available.
Cool Kit,
Do you need to buy RV-4 parts from Vans?
Kidding of course.
Jim Stone
HRII in my 10th year, almost done.
----- Original Message -----
From: Shaun Maki
Sent: Thursday, March 29, 2007 2:59 PM
Subject: Rocket-List: Thank you for sharing John Harmon. HR III R/C model available.
Rocketiers,
It could have been kept to himself and we would never know, but instead he shared
his Rocket machines with us all. I have never flown in anything so nice as
is stable, fast, safe, comfortable compared to a -4, and loves to climb. We
would never have figured it out. John Harmon you are a great person. Thank you,
thank you , thank you.
On another topic have have you guys seen the Remote Control HRIII model which came
out a couple months before XMas 2006:
http://www.horizonhobby.com/Products/Default.aspx?ProdID=SEA3050
Shaun Maki
href="http://www.matronics.com/Navigator?Rocket-List">http://www.matronhref="http://forums.matronics.com">http://forums.matronics.com
________________________________________________________________________
________________________________________________________________________________
| Subject: | Re: Thank you for sharing John Harmon. HR III R/C model |
available.
I wonder if there is an canopy available to make the HR3 loook like a HR2? Make
a good subject for trying out different paint schemes.
Jim Ayers
-----Original Message-----
From: jrstone(at)insightbb.com
Sent: Fri, 30 Mar 2007 3:21 PM
Subject: Re: Rocket-List: Thank you for sharing John Harmon. HR III R/C model available.
Cool Kit,
Do you need to buy RV-4 parts from Vans?
Kidding of course.
Jim Stone
HRII in my 10th year, almost done.
----- Original Message -----
From: Shaun Maki
Sent: Thursday, March 29, 2007 2:59 PM
Subject: Rocket-List: Thank you for sharing John Harmon. HR III R/C model available.
Rocketiers,
It could have been kept to himself and we would never know, but instead he shared
his Rocket machines with us all. I have never flown in anything so nice as
is stable, fast, safe, comfortable compared to a -4, and loves to climb. We
would never have figured it out. John Harmon you are a great person. Thank you,
thank you , thank you.
On another topic have have you guys seen the Remote Control HRIII model which came
out a couple months before XMas 2006:
http://www.horizonhobby.com/Products/Default.aspx?ProdID=SEA3050
Shaun Maki
href="http://www.matronics.com/Navigator?Rocket-List">http://www.matronhref="http://forums.matronics.com">http://forums.matronics.com
________________________________________________________________________
________________________________________________________________________________
| Subject: | Clocking the prop. Real world data |
| From: | "Stewart, Michael (ISS Atlanta)" <mike.stewart(at)us.ibm.com> |
After weeks of trial and error, I have finally reached a point where I
can safely say that clocking the prop doesn't just make a difference, it
makes ALL the difference.
Several weeks ago I set out on a mission to run to ground a vibration in
my RV-8. An IO-540 C4B5 with a Hartzell 2 blade prop. There has been a
vibration that I would characterize as objectionable. Common on big
engine Rockets and RV's. The lower the RPM, the more objectionable it
was.
I was able to instrument the plane and do some real tests and get real
results with real data. The net of it is that by changing the prop
clocking, I was able to improve my vibration by 83%. And no Im not
kidding. You can read all the details here.
http://www2.mstewart.net:8080/super8/index.htm
I captured a lot of data. I sure hope others find it useful. I have a
new plane as a result.
Best,
Mike
________________________________________________________________________________
| From: | "Randy Lervold" <randy(at)romeolima.com> |
| Subject: | Re: RV-List: Clocking the prop. Real world data |
Wow Mike, great info!!! I've long been curious about prop clocking but
there are some obstacles to just trying it as you ran into with the
crank flange bosses. Of course you're working on a 6-cylinder where most
of us are flying 4-cylinders. Anyone out there want to do some prop
clocking experimentation with an O-360?
If anyone in the Northwest wants to try some clocking experimentation I
can assist with the measurement. Our EAA chapter has a DSS Micro
MicroVibe II balancer....
http://www.eaa105.org/Programs/programs.htm#PropBalancing
Best,
Randy Lervold
----- Original Message -----
From: Stewart, Michael (ISS Atlanta)
To: rocket-list(at)matronics.com ; rv-list(at)matronics.com
Sent: Tuesday, April 17, 2007 6:51 AM
Subject: RV-List: Clocking the prop. Real world data
After weeks of trial and error, I have finally reached a point where I
can safely say that clocking the prop doesn't just make a difference, it
makes ALL the difference.
Several weeks ago I set out on a mission to run to ground a vibration
in my RV-8. An IO-540 C4B5 with a Hartzell 2 blade prop. There has been
a vibration that I would characterize as objectionable. Common on big
engine Rockets and RV's. The lower the RPM, the more objectionable it
was.
I was able to instrument the plane and do some real tests and get real
results with real data. The net of it is that by changing the prop
clocking, I was able to improve my vibration by 83%. And no Im not
kidding. You can read all the details here.
http://www2.mstewart.net:8080/super8/index.htm
I captured a lot of data. I sure hope others find it useful. I have a
new plane as a result.
Best,
Mike
________________________________________________________________________________
| From: | "Dan Checkoway" <dan(at)rvproject.com> |
| Subject: | Re: RV-List: Clocking the prop. Real world data |
Randy, you might find this interesting:
http://www.rvproject.com/m20j/pdfs/service_bulletins/sbm20-206.pdf
On my last Mooney, I flew behind an IO-360-A3B6D. What made it an
-A3... vs an -A1... were the reindexed prop flange bushings, and thus
the clocking of the prop (per the SB listed above). That was one very
smooth engine, but I can't say I had the opportunity to fly it before
the conversion was done.
The -A1B6 I have in my RV-7 had notable vibration early on, but after I
broke it in, I had it dynamically balanced by Jim Fackler to 0.01 IPS
(http://www.rvproject.com/20040427.html). While I did originally
consider converting my -A1B6 to an -A3B6, it didn't end up being
necessary in the end. The dynamic balance took care of it.
Kahuna, I assume you dynamically balanced the prop before diving into
the reclocking project? I didn't see any notes about that on your site.
)_( Dan
RV-7 N714D
www.rvproject.com / www.weathermeister.com
----- Original Message -----
From: Randy Lervold
To: rv-list(at)matronics.com ; rocket-list(at)matronics.com
Sent: Tuesday, April 17, 2007 8:06 AM
Subject: Re: RV-List: Clocking the prop. Real world data
Wow Mike, great info!!! I've long been curious about prop clocking
but there are some obstacles to just trying it as you ran into with the
crank flange bosses. Of course you're working on a 6-cylinder where most
of us are flying 4-cylinders. Anyone out there want to do some prop
clocking experimentation with an O-360?
If anyone in the Northwest wants to try some clocking experimentation
I can assist with the measurement. Our EAA chapter has a DSS Micro
MicroVibe II balancer....
http://www.eaa105.org/Programs/programs.htm#PropBalancing
Best,
Randy Lervold
----- Original Message -----
From: Stewart, Michael (ISS Atlanta)
To: rocket-list(at)matronics.com ; rv-list(at)matronics.com
Sent: Tuesday, April 17, 2007 6:51 AM
Subject: RV-List: Clocking the prop. Real world data
After weeks of trial and error, I have finally reached a point where
I can safely say that clocking the prop doesn't just make a difference,
it makes ALL the difference.
Several weeks ago I set out on a mission to run to ground a
vibration in my RV-8. An IO-540 C4B5 with a Hartzell 2 blade prop. There
has been a vibration that I would characterize as objectionable. Common
on big engine Rockets and RV's. The lower the RPM, the more
objectionable it was.
I was able to instrument the plane and do some real tests and get
real results with real data. The net of it is that by changing the prop
clocking, I was able to improve my vibration by 83%. And no Im not
kidding. You can read all the details here.
http://www2.mstewart.net:8080/super8/index.htm
I captured a lot of data. I sure hope others find it useful. I have
a new plane as a result.
Best,
Mike
href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.
com/Navigator?RV-List
href="http://forums.matronics.com">http://forums.matronics.com
________________________________________________________________________________
| Subject: | Re: RV-List: Clocking the prop. Real world data |
| From: | "Stewart, Michael (ISS Atlanta)" <mike.stewart(at)us.ibm.com> |
Yes it was dynamically balanced on 6 different occasions. 3 different
individuals. No weight required. .02-.04ips on each run.
Ill make a note of it on the web page.
Mike
_____
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Dan
Checkoway
Sent: Tuesday, April 17, 2007 12:43 PM
Subject: Rocket-List: Re: RV-List: Clocking the prop. Real world data
Randy, you might find this interesting:
http://www.rvproject.com/m20j/pdfs/service_bulletins/sbm20-206.pdf
On my last Mooney, I flew behind an IO-360-A3B6D. What made it an
-A3... vs an -A1... were the reindexed prop flange bushings, and thus
the clocking of the prop (per the SB listed above). That was one very
smooth engine, but I can't say I had the opportunity to fly it before
the conversion was done.
The -A1B6 I have in my RV-7 had notable vibration early on, but after I
broke it in, I had it dynamically balanced by Jim Fackler to 0.01 IPS
(http://www.rvproject.com/20040427.html). While I did originally
consider converting my -A1B6 to an -A3B6, it didn't end up being
necessary in the end. The dynamic balance took care of it.
Kahuna, I assume you dynamically balanced the prop before diving into
the reclocking project? I didn't see any notes about that on your site.
)_( Dan
RV-7 N714D
www.rvproject.com / www.weathermeister.com
----- Original Message -----
From: Randy Lervold <mailto:randy(at)romeolima.com>
To: rv-list(at)matronics.com ; rocket-list(at)matronics.com
Sent: Tuesday, April 17, 2007 8:06 AM
Subject: Re: RV-List: Clocking the prop. Real world data
Wow Mike, great info!!! I've long been curious about prop
clocking but there are some obstacles to just trying it as you ran into
with the crank flange bosses. Of course you're working on a 6-cylinder
where most of us are flying 4-cylinders. Anyone out there want to do
some prop clocking experimentation with an O-360?
If anyone in the Northwest wants to try some clocking
experimentation I can assist with the measurement. Our EAA chapter has a
DSS Micro MicroVibe II balancer....
http://www.eaa105.org/Programs/programs.htm#PropBalancing
Best,
Randy Lervold
----- Original Message -----
From: Stewart, Michael (ISS Atlanta)
To: rocket-list(at)matronics.com ; rv-list(at)matronics.com
Sent: Tuesday, April 17, 2007 6:51 AM
Subject: RV-List: Clocking the prop. Real world data
After weeks of trial and error, I have finally reached a
point where I can safely say that clocking the prop doesn't just make a
difference, it makes ALL the difference.
Several weeks ago I set out on a mission to run to
ground a vibration in my RV-8. An IO-540 C4B5 with a Hartzell 2 blade
prop. There has been a vibration that I would characterize as
objectionable. Common on big engine Rockets and RV's. The lower the RPM,
the more objectionable it was.
I was able to instrument the plane and do some real
tests and get real results with real data. The net of it is that by
changing the prop clocking, I was able to improve my vibration by 83%.
And no Im not kidding. You can read all the details here.
http://www2.mstewart.net:8080/super8/index.htm
I captured a lot of data. I sure hope others find it
useful. I have a new plane as a result.
Best,
Mike
href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.
c
om/Navigator?RV-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.
c
om/Navigator?RV-List
href="http://forums.matronics.com">http://forums.matronics.com
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | canopy overspray |
Does anyone have a good way to remove paint overspray from the plastic
canopy? Despite my best masking job, some overspray made its way onto
the canopy.
TIA,
Jim
________________________________________________________________________________
| From: | "Professor Fate" <vwbugin(at)sbcglobal.net> |
| Subject: | Re: canopy overspray |
Magic Clay and Maguire's final inspection spray. You can get the clay at
any body supply shop, The spray should be available at almost any auto
parts house. Spray a liberal coat of final inspection on the plastic
then rub off the overspray with the clay, as the surface dries out apply
more spray to keep the surface wet. Make sure the surface is VERY clean
before starting. The only problem you may encounter is if you got
etching primer in there it may have etched the plastic.
Steve
----- Original Message -----
From: Jim Stone
To: rocket-list(at)matronics.com
Sent: Tuesday, April 17, 2007 4:05 PM
Subject: Rocket-List: canopy overspray
Does anyone have a good way to remove paint overspray from the plastic
canopy? Despite my best masking job, some overspray made its way onto
the canopy.
TIA,
Jim
________________________________________________________________________________
| From: | "Professor Fate" <vwbugin(at)sbcglobal.net> |
| Subject: | Re: canopy overspray |
Next time use "Spraylat" on the canopy before painting. Spraylat is like
a skin, you paint it on the canopy with a brush or spray gun then you
peal it off when your ready to go . since it actually sticks to the
canopy nothing can get under it.
Steve
----- Original Message -----
From: Jim Stone
To: rocket-list(at)matronics.com
Sent: Tuesday, April 17, 2007 4:05 PM
Subject: Rocket-List: canopy overspray
Does anyone have a good way to remove paint overspray from the plastic
canopy? Despite my best masking job, some overspray made its way onto
the canopy.
TIA,
Jim
________________________________________________________________________________
| From: | "nico css" <nico(at)cybersuperstore.com> |
| Subject: | canopy overspray |
Try to get your hands on a small quantity of n-methyl-2-pyrrolidone (NMP).
If you google that, you should find a US company near you that'll sell it.
It's very expensive but you won't find any other paint remover that's
organic and water based. Aircraft paint flies off the aluminum in flakes
which you can pick up and dispose of without contaminating water sources.
Its only enemy is water. To deactivate it, wash it off with water. Control
the effect on the plexiglass with a rag with NMP in one hand and a rag
doused in water in the other. Wipe with NMP until the paint is gone and
immediately wipe with the water-rag. Once done, wash the area again with
water. Don't use the water sparingly.
Leave it on and your Merc overnight and it might become a shiny De Lorean
with the paint nicely peeling off like it's been sun-burnt.
Nico
_____
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Jim Stone
Sent: Tuesday, April 17, 2007 4:05 PM
Subject: Rocket-List: canopy overspray
Does anyone have a good way to remove paint overspray from the plastic
canopy? Despite my best masking job, some overspray made its way onto the
canopy.
TIA,
Jim
________________________________________________________________________________
| From: | Rob Ray <smokyray(at)yahoo.com> |
| Subject: | Re: canopy overspray |
Mineral Spirits works well, won't hurt the plexi...
RR
Professor Fate wrote: Magic Clay and Maguire's final
inspection spray. You can get the clay at any body supply shop, The spray
should be available at almost any auto parts house. Spray a liberal coat of
final inspection on the plastic then rub off the overspray with the clay, as
the surface dries out apply more spray to keep the surface wet. Make sure the
surface is VERY clean before starting. The only problem you may encounter is
if you got etching primer in there it may have etched the plastic.
Steve
----- Original Message -----
From: Jim Stone
To: rocket-list(at)matronics.com
Sent: Tuesday, April 17, 2007 4:05 PM
Subject: Rocket-List: canopy overspray
Does anyone have a good way to remove paint overspray from the plastic canopy?
Despite my best masking job, some overspray made its way onto the canopy.
TIA,
Jim
href="http://www.matronics.com/Navigator?Rocket-List">http://www.matronhref="http://forums.matronics.com">http://forums.matronics.com
---------------------------------
Ahhh...imagining that irresistible "new car" smell?
Check outnew cars at Yahoo! Autos.
________________________________________________________________________________
| From: | Rob Ray <smokyray(at)yahoo.com> |
| Subject: | Re: RV-List: Clocking the prop. Real world data |
Awesome! I have been trying to nail down a "pesky" harmonic in my Rocket at 2100-2400
rpm. After a dynamic balance, clean fuel injectors, new plugs and re-timing
the mag and checking electronic ignition, vibration continues. Sounds like
this is the ticket...thanks!
RR
Dan Checkoway wrote: @page Section1 {size: 8.5in 11.0in;
margin: 1.0in 1.25in 1.0in 1.25in; } P.MsoNormal { FONT-SIZE: 12pt; MARGIN:
0in 0in 0pt; FONT-FAMILY: "Times New Roman" } LI.MsoNormal { FONT-SIZE: 12pt;
MARGIN: 0in 0in 0pt; FONT-FAMILY: "Times New Roman" } DIV.MsoNormal { FONT-SIZE:
12pt; MARGIN: 0in 0in 0pt; FONT-FAMILY: "Times New Roman" } A:link { COLOR:
blue; TEXT-DECORATION: underline } SPAN.MsoHyperlink { COLOR: blue; TEXT-DECORATION:
underline } A:visited { COLOR: purple; TEXT-DECORATION: underline
} SPAN.MsoHyperlinkFollowed { COLOR: purple; TEXT-DECORATION: underline } SPAN.EmailStyle17
{ COLOR: windowtext; FONT-FAMILY: Arial; mso-style-type: personal-compose
} DIV.Section1 { page: Section1 } Randy, you might find this
interesting:
http://www.rvproject.com/m20j/pdfs/service_bulletins/sbm20-206.pdf
On my last Mooney, I flew behind an IO-360-A3B6D. What made it an -A3... vs
an -A1... were the reindexed prop flange bushings, and thus the clocking of the
prop (per the SB listed above). That was one very smooth engine, but I can't
say I had the opportunity to fly it before the conversion was done.
The -A1B6 I have in my RV-7 had notable vibration early on, but after I broke it in, I had it dynamically balanced by Jim Fackler to 0.01 IPS (http://www.rvproject.com/20040427.html). While I did originally consider converting my -A1B6 to an -A3B6, it didn't end up being necessary in the end. The dynamic balance took care of it.
Kahuna, I assume you dynamically balanced the prop before diving into the reclocking
project? I didn't see any notes about that on your site.
)_( Dan
RV-7 N714D
www.rvproject.com / www.weathermeister.com
----- Original Message -----
From: Randy Lervold
To: rv-list(at)matronics.com ; rocket-list(at)matronics.com
Sent: Tuesday, April 17, 2007 8:06 AM
Subject: Re: RV-List: Clocking the prop. Real world data
Wow Mike, great info!!! I've long been curious about prop clocking but there
are some obstacles to just trying it as you ran into with the crank flange
bosses. Of course you're working on a 6-cylinder where most of us are
flying 4-cylinders. Anyone out there want to do some prop clocking experimentation
with an O-360?
If anyone in the Northwest wants to try some clocking experimentation I can assist with the measurement. Our EAA chapter has a DSS Micro MicroVibe II balancer.... http://www.eaa105.org/Programs/programs.htm#PropBalancing
Best,
Randy Lervold
----- Original Message -----
From: Stewart, Michael (ISS Atlanta)
To: rocket-list(at)matronics.com ; rv-list(at)matronics.com
Sent: Tuesday, April 17, 2007 6:51 AM
Subject: RV-List: Clocking the prop. Real world data
After weeks of trial and error, I have finally reached a point where
I can safely say that clocking the prop doesnt just make a difference,
it makes ALL the difference.
Several weeks ago I set out on a mission to run to ground a vibration
in my RV-8. An IO-540 C4B5 with a Hartzell 2 blade prop. There has been
a vibration that I would characterize as objectionable. Common on big engine
Rockets and RVs. The lower the RPM, the more objectionable it was.
I was able to instrument the plane and do some real tests and get real results with real data. The net of it is that by changing the prop clocking, I was able to improve my vibration by 83%. And no Im not kidding. You can read all the details here. http://www2.mstewart.net:8080/super8/index.htm
I captured a lot of data. I sure hope others find it useful. I have a
new plane as a result.
Best,
Mike
href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.com/Navigator?RV-List href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/Navigator?RV-List">http://www.matronics.com/Navigator?RV-List href="http://forums.matronics.com">http://forums.matronics.com
---------------------------------
Ahhh...imagining that irresistible "new car" smell?
Check outnew cars at Yahoo! Autos.
________________________________________________________________________________
| From: | "Aaron Villery" <Scudrunr(at)mho.com> |
| Subject: | Re: canopy overspray |
Kerosene might do the trick as well. Had to get 15 year old masking tape
off a -6 canopy.
Aaron Villery
----- Original Message -----
From: Rob Ray
To: rocket-list(at)matronics.com
Sent: Tuesday, April 17, 2007 8:48 PM
Subject: Re: Rocket-List: canopy overspray
Mineral Spirits works well, won't hurt the plexi...
RR
Professor Fate wrote:
Magic Clay and Maguire's final inspection spray. You can get the
clay at any body supply shop, The spray should be available at almost
any auto parts house. Spray a liberal coat of final inspection on the
plastic then rub off the overspray with the clay, as the surface dries
out apply more spray to keep the surface wet. Make sure the surface is
VERY clean before starting. The only problem you may encounter is if you
got etching primer in there it may have etched the plastic.
Steve
----- Original Message -----
From: Jim Stone
To: rocket-list(at)matronics.com
Sent: Tuesday, April 17, 2007 4:05 PM
Subject: Rocket-List: canopy overspray
Does anyone have a good way to remove paint overspray from the
plastic canopy? Despite my best masking job, some overspray made its
way onto the canopy.
TIA,
Ahhh...imagining that irresistible "new car" smell?
Check out new cars at Yahoo! Autos.
________________________________________________________________________________
| From: | "Philip Ward" <philip.ward(at)gmail.com> |
| Subject: | Has anybody seen or heard from John (Harmon) |
Has anyone heard from John. I have asked a few questions via email but got
no answer. I know that he will be busy with the rocket cafe but now I have
seen his HRIII up for sale I am a little worried.
________________________________________________________________________________
| From: | Hr2pilot(at)aol.com |
| Subject: | Re: Has anybody seen or heard from John (Harmon) |
He is alive and well,spending a fortune on the Rocket Shop Caf'e.
John
************************************** See what's free at http://www.aol.com.
________________________________________________________________________________
| Subject: | Re: Has anybody seen or heard from John (Harmon) |
| From: | bluebird266(at)dslextreme.com |
John
if you need some value engineering ideas on the plumbing portion of the
project let me know
Harry Paine
Plumbing & Piping Estimator
California comfort systems USA
Hr2pilot(at)aol.com
> He is alive and well,spending a fortune on the Rocket Shop Caf'e.
> John
>
>
> ************************************** See what's free at
> http://www.aol.com.
>
________________________________________________________________________________
| From: | "Philip Ward" <philip.ward(at)gmail.com> |
| Subject: | Re: Has anybody seen or heard from John (Harmon) |
Hi John,
That's good to hear! Did you get my last emails on getting a kit from you
and the shipping costs?
Phil
On 18/04/07, Hr2pilot(at)aol.com wrote:
>
> He is alive and well,spending a fortune on the Rocket Shop Caf'e.
> John
>
>
> ------------------------------
> See what's free at AOL.com <http://www.aol.com/?ncid=AOLAOF00020000000503>.
>
>
> *
>
> *
>
>
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | Re: Has anybody seen or heard from John (Harmon) |
And for those of you who are not familiar with the new Caf'e, check out
this link.
http://www.rocketshopcafe.com/
All the best,
Jim Stone
----- Original Message -----
From: Hr2pilot(at)aol.com
To: rocket-list(at)matronics.com
Sent: Wednesday, April 18, 2007 10:26 AM
Subject: Re: Rocket-List: Has anybody seen or heard from John (Harmon)
He is alive and well,spending a fortune on the Rocket Shop Caf'e.
John
-------------------------------------------------------------------------
-----
See what's free at AOL.com.
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | Re: canopy overspray |
Tried the overspray clay but it but it was way to slow. 5-10 minutes of
work and little to no results. The Maguire's plastic cleaner did the
trick.
Thanks for your input.
Jim
----- Original Message -----
From: Professor Fate
To: rocket-list(at)matronics.com
Sent: Tuesday, April 17, 2007 7:42 PM
Subject: Re: Rocket-List: canopy overspray
Magic Clay and Maguire's final inspection spray. You can get the clay
at any body supply shop, The spray should be available at almost any
auto parts house. Spray a liberal coat of final inspection on the
plastic then rub off the overspray with the clay, as the surface dries
out apply more spray to keep the surface wet. Make sure the surface is
VERY clean before starting. The only problem you may encounter is if you
got etching primer in there it may have etched the plastic.
Steve
----- Original Message -----
From: Jim Stone
To: rocket-list(at)matronics.com
Sent: Tuesday, April 17, 2007 4:05 PM
Subject: Rocket-List: canopy overspray
Does anyone have a good way to remove paint overspray from the
plastic canopy? Despite my best masking job, some overspray made its
way onto the canopy.
TIA,
Jim
href="http://www.matronics.com/Navigator?Rocket-List">http://www.matron
href="http://forums.matronics.com">http://forums.matronics.com
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | Re: canopy overspray |
Tried the mineral spirits but it but it was way to slow. 5-10 minutes
of work and little to no results. The Maguire's plastic cleaner did the
trick.
Thanks for your input.
Jim
----- Original Message -----
From: Rob Ray
To: rocket-list(at)matronics.com
Sent: Tuesday, April 17, 2007 10:48 PM
Subject: Re: Rocket-List: canopy overspray
Mineral Spirits works well, won't hurt the plexi...
RR
Professor Fate wrote:
Magic Clay and Maguire's final inspection spray. You can get the
clay at any body supply shop, The spray should be available at almost
any auto parts house. Spray a liberal coat of final inspection on the
plastic then rub off the overspray with the clay, as the surface dries
out apply more spray to keep the surface wet. Make sure the surface is
VERY clean before starting. The only problem you may encounter is if you
got etching primer in there it may have etched the plastic.
Steve
----- Original Message -----
From: Jim Stone
To: rocket-list(at)matronics.com
Sent: Tuesday, April 17, 2007 4:05 PM
Subject: Rocket-List: canopy overspray
Does anyone have a good way to remove paint overspray from the
plastic canopy? Despite my best masking job, some overspray made its
way onto the canopy.
TIA,
Ahhh...imagining that irresistible "new car" smell?
Check out new cars at Yahoo! Autos.
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | Re: canopy overspray |
Tried the kerosene (white gas) but it but it was way to slow. 5-10
minutes of work and little to no results. The Maguire's plastic cleaner
did the trick.
Thanks for your input.
Jim
----- Original Message -----
From: Aaron Villery
To: rocket-list(at)matronics.com
Sent: Tuesday, April 17, 2007 11:46 PM
Subject: Re: Rocket-List: canopy overspray
Kerosene might do the trick as well. Had to get 15 year old masking
tape off a -6 canopy.
Aaron Villery
----- Original Message -----
From: Rob Ray
To: rocket-list(at)matronics.com
Sent: Tuesday, April 17, 2007 8:48 PM
Subject: Re: Rocket-List: canopy overspray
Mineral Spirits works well, won't hurt the plexi...
RR
Professor Fate wrote:
Magic Clay and Maguire's final inspection spray. You can get the
clay at any body supply shop, The spray should be available at almost
any auto parts house. Spray a liberal coat of final inspection on the
plastic then rub off the overspray with the clay, as the surface dries
out apply more spray to keep the surface wet. Make sure the surface is
VERY clean before starting. The only problem you may encounter is if you
got etching primer in there it may have etched the plastic.
Steve
----- Original Message -----
From: Jim Stone
To: rocket-list(at)matronics.com
Sent: Tuesday, April 17, 2007 4:05 PM
Subject: Rocket-List: canopy overspray
Does anyone have a good way to remove paint overspray from the
plastic canopy? Despite my best masking job, some overspray made its
way onto the canopy.
TIA,
Ahhh...imagining that irresistible "new car" smell?
Check out new cars at Yahoo! Autos.
href="http://www.matronics.com/Navigator?Rocket-List">http://www.matron
href="http://forums.matronics.com">http://forums.matronics.com
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | Re: canopy overspray |
Cool product.
Have you seen it used on a canopy?
Do you know who sells this product, Spruce no longer carries it?
Thanks,
Jim
----- Original Message -----
From: Professor Fate
To: rocket-list(at)matronics.com
Sent: Tuesday, April 17, 2007 7:45 PM
Subject: Re: Rocket-List: canopy overspray
Next time use "Spraylat" on the canopy before painting. Spraylat is
like a skin, you paint it on the canopy with a brush or spray gun then
you peal it off when your ready to go . since it actually sticks to the
canopy nothing can get under it.
Steve
----- Original Message -----
From: Jim Stone
To: rocket-list(at)matronics.com
Sent: Tuesday, April 17, 2007 4:05 PM
Subject: Rocket-List: canopy overspray
Does anyone have a good way to remove paint overspray from the
plastic canopy? Despite my best masking job, some overspray made its
way onto the canopy.
TIA,
Jim
href="http://www.matronics.com/Navigator?Rocket-List">http://www.matron
href="http://forums.matronics.com">http://forums.matronics.com
________________________________________________________________________________
| From: | Steve Irving <vwbugin(at)sbcglobal.net> |
| Subject: | Re: canopy overspray |
I first saw it used on the canopy I bought for a Thorp I built a few years ago.
The company I bought it from shipped all their canopy's with spray-lat applied.
I have applied it myself on other canopy's I worked with including the one
I am working with now. This time I used a brush to put it on not knowing what
the results would be, but it worked fine. Check the link below, that's where I
bought the last batch. The Rocket canopy takes about two quarts.
http://www.wicksaircraft.com/catalog/product_cat.php/subid=2235/index.html
Jim Stone wrote:
Cool product.
Have you seen it used on a canopy?
Do you know who sells this product, Spruce no longer carries it?
Thanks,
Jim
----- Original Message -----
From: Professor Fate
To: rocket-list(at)matronics.com
Sent: Tuesday, April 17, 2007 7:45 PM
Subject: Re: Rocket-List: canopy overspray
Next time use "Spraylat" on the canopy before painting. Spraylat is like a skin,
you paint it on the canopy with a brush or spray gun then you peal it off
when your ready to go . since it actually sticks to the canopy nothing can get
under it.
Steve
----- Original Message -----
From: Jim Stone
To: rocket-list(at)matronics.com
Sent: Tuesday, April 17, 2007 4:05 PM
Subject: Rocket-List: canopy overspray
Does anyone have a good way to remove paint overspray from the plastic canopy?
Despite my best masking job, some overspray made its way onto the canopy.
TIA,
Jim
href="http://www.matronics.com/Navigator?Rocket-List">http://www.matronhref="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/Navigator?Rocket-List">http://www.matronhref="http://forums.matronics.com">http://forums.matronics.com
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | Re: canopy overspray |
Thanks Steve,
I'm about to take the Rocket to the airport for final assembly so I will
probably just try to keep it nice a bit longer without the Sparylat.
Thanks for your advice, I will use it on the next airplane.
Jim Stone
----- Original Message -----
From: Steve Irving
To: rocket-list(at)matronics.com
Sent: Wednesday, April 25, 2007 10:21 PM
Subject: Re: Rocket-List: canopy overspray
I first saw it used on the canopy I bought for a Thorp I built a few
years ago. The company I bought it from shipped all their canopy's with
spray-lat applied. I have applied it myself on other canopy's I worked
with including the one I am working with now. This time I used a brush
to put it on not knowing what the results would be, but it worked fine.
Check the link below, that's where I bought the last batch. The Rocket
canopy takes about two quarts.
http://www.wicksaircraft.com/catalog/product_cat.php/subid=2235/index.h
tml
Jim Stone wrote:
Cool product.
Have you seen it used on a canopy?
Do you know who sells this product, Spruce no longer carries it?
Thanks,
Jim
----- Original Message -----
From: Professor Fate
To: rocket-list(at)matronics.com
Sent: Tuesday, April 17, 2007 7:45 PM
Subject: Re: Rocket-List: canopy overspray
Next time use "Spraylat" on the canopy before painting. Spraylat
is like a skin, you paint it on the canopy with a brush or spray gun
then you peal it off when your ready to go . since it actually sticks to
the canopy nothing can get under it.
Steve
----- Original Message -----
From: Jim Stone
To: rocket-list(at)matronics.com
Sent: Tuesday, April 17, 2007 4:05 PM
Subject: Rocket-List: canopy overspray
Does anyone have a good way to remove paint overspray from the
plastic canopy? Despite my best masking job, some overspray made its
way onto the canopy.
TIA,
Jim
href="http://www.matronics.com/Navigator?Rocket-List">http://www.matron
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/Navigator?Rocket-List">http://www.matron
href="http://forums.matronics.com">http://forums.matronics.com
________________________________________________________________________________
| From: | f1rocket(at)telus.net |
| Subject: | Wheel pant ground clearance |
All those flying off of grass:
What is the clearance between the pant and the ground at the point aft of the
wheel, and at the "tail" of the wheel pant?
Thanks,
Jeff
________________________________________________________________________________
| From: | "Tom Martin" <fairlea(at)amtelecom.net> |
| Subject: | Wheel pant ground clearance |
When the tail of the aircraft is on the ground I place my hand, four
fingers, under the tail of the wheelpant to set the height. I use a block
about an inch and a half on top of the tire. Since all wheel pants are not
the same check the area just aft of the tire, you should have an inch and a
half to two inches here.
I fly of a grass strip and as long as the ground is firm you really
do not have to treat the pants any different than pavement. If you have
ruts and bumps you probably should not be there!
Tom Martin
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of
f1rocket(at)telus.net
Sent: April 26, 2007 2:01 PM
Subject: Rocket-List: Wheel pant ground clearance
All those flying off of grass:
What is the clearance between the pant and the ground at the point aft of
the
wheel, and at the "tail" of the wheel pant?
Thanks,
Jeff
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | Re: Wheel pant ground clearance |
Good Gouge Tom,
What do you set your tire pressure at?
Jim Stone
----- Original Message -----
From: "Tom Martin" <fairlea(at)amtelecom.net>
Sent: Thursday, April 26, 2007 2:45 PM
Subject: RE: Rocket-List: Wheel pant ground clearance
>
> When the tail of the aircraft is on the ground I place my hand, four
> fingers, under the tail of the wheelpant to set the height. I use a block
> about an inch and a half on top of the tire. Since all wheel pants are
> not
> the same check the area just aft of the tire, you should have an inch and
> a
> half to two inches here.
> I fly of a grass strip and as long as the ground is firm you really
> do not have to treat the pants any different than pavement. If you have
> ruts and bumps you probably should not be there!
>
> Tom Martin
>
> -----Original Message-----
> From: owner-rocket-list-server(at)matronics.com
> [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of
> f1rocket(at)telus.net
> Sent: April 26, 2007 2:01 PM
> To: rocket-list(at)matronics.com
> Subject: Rocket-List: Wheel pant ground clearance
>
>
> All those flying off of grass:
>
> What is the clearance between the pant and the ground at the point aft of
> the
> wheel, and at the "tail" of the wheel pant?
>
> Thanks,
> Jeff
>
>
>
________________________________________________________________________________
| From: | "Tom Martin" <fairlea(at)amtelecom.net> |
| Subject: | Wheel pant ground clearance |
It depends on the airplane and the gear set up. If you get a bit of a shake
at certain speeds I find that lower tire pressures help, say 30 pounds. If
not then increase the tire pressure up to 40 psi. It is easier to move
around the hangar with more pressure. Higher pressures will tend to make
the landing skips a bit more noticeable.
The comment regarding rough strips has to do with the gear set up.
The gear moves a lot and a rough field will definitely increase your long
term maintenance issues. Both with the pants and farings and the engine
mount itself. Buy, or borrow, the biggest roller you can get. Mine is six
feet long and weighs 5000 lbs.
Tom Martin
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Jim Stone
Sent: April 26, 2007 6:07 PM
Subject: Re: Rocket-List: Wheel pant ground clearance
Good Gouge Tom,
What do you set your tire pressure at?
Jim Stone
----- Original Message -----
From: "Tom Martin" <fairlea(at)amtelecom.net>
Sent: Thursday, April 26, 2007 2:45 PM
Subject: RE: Rocket-List: Wheel pant ground clearance
>
> When the tail of the aircraft is on the ground I place my hand, four
> fingers, under the tail of the wheelpant to set the height. I use a block
> about an inch and a half on top of the tire. Since all wheel pants are
> not
> the same check the area just aft of the tire, you should have an inch and
> a
> half to two inches here.
> I fly of a grass strip and as long as the ground is firm you really
> do not have to treat the pants any different than pavement. If you have
> ruts and bumps you probably should not be there!
>
> Tom Martin
>
> -----Original Message-----
> From: owner-rocket-list-server(at)matronics.com
> [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of
> f1rocket(at)telus.net
> Sent: April 26, 2007 2:01 PM
> To: rocket-list(at)matronics.com
> Subject: Rocket-List: Wheel pant ground clearance
>
>
> All those flying off of grass:
>
> What is the clearance between the pant and the ground at the point aft of
> the
> wheel, and at the "tail" of the wheel pant?
>
> Thanks,
> Jeff
>
>
>
________________________________________________________________________________
| From: | "N395V" <n395v(at)hughes.net> |
Les is still alive............
Plagarized from VAF.net
On May 12 Th from 10 am to 4 PM the Annual Fly-In will be held near Mt
Vernon, MO.
Several Kit built and restored planes are expected.
Camping is premitted at the site.
100LL Fuel will also be available.
The private Grass Strip is 2 miles NE of 2M0.
Coordinates are N 3706.2 W 93.52.2
The strip is 14/32 @ 2200' X 75'
Unicom is 122.9
Driving Directions take exit 44 from I-44 on to Business 44/loop
1.5 miles, turn North on Hwy 39 1/4 mile, turn west on Hwy V 2.4 miles
Barbecue lunch will be served (Donation $ 5.00)
Please RSVP
Les Featherstone (Host)
417 425-3595
__________________
--------
Milt
2003 F1 Rocket
2006 Radial Rocket
Some people live an entire lifetime and wonder if they have made a difference to
the world, but the Marines dont have that problem. - Ronald Reagan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=109441#109441
________________________________________________________________________________
| From: | Rob Ray <smokyray(at)yahoo.com> |
| Subject: | Wheel pant ground clearance |
Tom,
After dragging my James wheelpants bottoms and breaking two sets of attach
brackets on my rough grass strip, I installed a set of original Van's RV4 pants.
I set the height with a 2X4 sideways under the rear of the pant with the tail
down. No more clearance problems. No notice in speed loss as well...a win win.
Rob Ray
Tom Martin wrote:
When the tail of the aircraft is on the ground I place my hand, four
fingers, under the tail of the wheelpant to set the height. I use a block
about an inch and a half on top of the tire. Since all wheel pants are not
the same check the area just aft of the tire, you should have an inch and a
half to two inches here.
I fly of a grass strip and as long as the ground is firm you really
do not have to treat the pants any different than pavement. If you have
ruts and bumps you probably should not be there!
Tom Martin
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of
f1rocket(at)telus.net
Sent: April 26, 2007 2:01 PM
Subject: Rocket-List: Wheel pant ground clearance
All those flying off of grass:
What is the clearance between the pant and the ground at the point aft of
the
wheel, and at the "tail" of the wheel pant?
Thanks,
Jeff
---------------------------------
Ahhh...imagining that irresistible "new car" smell?
Check outnew cars at Yahoo! Autos.
________________________________________________________________________________
| Subject: | Wheel and tailwheel clearances |
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
> All those flying off of grass:
>
> What is the clearance between the pant and the ground at the point aft
of
> the
> wheel, and at the "tail" of the wheel pant?
A shameless plug, but installing (an easy retrofit done in 5 minutes) my
tailwheel will slightly increase the clearance of the aft portion of
your already installed wheelpants. But more importantly, the obstacle
clearance of the tailwheel itself is doubled... and it handles better
when you have a pax. Check the URL below if interested.
In stock, ready to ship.
Vince Frazier
Screaming Eagle Graphics and Accessories, LLC
3965 Caborn Road
Mount Vernon, IN 47620
812-464-1839
http://vincesrocket.com/products.htm
________________________________________________________________________________
| From: | rocketman <bluebird266(at)dslextreme.com> |
Rocket list has been kind of thin lately so here goes:
After procrastinating many years about hi CHT's & oil temps on climbout or
just hi period on hot days I finally bit the bullet and installed Billy
Waters louvers on Lower cowl.
Yes I have plenum helped a little bit made CHTS very even but still hot
have oil cooler mounted off back of number 5 should have done off of #6
Okay on 80 deg OAT on CLIMBOUT 2500 RPM 25 IN MP at 120 mph indicated
temps on 5 & 6 never went past 405 wahoo!!! Oil Temp at 185
interestingly the oil temp went down as well on both the oil temps and
CHT'S OVERALL REDUCTION IS BETWEEN 25-30 DEGREES :-) depend on power
setting and altitude.
Can not discern any noticeable speed penalty :-)
If you want to stay cool I highly recommend this for any rocketman
billy waters
info is
Jones15183(at)aol.com
Hi Harry, sorry for the delay in getting back to you. I have borrowed a
Dig. camera to take pics, to send to you. The price for the Louver panel
is $ 150.00, this includes S&H by priority mail to your door. ( In the
United States ).If you do not live in USA shipping will be different
price...Does not include ins. Although I haven't sent any Insured
before. Not much damage can be made to panel. If you decide to purchase a
Louver panel for your plane, just send me a check or M.O. for the above
amt. to Billy Waters, 745 J.B. Vandiver Loop, Moody, Tx. 76657. And Give
me yor proper shippng address...I have two inquiries, and fortunately
these are the last two Louver panels that I have left. The Louver panel is
approx. 11"x17 1/2" is made from .032 Al. has 12 louvers in each side.
Won't be making any more until summer. I am going to attempt to send pics,
and other mat'l. to you. If you receive same, let me know..thanks billy waters
Harry Paine
266HP 440 HRS
________________________________________________________________________________
| From: | Jones15183(at)aol.com |
Good job Harry
************************************** See what's free at http://www.aol.com.
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
Hey thanks for the info, do you know if the Harmon Rocket runs hot too?
I haven't heard any complaints but you know how that goes.
Thanks again for the info,
Jim Stone
HRII Louisville
----- Original Message -----
From: rocketman
To: Boyd C. Braem
Sent: Thursday, May 03, 2007 11:17 PM
Subject: Rocket-List: Louvers
Rocket list has been kind of thin lately so here goes:
After procrastinating many years about hi CHT's & oil temps on
climbout or just hi period on hot days I finally bit the bullet and
installed Billy Waters louvers on Lower cowl.
Yes I have plenum helped a little bit made CHTS very even but still
hot
have oil cooler mounted off back of number 5 should have done off of
#6
Okay on 80 deg OAT on CLIMBOUT 2500 RPM 25 IN MP at 120 mph indicated
temps on 5 & 6 never went past 405 wahoo!!! Oil Temp at 185
interestingly the oil temp went down as well on both the oil temps and
CHT'S OVERALL REDUCTION IS BETWEEN 25-30 DEGREES :-) depend on power
setting and altitude.
Can not discern any noticeable speed penalty :-)
If you want to stay cool I highly recommend this for any rocketman
billy waters
info is
Jones15183(at)aol.com
Hi Harry, sorry for the delay in getting back to you. I have borrowed
a Dig. camera to take pics, to send to you. The price for the Louver
panel is $ 150.00, this includes S&H by priority mail to your door. ( In
the United States ).If you do not live in USA shipping will be different
price...Does not include ins. Although I haven't sent any Insured
before. Not much damage can be made to panel. If you decide to purchase
a Louver panel for your plane, just send me a check or M.O. for the
above amt. to Billy Waters, 745 J.B. Vandiver Loop, Moody, Tx. 76657.
And Give me yor proper shippng address...I have two inquiries, and
fortunately these are the last two Louver panels that I have left. The
Louver panel is approx. 11"x17 1/2" is made from .032 Al. has 12 louvers
in each side. Won't be making any more until summer. I am going to
attempt to send pics, and other mat'l. to you. If you receive same, let
me know..thanks billy waters
Harry Paine
266HP 440 HRS
________________________________________________________________________________
| From: | f1rocket(at)telus.net |
Once upon a time someone was trying to sell some standard (or I guess we call
them Sport now) wings because he was changing to EVO.
Are you still out there? Do you still have the wings for sale?
Regards,
Jeff
________________________________________________________________________________
I had mine for sale a few years ago when Mark came out with the Evo wings. My project
is too far along to make the switch now.
Danny Melnik
F1 #25
Melbourne (FL) Rocket Factory
-----Original Message-----
From: f1rocket(at)telus.net
Sent: Mon, 7 May 2007 10:52 AM
Subject: Rocket-List: Wings
Once upon a time someone was trying to sell some standard (or I guess we call
them Sport now) wings because he was changing to EVO.
Are you still out there? Do you still have the wings for sale?
Regards,
Jeff
________________________________________________________________________
________________________________________________________________________________
| From: | James Frank <mdatp(at)bellsouth.net> |
That was me. I'm now flying with the standard wing.
Jim
on 5/7/07 10:52 AM, f1rocket(at)telus.net at f1rocket(at)telus.net wrote:
>
> Once upon a time someone was trying to sell some standard (or I guess we call
> them Sport now) wings because he was changing to EVO.
>
> Are you still out there? Do you still have the wings for sale?
>
> Regards,
> Jeff
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Jerry Manda" <174mm(at)sbcglobal.net> |
| Subject: | Harmon Rocket HR-2 project $35K obo bak.,CA |
We have an HR-2 for sale which is close to or at the "Quick build stage.
We can offer our hangar at no charge with all the best tools and
machinery along with a professional builder at Bakersfield's L45, to
complete it for you.
Call and leave message or E-mail (e-mail only checked once a day) if
interested.
$35K obo.
661/323-4700 ext. 6
________________________________________________________________________________
| From: | Randy Chesley <rchesley(at)cc.usu.edu> |
| Subject: | Northern Oregon Rocket builders |
Rocketeers,
Is there anyone building / flying a HRII or F1 close to Lincoln city or
Gleneden Beach Oregon? I will be visiting the area May 20 -27, and would
love to get re-inspired.
1 wife, 2 kids, one mini van this week, barely doing work on wings,
never even sat in a rocket. That's how great an airplane I'm convinced
it is.
Randy, Northern Utah
________________________________________________________________________________
| Subject: | Re: Northern Oregon Rocket builders |
Randy,
There is a flying F1 in Morgan, one flying F1 and a HRII at BTF, a F1 at
SLC#2, an F1 and a HRII at Heber City and another F1 at SGU. Another guy at BTF
is building an F1 Evo at his home.
Just come a little way south for some inspiration.
Cal Brubaker
F1 #116 100+ hours BTF "mi hangar su hangar"
************************************** See what's free at http://www.aol.com.
________________________________________________________________________________
| From: | Lee Armstrong <kevin(at)bondedcomponents.freeserve.co.uk> |
| Subject: | 1st UK Harmon Rocket II Has flown !!! |
Hi Guys,
Well finaly the 1st Harmon Rocket II has flown in the UK, A 10yr+
project for my father Kevin Armstrong came to fruition at 1pm on the
20th of May 2007 when in almost perfect conditions he flew out of the
1000ft grass strip at Kingston, Cambrigeshire and into a nice wide
2500ft grass stripat Gransden,Cambridgeshire about 30 minutes and a huge
grin later.
I saw and got to video most of the take off, i say most as to be honest
it was a little quick to track with my video camera on the tripod and as
such he got away from me !!! When i get a chance to get it off my video
camera, i will post it on the website.
We were also intending to film the landing, but when we arrived by car
to the landing strip he had already landed. He expected to do a couple
of fly bys on the runway to get the feel of it, but managed to line the
1st atempt up perfectly and as such did what sounded like a perfect
landing with hardly anyone to see it. A friend was already there and
waiting for him but the landing was so quick that by the time the camera
had powered up, he was on the ground.
From discussions afterwards he never actualy opened her up more than
half way and still ended up aproaching 200mph on a fly past and ended up
climbing at over 3000ft per min.. The stall seems to be around 60-65 but
he didn't let it fully stall, just enough to know where the landing
speeds would be.
He now needs to do a lot of test flying, technicaly within 25miles of
the airfield...Lots of circuits will ensue
Cya,
Lee
http://www.bondedcomponents.co.uk/rocket/
________________________________________________________________________________
| From: | rocketman <bluebird266(at)dslextreme.com> |
| Subject: | Re: 1st UK Harmon Rocket II Has flown !!! |
confabulations pops!
want an achievement
Harry Paine
266HP
450 hrs
>Well finaly the 1st Harmon Rocket II has flown in the UK, A 10yr+
>project for my father Kevin Armstrong came to fruition at 1pm on the
>20th of May 2007 when in almost perfect conditions he flew out of
>the 1000ft grass strip at Kingston, Cambrigeshire and into a nice
>wide 2500ft grass stripat Gransden,Cambridgeshire about 30 minutes
>and a huge grin later.
>
>I saw and got to video most of the take off, i say most as to be
>honest it was a little quick to track with my video camera on the
>tripod and as such he got away from me !!! When i get a chance to
>get it off my video camera, i will post it on the website.
>
>We were also intending to film the landing, but when we arrived by
>car to the landing strip he had already landed. He expected to do a
>couple of fly bys on the runway to get the feel of it, but managed
>to line the 1st atempt up perfectly and as such did what sounded
>like a perfect landing with hardly anyone to see it. A friend was
>already there and waiting for him but the landing was so quick that
>by the time the camera had powered up, he was on the ground.
>
> From discussions afterwards he never actualy opened her up more
> than half way and still ended up aproaching 200mph on a fly past
> and ended up climbing at over 3000ft per min.. The stall seems to
> be around 60-65 but he didn't let it fully stall, just enough to
> know where the landing speeds would be.
>
>He now needs to do a lot of test flying, technicaly within 25miles
>of the airfield...Lots of circuits will ensue
>
>Cya,
> Lee
>
>http://www.bondedcomponents.co.uk/rocket/
>
>
________________________________________________________________________________
| Subject: | Re: Rocket-List Digest: 2 Msgs - 05/21/07 |
| From: | speedy11(at)aol.com |
Well finaly the 1st Harmon Rocket II has flown in the UK, A 10yr+
project for my father Kevin Armstrong
Congratulations on your successful flight!!
Building an aircraft in Europe is twice as difficult as in the USA, so I commend
you on your determination.
Regards,
Stan Sutterfield
Tampa, FL
________________________________________________________________________
________________________________________________________________________________
| From: | "FRED LA FORGE" <fred.laforge(at)verizon.net> |
I gotta do it, got to sell my RV-4 to finish my Harmon Rocket II
http://users.skynet.be/fa926657/files/B29.wmv
Fred LaForge EAA tech counselor,RV-4, HR-II project
________________________________________________________________________________
| From: | "Tom Gummo" <T.gummo(at)verizon.net> |
| Subject: | Re: Its for sale |
Fred,
A picture of your beautiful aircraft would be much better than a link to
the B-29 movie.
Tom
----- Original Message -----
From: FRED LA FORGE
To: SoCAL-RVlist(at)yahoogroups.com ; rocket-list(at)matronics.com ;
EAA448(at)yahoogroups.com
Sent: Wednesday, May 23, 2007 7:35 PM
Subject: Rocket-List: Its for sale
I gotta do it, got to sell my RV-4 to finish my Harmon Rocket II
http://users.skynet.be/fa926657/files/B29.wmv
Fred LaForge EAA tech counselor,RV-4, HR-II project
________________________________________________________________________________
| From: | "FRED LA FORGE" <fred.laforge(at)verizon.net> |
| Subject: | Got to sell my RV-4 |
http://www.controller.com/listings/detail.aspx?OHID=1119479&guid=3FB6
4F06374242D4850186AE02243E15 Sorry guys I got my links
crossed.
Fred LaForge EAA tech counselor,RV-4, HR-II project
________________________________________________________________________________
| From: | "FRED LA FORGE" <fred.laforge(at)verizon.net> |
| Subject: | Re: Its for sale |
Thanks Tom.
Fred LaForge EAA tech counselor,RV-4, HR-II project
----- Original Message -----
From: Tom Gummo
To: rocket-list(at)matronics.com
Sent: Wednesday, May 23, 2007 8:26 PM
Subject: Re: Rocket-List: Its for sale
Fred,
A picture of your beautiful aircraft would be much better than a link
to the B-29 movie.
Tom
----- Original Message -----
From: FRED LA FORGE
To: SoCAL-RVlist(at)yahoogroups.com ; rocket-list(at)matronics.com ;
EAA448(at)yahoogroups.com
Sent: Wednesday, May 23, 2007 7:35 PM
Subject: Rocket-List: Its for sale
I gotta do it, got to sell my RV-4 to finish my Harmon Rocket II
http://users.skynet.be/fa926657/files/B29.wmv
Fred LaForge EAA tech counselor,RV-4, HR-II project
href="http://www.matronics.com/Navigator?Rocket-List">http://www.matron
href="http://forums.matronics.com">http://forums.matronics.com
________________________________________________________________________________
| From: | Hr2pilot(at)aol.com |
All you RV and Rocket don't forget the Bakersfield Fly-in this Saturday
June 2.
John
************************************** See what's free at http://www.aol.com.
________________________________________________________________________________
| From: | "Ron Carter" <ronc(at)metropolisdesign.com> |
Yo!
Thanks for the advance notice!!!
_____
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of
Hr2pilot(at)aol.com
Sent: Wednesday, May 30, 2007 10:51 AM
Subject: Rocket-List: (no subject)
All you RV and Rocket don't forget the Bakersfield Fly-in this Saturday
June 2.
John
_____
See what's free at AOL.com <http://www.aol.com?ncid=AOLAOF00020000000503> .
_____
Try SPAMfighter <http://www.spamfighter.com/len> for free now!
________________________________________________________________________________
| From: | Rob Ray <smokyray(at)yahoo.com> |
Guys,
Here is a flying photo for you builders out there of 2 early HR2's. It is myself
and fellow F16 buddy "Slim" Culpepper flying over my grass strip near Lakeland
FL in our HR2's last month. Slims was the first customer HR2 to fly (I believe).
Trust me, Rockets Rock!
Rob Ray
[URL=http://img504.imageshack.us/my.php?image=img2049ow8.jpg][IMG]http://img504.imageshack.us/img504/1129/img2049ow8.th.jpg[/IMG][/URL]
---------------------------------
Be a PS3 game guru.
Get your game face on with the latest PS3 news and previews at Yahoo! Games.
________________________________________________________________________________
| From: | "F1 Rocket" <f1rocket(at)telus.net> |
Rob,
Didn't get the attachment.
Can you send it to my address directly? f1rocket(at)telus.net
Thanks,
Jeff
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com]On Behalf Of Rob Ray
Sent: May 30, 2007 3:05 PM
To: rocket-list(at)matronics.com
Subject: Rocket-List: R Squared...
Guys,
Here is a flying photo for you builders out there of 2 early HR2's. It
is myself and fellow F16 buddy "Slim" Culpepper flying over my grass strip
near Lakeland FL in our HR2's last month. Slims was the first customer HR2
to fly (I believe).
Trust me, Rockets Rock!
Rob Ray
[URL=http://img504.imageshack.us/my.php?image=img2049ow8.jpg][IMG]http://i
mg504.imageshack.us/img504/1129/img2049ow8.th.jpg[/IMG][/URL]
----------------------------------------------------------------------------
--
Be a PS3 game guru.
Get your game face on with the latest PS3 news and previews at Yahoo!
Games.
________________________________________________________________________________
| From: | Rob Ray <smokyray(at)yahoo.com> |
No worries, I will also send it to Matt for re-distribution...
RR
F1 Rocket wrote: Rob,
Didn't get the attachment.
Can you send it to my address directly? f1rocket(at)telus.net
Thanks,
Jeff
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com]On Behalf Of Rob Ray
Sent: May 30, 2007 3:05 PM
Subject: Rocket-List: R Squared...
Guys,
Here is a flying photo for you builders out there of 2 early HR2's. It is
myself and fellow F16 buddy "Slim" Culpepper flying over my grass strip near
Lakeland FL in our HR2's last month. Slims was the first customer HR2 to
fly (I believe).
Trust me, Rockets Rock!
Rob Ray
[URL=http://img504.imageshack.us/my.php?image=img2049ow8.jpg][IMG]http://img504.imageshack.us/img504/1129/img2049ow8.th.jpg[/IMG][/URL]
---------------------------------
Be a PS3 game guru.
Get your game face on with the latest PS3 news and previews at Yahoo! Games.
href="http://www.matronics.com/Navigator?Rocket-List">http://www.matronhref="http://forums.matronics.com">http://forums.matronics.com
---------------------------------
Pinpoint customers who are looking for what you sell.
________________________________________________________________________________
| From: | "Rob Mokry" <robmokry(at)covad.net> |
| Subject: | Bad news for GPS IFR |
FAA POLICY CHANGE VOIDS MANY IFR GPS UNITS Many previously IFR-certified GPS
receivers might now be unapproved for flying many instrument procedures due
to recent FAA policy changes, according to AOPA. On Thursday, the
association said the FAA's Advisory Circular 90-100A, issued in March,
indicates that only three GPS models -- the Garmin 400, 500 and G1000 series
-- are now legal. Other models made by Garmin, including the new GNS 480
WAAS receiver, as well as receivers manufactured by Chelton, Honeywell,
Northstar, and Trimble are listed as "noncompliant," AOPA said. The action
means up to 26,000 GPS users no longer comply with a 1996 FAA policy that
allows GPS to be used in lieu of ADF or DME. More...
The link:
http://www.avweb.com/avwebflash/news/FAA_Policy_Change_Voids_Many_IFR_GPS_Un
its_195277-1.html
Recently completed the WAAS upgrade on my 530 and came across this. For
those of us living in the fog it is a godsend!
________________________________________________________________________________
| From: | Rob Ray <smokyray(at)yahoo.com> |
| Subject: | Re: Bad news for GPS IFR |
One phrase fixes that problem....Cancel IFR...:) I'd rather do acro anyway...
RR
FAA POLICY CHANGE VOIDS MANY IFR GPS UNITS Many previously IFR-certified GPS
receivers might now be unapproved for flying many instrument procedures due
to recent FAA policy changes, according to AOPA. On Thursday, the
association said the FAA's Advisory Circular 90-100A, issued in March,
indicates that only three GPS models -- the Garmin 400, 500 and G1000 series
-- are now legal. Other models made by Garmin, including the new GNS 480
WAAS receiver, as well as receivers manufactured by Chelton, Honeywell,
Northstar, and Trimble are listed as "noncompliant," AOPA said. The action
means up to 26,000 GPS users no longer comply with a 1996 FAA policy that
allows GPS to be used in lieu of ADF or DME. More...
The link:
http://www.avweb.com/avwebflash/news/FAA_Policy_Change_Voids_Many_IFR_GPS_Un
its_195277-1.html
Recently completed the WAAS upgrade on my 530 and came across this. For
those of us living in the fog it is a godsend!
---------------------------------
Pinpoint customers who are looking for what you sell.
________________________________________________________________________________
| From: | Cameron Kurth <cameronkurth(at)yahoo.com> |
| Subject: | Bakersfield fly-in |
Did I miss the Bako fly-in again this year? If not when is it?
Cam
Boardwalk for $500? In 2007? Ha! Play Monopoly Here and Now (it's updated for today's
economy) at Yahoo! Games.
http://get.games.yahoo.com/proddesc?gamekey=monopolyherenow
________________________________________________________________________________
| From: | "Professor Fate" <vwbugin(at)sbcglobal.net> |
| Subject: | Re: Bakersfield fly-in |
This Sat, 2nd of June
----- Original Message -----
From: Cameron Kurth
To: rocket-list(at)matronics.com
Sent: Thursday, May 31, 2007 5:13 PM
Subject: Rocket-List: Bakersfield fly-in
Did I miss the Bako fly-in again this year? If not when is it?
Cam
-------------------------------------------------------------------------
-----
Fussy? Opinionated? Impossible to please? Perfect. Join Yahoo!'s user
panel and lay it on us.
________________________________________________________________________________
| From: | "capmrp" <capmrp(at)cfu.net> |
Have any of you guys experienced or heard of anyone experiencing a case
of vibration in the tail
with a heavy back seater and high speeds ie. around 220 kts? If so,
what caused it and what
fixed it?
I have heard a comment or two about this and wondered about it's
accuracy as I am contemplating
a Rocket project myself.
R/
Mike P.
capmrp(at)cfu.net
________________________________________________________________________________
| From: | "nico css" <nico(at)cybersuperstore.com> |
Legitimate or not, but that would scare the living daylights out of me for
fear of flutter and in-flight break-up. There were extensive comments about
vibrations earlier in the discussion but I believe those were about
propeller vibrations, not airframe.
Nico
_____
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of capmrp
Sent: Monday, June 04, 2007 4:50 AM
Subject: Rocket-List: Vibrations
Have any of you guys experienced or heard of anyone experiencing a case of
vibration in the tail
with a heavy back seater and high speeds ie. around 220 kts? If so, what
caused it and what
fixed it?
I have heard a comment or two about this and wondered about it's accuracy as
I am contemplating
a Rocket project myself.
R/
Mike P.
capmrp(at)cfu.net
________________________________________________________________________________
| Subject: | [ Rob Ray ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Rob Ray
Lists: RV-List,Rocket-List,RV4-List,RV8-List
Subject: Motivational Photos
http://www.matronics.com/photoshare/smokyray@yahoo.com.06.23.2007/index.html
----------------------------------------------------------
o Main Photo Share Index
http://www.matronics.com/photoshare
o Submitting a Photo Share
If you wish to submit a Photo Share of your own, please include the
following information along with your email message and files:
1) Email List or Lists that they are related to:
2) Your Full Name:
3) Your Email Address:
4) One line Subject description:
5) Multi-line, multi-paragraph description of topic:
6) One-line Description of each photo or file:
Email the information above and your files and photos to:
pictures(at)matronics.com
----------------------------------------------------------
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | Re: [ Rob Ray ] : New Email List Photo Share Available! |
Thanks Rob, I needed that.
Jim Stone
Louisville
HRII Final months (hopefully)
----- Original Message -----
From: "Email List Photo Shares" <pictures(at)matronics.com>
Sent: Saturday, June 23, 2007 5:59 PM
Subject: Rocket-List: [ Rob Ray ] : New Email List Photo Share Available!
>
>
>
> A new Email List Photo Share is available:
>
> Poster: Rob Ray
>
> Lists: RV-List,Rocket-List,RV4-List,RV8-List
>
> Subject: Motivational Photos
>
> http://www.matronics.com/photoshare/smokyray@yahoo.com.06.23.2007/index.html
>
>
> ----------------------------------------------------------
>
> o Main Photo Share Index
>
> http://www.matronics.com/photoshare
>
> o Submitting a Photo Share
>
> If you wish to submit a Photo Share of your own, please include the
> following information along with your email message and files:
>
> 1) Email List or Lists that they are related to:
> 2) Your Full Name:
> 3) Your Email Address:
> 4) One line Subject description:
> 5) Multi-line, multi-paragraph description of topic:
> 6) One-line Description of each photo or file:
>
> Email the information above and your files and photos to:
>
> pictures(at)matronics.com
>
> ----------------------------------------------------------
>
>
>
________________________________________________________________________________
| From: | <laboggan(at)mywdo.com> |
Anyone know of Harmon Rockets based in Denver?
________________________________________________________________________________
| From: | <laboggan(at)mywdo.com> |
I am getting ready to insure my plane for first flights
and for flying.
I have to find someone that I can get 15 hours of
instruction from a CFI in a Harmon Rocket.
The insurance company has some exact guidelines I have to
complete to get insured.
The CFI has to have 1000pic, 250 tailwheel, 50 in a Harmon
Rocket, no accidents, incidents, violations, etc...and I
have to take these 15 hours in a Harmon Rocket.
If anyone has this and is willing to do this with me
please let me know what you would want for doing
it...$$$$.
I live in Colorado Springs but looks like I'll have to
travel to get this done.
Seems Harmon Rockets have some pretty stiff insurance
requirements and a nice large cost.
I'm not willing to fly without it...
anyone willing to help, please email me. Thanks.
________________________________________________________________________________
| From: | JOHNTMEY(at)aol.com |
Larry,
Once upon a time, Les Featherstone in Missouri was offering help ...,
regarding getting checked out.
15 hours is a bit of a stretch. There is no Rocket that is a commercial
unit so any time you get is courtesy of the owner and his good grace. Too bad
the insurance co's are anal about this.
My rec (with disclaimer). Manage the risk ! Get time in RV-4, RV-6, -8,
any RV tailwheel, any tailwheel, get a Rocket ride, F-1 ride... and if you are
feeling proficient... just go fly your Rocket 1st flight on a calm day. If
you built it right and got everything torqued correctly, it will be a
pussy-cat. You may end up flying 15 hours without totally being covered according
to your carrier. Nevermind that you are a test pilot flying off 25 (or 50)
hours of gov't required flight test program, investigating the envelope,
finding Va, Vx, Vy and all sorts of stuff... which the insurance co never figured
into their relevance. When you buy the insurance and sign the premium check,
aren't you betting you will crash ? What will the cause be... engine quits
? Or will you screw up a landing ? If after you get some exposure in
similar type,.. and you actually seriously think you are going to crash yours,
better not fly it ...ever. (My disclaimer would be that I may be totally full
of ****! )
I'm a CFI and have a Rocket with dual contols ... have put young pilots in
the front seat, no biggie. But I don't do touch-and-goes nor actual
instruction. The Rocket time is too valuable and too fleeting to measure. I
barely
meet your insurance co's time-in-type req (60 hrs) and I have been an
owner-flyer for 18 months. If you come to the Olympic Peninsula, I'll give you
30
minutes and a couple landings, no charge except you buy lunch. You can
probably find closer and more pertinent help around Colorado. Check with the
RVers
around DEN. Rich Winnick has F-1 but I doubt he would "rent" the beast.
Others ?
Good luck... we hope to hear good things about your 1st flight.
JohnM N5800 Sequim, WA
************************************** See what's free at http://www.aol.com.
________________________________________________________________________________
I trained for a couple of hours with Craig Fordam at Boulder City, NV in his
Extra 300, then went up and spent some time in Scapoose, OR with Mike
Seager--the RV CFI. I highly recommend him.
My first landing was still probably my best; I flew naked for 20 hours until
I could qualify for insurance. I did not have an "hours with a CFI"
requirement, which I now am confronted with in my new Bearhawk!
Cal
F1 N954CB 120 hours
************************************** See what's free at http://www.aol.com.
________________________________________________________________________________
| From: | "nico css" <nico(at)cybersuperstore.com> |
Wouldn't they consider covering the plane while a CFI with those
qualifications are flying your Rocket? That way you don't have to use
someone else's machine.
Nico
-----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: Tuesday, June 26, 2007 4:22 PM
Subject: Rocket-List:
I am getting ready to insure my plane for first flights
and for flying.
I have to find someone that I can get 15 hours of
instruction from a CFI in a Harmon Rocket.
The insurance company has some exact guidelines I have to
complete to get insured.
The CFI has to have 1000pic, 250 tailwheel, 50 in a Harmon
Rocket, no accidents, incidents, violations, etc...and I
have to take these 15 hours in a Harmon Rocket.
If anyone has this and is willing to do this with me
please let me know what you would want for doing
it...$$$$.
I live in Colorado Springs but looks like I'll have to
travel to get this done.
Seems Harmon Rockets have some pretty stiff insurance
requirements and a nice large cost.
I'm not willing to fly without it...
anyone willing to help, please email me. Thanks.
________________________________________________________________________________
| From: | "Red Hamilton" <redswing(at)mcn.org> |
If you are a member of the Antique/Classic division of EAA, there is a
program that includes homebuilts/tailwheels/high
performance/handpropping that required no time in type (not a Rocket in
my case) to have insurance including first flight; assuming that you
have used the EAA tech counselor and flight advisor programs and can
document that.
Red
----- Original Message -----
From: nico css
To: rocket-list(at)matronics.com
Sent: Wednesday, June 27, 2007 7:18 AM
Subject: RE: Rocket-List:
Wouldn't they consider covering the plane while a CFI with those
qualifications are flying your Rocket? That way you don't have to use
someone else's machine.
Nico
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of
laboggan(at)mywdo.com
Sent: Tuesday, June 26, 2007 4:22 PM
To: rocket-list(at)matronics.com
Subject: Rocket-List:
I am getting ready to insure my plane for first flights
and for flying.
I have to find someone that I can get 15 hours of
instruction from a CFI in a Harmon Rocket.
The insurance company has some exact guidelines I have to
complete to get insured.
The CFI has to have 1000pic, 250 tailwheel, 50 in a Harmon
Rocket, no accidents, incidents, violations, etc...and I
have to take these 15 hours in a Harmon Rocket.
If anyone has this and is willing to do this with me
please let me know what you would want for doing
it...$$$$.
I live in Colorado Springs but looks like I'll have to
travel to get this done.
Seems Harmon Rockets have some pretty stiff insurance
requirements and a nice large cost.
I'm not willing to fly without it...
anyone willing to help, please email me. Thanks.
________________________________________________________________________________
| From: | Dave Lind <davelind(at)frontiernet.net> |
| Subject: | Re: Rocket-List Digest: 2 Msgs - 06/26/07 |
On Jun 26, 2007, at 11:57 PM, Rocket-List Digest Server wrote:
> laboggan(at)mywdo.com>
Would address you by name if I knew it....
A little more than two years ago I was in a similar circumstance. I
was about to purchase a Harmon II and based on my reading of their
requirements I thought I had to get instruction in a Harmon. But it
turned out it was just any tailwheel aircraft of that 'type' and I took
the instruction and received an endorsement from the person that Vans
recommends (not far from Portland,Oregon) in his RV-7.
dave lind
530 284-1433
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | Insurance companies |
I am looking for insurance on my Rocket. Can you fellas give me some
names of companies who will insure Rockets please?
Thanks,
Jim Stone
PS. Calling Avemco today
________________________________________________________________________________
| From: | Fred Weaver <Mytyweav(at)earthlink.net> |
| Subject: | Re: Insurance companies |
Gee whiz Jim.... Why don't you call the most expensive guys first? Make
your calls to EAA and Falcon. They have the right programs.
Weav
Jim Stone wrote:
> I am looking for insurance on my Rocket. Can you fellas give me some
> names of companies who will insure Rockets please?
> Thanks,
> Jim Stone
> PS. Calling Avemco today
> *
>
>
> *
> ------------------------------------------------------------------------
>
>
________________________________________________________________________________
| From: | JOHNTMEY(at)aol.com |
| Subject: | Re: Insurance companies Ditto |
Ditto Falcon...
JohnM N5800 Sequim WA
************************************** See what's free at http://www.aol.com.
________________________________________________________________________________
| From: | Rob Ray <smokyray(at)yahoo.com> |
| Subject: | Re: Insurance companies |
AUA in North carolina. 1-800-727-3823
RR
Jim Stone wrote:
I am looking for insurance on my Rocket. Can you fellas give me some
names of companies who will insure Rockets please?
Thanks,
Jim Stone
PS. Calling Avemco today
---------------------------------
Food fight? Enjoy some healthy debate
in the Yahoo! Answers Food & Drink Q&A.
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | Re: Insurance companies |
Falcon sez they do not insure HR. They recommended Avemco or London.
Avemco does not insure you for Phase I of the Test program and yet they
appear to be closely associated with EAA.
Any ideas on who else to call?
Jim
----- Original Message -----
From: "Fred Weaver" <Mytyweav(at)earthlink.net>
Sent: Wednesday, June 27, 2007 3:52 PM
Subject: Re: Rocket-List: Insurance companies
>
> Gee whiz Jim.... Why don't you call the most expensive guys first? Make
> your calls to EAA and Falcon. They have the right programs.
> Weav
>
> Jim Stone wrote:
>> I am looking for insurance on my Rocket. Can you fellas give me some
>> names of companies who will insure Rockets please?
>> Thanks,
>> Jim Stone
>> PS. Calling Avemco today
>> *
>>
>>
>> *
>> ------------------------------------------------------------------------
>>
>>
>
>
>
________________________________________________________________________________
| From: | Rob Ray <smokyray(at)yahoo.com> |
| Subject: | Re: Insurance companies |
AUA in NC 1800-727-3823..
RR
Rob Ray wrote:
---------------------------------
Food fight? Enjoy some healthy debate
in the Yahoo! Answers Food & Drink Q&A.
---------------------------------
Need a vacation? Get great deals to amazing places on Yahoo! Travel.
________________________________________________________________________________
| Subject: | Re: Insurance companies |
Cannon Insurance will cover F1's but not the HR2.?You can contact?them here: http://www.cannonaviation.com/
Danny Melnik
F1 #25
Melbourne (FL) Rocket Factory
-----Original Message-----
From: Rob Ray <smokyray(at)yahoo.com>
Sent: Wed, 27 Jun 2007 4:20 pm
Subject: Re: Rocket-List: Insurance companies
Need a vacation? Get great deals to amazing places on Yahoo! Travel.
________________________________________________________________________
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | Re: Insurance companies |
Rob, the below is all I got from you, was there more?
Jim
----- Original Message -----
From: Rob Ray
To: rocket-list(at)matronics.com
Sent: Wednesday, June 27, 2007 4:20 PM
Subject: Re: Rocket-List: Insurance companies
-------------------------------------------------------------------------
-----
Need a vacation? Get great deals to amazing places on Yahoo! Travel.
________________________________________________________________________________
| From: | Fred Weaver <Mytyweav(at)earthlink.net> |
| Subject: | Re: Insurance companies |
Jim and all....
I've had recent experience with Nationair on some RV policies. Give
Jenny Estes a call as she is quite knowledgeable about these airplanes
and might be able to help. Their phone number is 636.532.0023. They are
also reasonable when it comes to the checkout with your airplane because
they understand there aren't a lot of CFI's that are capable of doing
the job. It's better to have a competent Rocket pilot check you out and
provide the familiarization flights. Then you don't wad up your new
plane because you've had the right stuff. I can help almost anyone get
squared away that really needs it. Most of you guys could just get in
and fly it... The Rocket is a very nice plane to fly and won't bite you
unless you are really not paying any attention at all.....
Again, I think you should ask for Jenny...
Weav
________________________________________________________________________________
| From: | Rob Ray <smokyray(at)yahoo.com> |
| Subject: | Re: Insurance companies |
AUA insurance in NC, I recommend them highly...
RR
Jim Stone wrote:
Rob, the below is all I got from you, was there more?
Jim
----- Original Message -----
From: Rob Ray
To: rocket-list(at)matronics.com
Sent: Wednesday, June 27, 2007 4:20 PM
Subject: Re: Rocket-List: Insurance companies
---------------------------------
Need a vacation? Get great deals to amazing places on Yahoo! Travel.
href="http://www.matronics.com/Navigator?Rocket-List">http://www.matronhref="http://forums.matronics.com">http://forums.matronics.com
---------------------------------
You snooze, you lose. Get messages ASAP with AutoCheck
________________________________________________________________________________
| From: | <laboggan(at)mywdo.com> |
| Subject: | Re: Insurance companies |
Hello Jim,
Avemco told me they won't touch it....after paying them
construction insurance fees for 6 years.
"Jim Stone" wrote:
> I am looking for insurance on my Rocket. Can you fellas
>give me some names of companies who will insure Rockets
>please?
> Thanks,
> Jim Stone
> PS. Calling Avemco today
________________________________________________________________________________
| From: | <laboggan(at)mywdo.com> |
thanks everyone for the help.
Jim,
London is who is quoting me my insurance on my rocket.
Only 5 grand a year...........meaning, I won't be owning
this plane long.
________________________________________________________________________________
| From: | Rob Ray <smokyray(at)yahoo.com> |
I pay $1500 a year for full hull coverage on a 96 HR2. AUA insurance in NC 1800-727-3823.
RR
laboggan(at)mywdo.com wrote:
thanks everyone for the help.
Jim,
London is who is quoting me my insurance on my rocket.
Only 5 grand a year...........meaning, I won't be owning
this plane long.
---------------------------------
Choose the right car based on your needs. Check out Yahoo! Autos new Car Finder
tool.
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | Re: Insurance companies |
Thanks Weav!
Jim
----- Original Message -----
From: "Fred Weaver" <Mytyweav(at)earthlink.net>
Sent: Wednesday, June 27, 2007 7:58 PM
Subject: Re: Rocket-List: Insurance companies
>
>
> Jim and all....
> I've had recent experience with Nationair on some RV policies. Give
> Jenny Estes a call as she is quite knowledgeable about these airplanes
> and might be able to help. Their phone number is 636.532.0023. They are
> also reasonable when it comes to the checkout with your airplane because
> they understand there aren't a lot of CFI's that are capable of doing
> the job. It's better to have a competent Rocket pilot check you out and
> provide the familiarization flights. Then you don't wad up your new
> plane because you've had the right stuff. I can help almost anyone get
> squared away that really needs it. Most of you guys could just get in
> and fly it... The Rocket is a very nice plane to fly and won't bite you
> unless you are really not paying any attention at all.....
>
> Again, I think you should ask for Jenny...
> Weav
>
>
>
________________________________________________________________________________
| From: | "Jeff Linebaugh" <jefflinebaugh(at)earthlink.net> |
| Subject: | RE: Rocket-List Digest: 4 Msgs - 06/28/07 |
$1500 for full coverage? Smokey...you are the man! That is at least half
what everyone else has been paying...most are in the order of $3K. Who
wrote your policy? I understand there are only two companies writing
policies...
Jeff Linebaugh
jefflinebaugh(at)earthlink.net
________________________________ Message 3
_____________________________________
From: Rob Ray <smokyray(at)yahoo.com>
Subject: Re: Rocket-List:
I pay $1500 a year for full hull coverage on a 96 HR2. AUA insurance in NC
1800-727-3823.
RR
laboggan(at)mywdo.com wrote:
thanks everyone for the help.
Jim,
London is who is quoting me my insurance on my rocket.
Only 5 grand a year...........meaning, I won't be owning
this plane long.
---------------------------------
Choose the right car based on your needs. Check out Yahoo! Autos new Car
Finder
tool.
________________________________ Message 4
_____________________________________
From: "Jim Stone" <jrstone(at)insightbb.com>
Subject: Re: Rocket-List: Insurance companies
Thanks Weav!
Jim
----- Original Message -----
From: "Fred Weaver" <Mytyweav(at)earthlink.net>
Sent: Wednesday, June 27, 2007 7:58 PM
Subject: Re: Rocket-List: Insurance companies
>
>
> Jim and all....
> I've had recent experience with Nationair on some RV policies. Give
> Jenny Estes a call as she is quite knowledgeable about these airplanes
> and might be able to help. Their phone number is 636.532.0023. They are
> also reasonable when it comes to the checkout with your airplane because
> they understand there aren't a lot of CFI's that are capable of doing
> the job. It's better to have a competent Rocket pilot check you out and
> provide the familiarization flights. Then you don't wad up your new
> plane because you've had the right stuff. I can help almost anyone get
> squared away that really needs it. Most of you guys could just get in
> and fly it... The Rocket is a very nice plane to fly and won't bite you
> unless you are really not paying any attention at all.....
>
> Again, I think you should ask for Jenny...
> Weav
>
>
________________________________________________________________________________
| From: | Rob Ray <smokyray(at)yahoo.com> |
| Subject: | Re: RE: Rocket-List Digest: 4 Msgs - 06/28/07 |
Jeff,
Be careful, my data plate says RV4 and I think it went to the carrier as an RV4.
It might be less because of that. When you talk to AUA ask for Rob Kamsch
and see what he can work out. Quotes are free...
RR
Jeff Linebaugh wrote:
$1500 for full coverage? Smokey...you are the man! That is at least half
what everyone else has been paying...most are in the order of $3K. Who
wrote your policy? I understand there are only two companies writing
policies...
Jeff Linebaugh
jefflinebaugh(at)earthlink.net
________________________________ Message 3
_____________________________________
From: Rob Ray
Subject: Re: Rocket-List:
I pay $1500 a year for full hull coverage on a 96 HR2. AUA insurance in NC
1800-727-3823.
RR
laboggan(at)mywdo.com wrote:
thanks everyone for the help.
Jim,
London is who is quoting me my insurance on my rocket.
Only 5 grand a year...........meaning, I won't be owning
this plane long.
---------------------------------
Choose the right car based on your needs. Check out Yahoo! Autos new Car
Finder
tool.
________________________________ Message 4
_____________________________________
From: "Jim Stone"
Subject: Re: Rocket-List: Insurance companies
Thanks Weav!
Jim
----- Original Message -----
From: "Fred Weaver"
Sent: Wednesday, June 27, 2007 7:58 PM
Subject: Re: Rocket-List: Insurance companies
>
>
> Jim and all....
> I've had recent experience with Nationair on some RV policies. Give
> Jenny Estes a call as she is quite knowledgeable about these airplanes
> and might be able to help. Their phone number is 636.532.0023. They are
> also reasonable when it comes to the checkout with your airplane because
> they understand there aren't a lot of CFI's that are capable of doing
> the job. It's better to have a competent Rocket pilot check you out and
> provide the familiarization flights. Then you don't wad up your new
> plane because you've had the right stuff. I can help almost anyone get
> squared away that really needs it. Most of you guys could just get in
> and fly it... The Rocket is a very nice plane to fly and won't bite you
> unless you are really not paying any attention at all.....
>
> Again, I think you should ask for Jenny...
> Weav
>
>
---------------------------------
Never miss an email again!
Yahoo! Toolbar alerts you the instant new Mail arrives. Check it out.
________________________________________________________________________________
| From: | "Wolfgang Meyn" <mw104(at)netmdc.com> |
| Subject: | RE: Rocket-List Digest: 4 Msgs - 06/28/07 |
Well,
my policy just came up for renewal.
Falcon told me that they do not write new policies but they renew the
existing ones which in my case (and acc. to them in everybody else's) go
through GLOBAL. What I got was $ 450.00 for liability and 1.83% of the hull
value (all risk). My premium for 2007/08 didn't change.
The only guys who write new policies are the Cannon guys out of Scottsdale
http://www.cannonaviation.com/index.php (talk to Todd Smith).
They also require a certain amount of dual and from what I remember are not
insuring the 20/40 initial hours.
The premium they quoted me was about $1000.00 higher than what I pay with
Falcon. I guess there rates are about 2.4% of hull value.
Cheers
Wolfgang (F1 140hrs,)
PS.: I hold ATP,MEI,CFI,CFII and got about 5000 hrs (500 TW). total with
no accidents but I think this didn't do much for my rates.
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Jeff Linebaugh
Sent: Friday, June 29, 2007 6:21 AM
Subject: Rocket-List: RE: Rocket-List Digest: 4 Msgs - 06/28/07
$1500 for full coverage? Smokey...you are the man! That is at least half
what everyone else has been paying...most are in the order of $3K. Who
wrote your policy? I understand there are only two companies writing
policies...
Jeff Linebaugh
jefflinebaugh(at)earthlink.net
________________________________ Message 3
_____________________________________
From: Rob Ray <smokyray(at)yahoo.com>
Subject: Re: Rocket-List:
I pay $1500 a year for full hull coverage on a 96 HR2. AUA insurance in NC
1800-727-3823.
RR
laboggan(at)mywdo.com wrote:
thanks everyone for the help.
Jim,
London is who is quoting me my insurance on my rocket.
Only 5 grand a year...........meaning, I won't be owning
this plane long.
---------------------------------
Choose the right car based on your needs. Check out Yahoo! Autos new Car
Finder
tool.
________________________________ Message 4
_____________________________________
From: "Jim Stone" <jrstone(at)insightbb.com>
Subject: Re: Rocket-List: Insurance companies
Thanks Weav!
Jim
----- Original Message -----
From: "Fred Weaver" <Mytyweav(at)earthlink.net>
Sent: Wednesday, June 27, 2007 7:58 PM
Subject: Re: Rocket-List: Insurance companies
>
>
> Jim and all....
> I've had recent experience with Nationair on some RV policies. Give
> Jenny Estes a call as she is quite knowledgeable about these airplanes
> and might be able to help. Their phone number is 636.532.0023. They are
> also reasonable when it comes to the checkout with your airplane because
> they understand there aren't a lot of CFI's that are capable of doing
> the job. It's better to have a competent Rocket pilot check you out and
> provide the familiarization flights. Then you don't wad up your new
> plane because you've had the right stuff. I can help almost anyone get
> squared away that really needs it. Most of you guys could just get in
> and fly it... The Rocket is a very nice plane to fly and won't bite you
> unless you are really not paying any attention at all.....
>
> Again, I think you should ask for Jenny...
> Weav
>
>
________________________________________________________________________________
| From: | "nico css" <nico(at)cybersuperstore.com> |
Are we being spammed?
_____
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Rob Ray
Sent: Thursday, June 28, 2007 10:49 AM
Subject: Re: Rocket-List:
_____
Choose the right car based on your needs. Check out Yahoo!
<http://us.rd.yahoo.com/evt=48518/*http:/autos.yahoo.com/carfinder/;_ylc=X3o
DMTE3NWsyMDd2BF9TAzk3MTA3MDc2BHNlYwNtYWlsdGFncwRzbGsDY2FyLWZpbmRlcg--%20>
Autos new Car Finder tool.
________________________________________________________________________________
| From: | "Max Hegler" <MaxHegler(at)msn.com> |
Do any of the Rocket or F1 derivatives use the RV 8 as a basis? I am
wondering if I can use the RV-8 fuselage with the tapered wings from a
Rocket or F1.
Thanks,
Max
________________________________________________________________________________
| From: | <laboggan(at)mywdo.com> |
If your insurance says RV-4 it will not cover you in a big
accident.
Same when you give a fake address on car insurance..they
will pay small claims but if you end up with a big one
they will do everything they can to not pay...
all they have to do is prove you falsified the contract
with them.
________________________________________________________________________________
| From: | Michael W Stewart <mike.stewart(at)us.ibm.com> |
There are RV-8's with 540's on them.
You would not be able to use the 8 fuse with the evo wing without serio
us
modification.
The wing root and carry through are completely different as are the rea
r
spar connects and dimensions.
Best,
Mike
"Max Hegler"
To
Sent by:
owner-rocket-list
cc
-server@matronics
.com Subj
ect
Rocket-List: RV8 Rocket
06/29/2007 02:16
PM
Please respond to
rocket-list@matro
nics.com
Do any of the Rocket or F1 derivatives use the RV 8 as a basis? I am
wondering if I can use the RV-8 fuselage with the tapered wings from a
Rocket or F1.
Thanks,
Max
========================
============
========================
============
========================
============
________________________________________________________________________________
| From: | Rob Ray <smokyray(at)yahoo.com> |
Laboggan,
I spoke with my agent briefly today. As far as AIG is concerned, the Rocket is
a hybrid RV with alot of HP insured for the value stated. Having dealt with
AUA for 15 years and had friends with claims, falsification is not an issue. It
has everything to do with what is on the data plate. If your FAA registry says
RV4, that is how it insured.If it says HR2 then you go with it. Every experimental
is a "one of a kind" in the FAA eyes and insurance companies. RV's have
"safety in numbers" but are still considered "homebuilts". If it happens to
have a 540 in it and costs 85K+, then so be it. Since the Rocket is 80% RV4 parts,
you have a case to call it an RV4...It's worth investigating.
RR
laboggan(at)mywdo.com wrote:
If your insurance says RV-4 it will not cover you in a big
accident.
Same when you give a fake address on car insurance..they
will pay small claims but if you end up with a big one
they will do everything they can to not pay...
all they have to do is prove you falsified the contract
with them.
---------------------------------
Get the free Yahoo! toolbar and rest assured with the added security of spyware
protection.
________________________________________________________________________________
| Subject: | Re: Rocket-List Digest: 4 Msgs - 06/28/07 |
| From: | "Jeff Linebaugh" <jefflinebaugh(at)earthlink.net> |
Rob,
Eeecks....so if you ball'd it up, you think they'd write you a check?
As for free quotes...taint the case... The insurance companies have got that locked
up...you can't get a quote unless you sign an exclusive agreement with that
broker to get you a quote...that way you can't shop around, and they don't
have to do mulitple quotes.
That is why I asked who your insurance policy is with...
Jeff
Jeff,
Be careful, my data plate says RV4 and I think it went to the carrier as an RV4.
It might be less because of that. When you talk to AUA ask for Rob Kamsch and
see what he can work out. Quotes are free...
RR
--------
Jeff Linebaugh
jefflinebaugh(at)earthlink.net
Collierville, TN
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=121255#121255
________________________________________________________________________________
| From: | Fred Weaver <Mytyweav(at)earthlink.net> |
| Subject: | Re: Insurance stuff |
Incorrect.... Jeff, this only happens when you "surrender" your N
Number. If you are getting quotes, you don't have to provide an N number
but they don't tell you that. All you have to do to get quotes is tell
them you haven't finished yet but you are shopping. That way, they can't
"Lock you up"...
And Yes, I think if Rob balled it up, they would pay. It's all about the
numbers you give them. They work the premiums around the numbers. If Rob
provided a hull value that he was comfortable with, I'm sure the premium
represents it.
Weav
Jeff Linebaugh wrote:
>
> Rob,
>
> Eeecks....so if you ball'd it up, you think they'd write you a check?
>
> As for free quotes...taint the case... The insurance companies have got that
locked up...you can't get a quote unless you sign an exclusive agreement with
that broker to get you a quote...that way you can't shop around, and they don't
have to do mulitple quotes.
>
> That is why I asked who your insurance policy is with...
>
> Jeff
>
>
> Jeff,
>
> Be careful, my data plate says RV4 and I think it went to the carrier as an RV4.
It might be less because of that. When you talk to AUA ask for Rob Kamsch
and see what he can work out. Quotes are free...
>
> RR
>
> --------
> Jeff Linebaugh
> jefflinebaugh(at)earthlink.net
> Collierville, TN
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=121255#121255
>
>
>
________________________________________________________________________________
| From: | Fred Weaver <Mytyweav(at)earthlink.net> |
| Subject: | Re: Insurance stuff |
Incorrect.... Jeff, this only happens when you "surrender" your N
Number. If you are getting quotes, you don't have to provide an N number
but they don't tell you that. All you have to do to get quotes is tell
them you haven't finished yet but you are shopping. That way, they can't
"Lock you up"...
And Yes, I think if Rob balled it up, they would pay. It's all about the
numbers you give them. They work the premiums around the numbers. If Rob
provided a hull value that he was comfortable with, I'm sure the premium
represents it.
Weav
Jeff Linebaugh wrote:
>
> Rob,
>
> Eeecks....so if you ball'd it up, you think they'd write you a check?
>
> As for free quotes...taint the case... The insurance companies have got that
locked up...you can't get a quote unless you sign an exclusive agreement with
that broker to get you a quote...that way you can't shop around, and they don't
have to do mulitple quotes.
>
> That is why I asked who your insurance policy is with...
>
> Jeff
>
>
> Jeff,
>
> Be careful, my data plate says RV4 and I think it went to the carrier as an RV4.
It might be less because of that. When you talk to AUA ask for Rob Kamsch
and see what he can work out. Quotes are free...
>
> RR
>
> --------
> Jeff Linebaugh
> jefflinebaugh(at)earthlink.net
> Collierville, TN
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=121255#121255
>
>
>
________________________________________________________________________________
| From: | <laboggan(at)mywdo.com> |
| Subject: | Re: Rocket-List Digest: 4 Msgs - 06/28/07 |
5 grand, yeah...try for the 80 to 100k.
"Jeff Linebaugh" wrote:
>
>
> Rob,
>
> Eeecks....so if you ball'd it up, you think they'd write
>you a check?
>
> As for free quotes...taint the case... The insurance
>companies have got that locked up...you can't get a quote
>unless you sign an exclusive agreement with that broker
>to get you a quote...that way you can't shop around, and
>they don't have to do mulitple quotes.
>
> That is why I asked who your insurance policy is with...
>
>
> Jeff
>
>
>
> Jeff,
>
> Be careful, my data plate says RV4 and I think it went
>to the carrier as an RV4. It might be less because of
>that. When you talk to AUA ask for Rob Kamsch and see
>what he can work out. Quotes are free...
>
> RR
>
> --------
> Jeff Linebaugh
> jefflinebaugh(at)earthlink.net
> Collierville, TN
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=121255#121255
>
>
>
>
>
>
>
>page,
>Forums!
>
>
>
________________________________________________________________________________
| Subject: | Aerocomposites propellers |
| From: | "glcasey" <glcasey(at)adelphia.net> |
I have a parallel-valve IO540 with a 3-blade Aerocomposites prop (sorry, not on
a Rocket, but I understand this is a common engine-prop combination). During
the last runup the rpm came down when cycling the prop, but didn't go back up.
After I parked it I noticed that the prop tips have a pitch of about 29 degrees,
which seems to be more than previously. I'm thinking something is wrong
with the prop. Anyone know the degree of pitch at the tips when in flat pitch
position? I recall that it was practically zero, but I didn't measure it.
Any suggestions? I am using the Czech governor and it has performed perfectly
- so far, at least. Thanks for any information from this Lancair ES flyer.
--------
Gary Casey
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=121697#121697
________________________________________________________________________________
| From: | Fred Weaver <Mytyweav(at)earthlink.net> |
| Subject: | Re: Aerocomposites propellers |
Check the Govenor...........the prop only does what the Gov tells it to
do....
Weav
glcasey wrote:
>
> I have a parallel-valve IO540 with a 3-blade Aerocomposites prop (sorry, not
on a Rocket, but I understand this is a common engine-prop combination). During
the last runup the rpm came down when cycling the prop, but didn't go back
up. After I parked it I noticed that the prop tips have a pitch of about 29 degrees,
which seems to be more than previously. I'm thinking something is wrong
with the prop. Anyone know the degree of pitch at the tips when in flat pitch
position? I recall that it was practically zero, but I didn't measure it.
Any suggestions? I am using the Czech governor and it has performed perfectly
- so far, at least. Thanks for any information from this Lancair ES flyer.
>
> --------
> Gary Casey
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=121697#121697
>
>
>
________________________________________________________________________________
| Subject: | Re: Aerocomposites propellers |
Hi Gary,
For a standard CS propeller, the blade should have about a 10 to 14 degree
pitch at about 9 inches from the tip.
There should be no oil pressure to the propeller with the engine stopped.
The standard propeller goes to low pitch without oil pressure.
The counterweighted blade propeller goes to high pitch without oil pressure.
A standard propeller shouldn't "stick" in high pitch unless something bad
happened inside the propeller hub.
Regards,
Jim Ayers
In a message dated 07/01/2007 6:52:18 P.M. Pacific Daylight Time,
glcasey(at)adelphia.net writes:
--> Rocket-List message posted by: "glcasey"
I have a parallel-valve IO540 with a 3-blade Aerocomposites prop (sorry, not
on a Rocket, but I understand this is a common engine-prop combination).
During the last runup the rpm came down when cycling the prop, but didn't go
back up. After I parked it I noticed that the prop tips have a pitch of about
29 degrees, which seems to be more than previously. I'm thinking something
is wrong with the prop. Anyone know the degree of pitch at the tips when in
flat pitch position? I recall that it was practically zero, but I didn't
measure it. Any suggestions? I am using the Czech governor and it has
performed perfectly - so far, at least. Thanks for any information from this
Lancair
ES flyer.
--------
Gary Casey
************************************** See what's free at http://www.aol.com.
________________________________________________________________________________
| From: | "nico css" <nico(at)cybersuperstore.com> |
| Subject: | Re: 9th fighter squadron |
Does this article ring a bell with anyone? It was given to me by John F.
Harper (81) a couple of years ago, who suffered a stroke recently. I would
like to see if there are more recollections surrounding this event.
Thanks
Nico
http://www.teletuition.org/documents/9thFighterSqn/
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | How to seal fuel tank access plates |
What is the latest greatest way to get a long lasting seal on the access
plate to tank and the sender flange to plate junctures?
Last I heard Van said to just use the cork gasket material for the plate
and the rubber gasket material for the sender.
Over the years I've heard some guys use just proseal and others use the
gaskets with proseal on all surfaces.
Removing a tank to correct seepage is unthinkable, however, having to
remove the access plate to get inside the tank seems possible should a
leak elsewhere in the tank develop, hence the dilemma.
TIA,
Jim Stone
HRII Louisville
502 254-3214
________________________________________________________________________________
| From: | "FRED LA FORGE" <fred.laforge(at)verizon.net> |
| Subject: | Re: How to seal fuel tank access plates |
When I built my RV-4 I used the gaskets Van supplied,,,,, Big
mistake. I cleaned it up and re-assembled it with Pro seal, haven't had
a problem since. My Rocket tanks are Pro Sealed.
Fred LaForge EAA tech counselor,RV-4, HR-II project
----- Original Message -----
From: Jim Stone
To: rocket-list(at)matronics.com
Sent: Saturday, July 07, 2007 1:44 PM
Subject: Rocket-List: How to seal fuel tank access plates
What is the latest greatest way to get a long lasting seal on the
access plate to tank and the sender flange to plate junctures?
Last I heard Van said to just use the cork gasket material for the
plate and the rubber gasket material for the sender.
Over the years I've heard some guys use just proseal and others use
the gaskets with proseal on all surfaces.
Removing a tank to correct seepage is unthinkable, however, having to
remove the access plate to get inside the tank seems possible should a
leak elsewhere in the tank develop, hence the dilemma.
TIA,
Jim Stone
HRII Louisville
502 254-3214
________________________________________________________________________________
| From: | "FRED LA FORGE" <fred.laforge(at)verizon.net> |
| Subject: | Re: How to seal fuel tank access plates |
You can get a pro sealed access cover off with a putty knife.
Fred LaForge EAA tech counselor,RV-4, HR-II project
----- Original Message -----
From: FRED LA FORGE
To: rocket-list(at)matronics.com
Sent: Sunday, July 08, 2007 6:56 AM
Subject: Re: Rocket-List: How to seal fuel tank access plates
When I built my RV-4 I used the gaskets Van supplied,,,,, Big
mistake. I cleaned it up and re-assembled it with Pro seal, haven't had
a problem since. My Rocket tanks are Pro Sealed.
Fred LaForge EAA tech counselor,RV-4, HR-II project
----- Original Message -----
From: Jim Stone
To: rocket-list(at)matronics.com
Sent: Saturday, July 07, 2007 1:44 PM
Subject: Rocket-List: How to seal fuel tank access plates
What is the latest greatest way to get a long lasting seal on the
access plate to tank and the sender flange to plate junctures?
Last I heard Van said to just use the cork gasket material for the
plate and the rubber gasket material for the sender.
Over the years I've heard some guys use just proseal and others use
the gaskets with proseal on all surfaces.
Removing a tank to correct seepage is unthinkable, however, having
to remove the access plate to get inside the tank seems possible should
a leak elsewhere in the tank develop, hence the dilemma.
TIA,
Jim Stone
HRII Louisville
502 254-3214
href="http://www.matronics.com/Navigator?Rocket-List">http://www.matron
href="http://forums.matronics.com">http://forums.matronics.com
________________________________________________________________________________
| Subject: | Re: How to seal fuel tank access plates |
| From: | Michael W Stewart <mike.stewart(at)us.ibm.com> |
Yes ditch the cork.
Mike
----- Original Message -----
From: "FRED LA FORGE" [fred.laforge(at)verizon.net]
Sent: 07/08/2007 07:56 AM
Subject: Re: Rocket-List: How to seal fuel tank access plates
When I built my RV-4 I used the gaskets Van supplied,,,,, Big mistake. I
cleaned it up and re-assembled it with Pro seal, haven't had a problem since.
My Rocket tanks are Pro Sealed.
Fred LaForge EAA tech counselor,RV-4, HR-II project
----- Original Message -----
From: Jim Stone
To: rocket-list(at)matronics.com
Sent: Saturday, July 07, 2007 1:44 PM
Subject: Rocket-List: How to seal fuel tank access plates
What is the latest greatest way to get a long lasting seal on the access pl
ate to tank and the sender flange to plate junctures?
Last I heard Van said to just use the cork gasket material for the plate an
d the rubber gasket material for the sender.
Over the years I've heard some guys use just proseal and others use the gas
kets with proseal on all surfaces.
Removing a tank to correct seepage is unthinkable, however, having to remov
e the access plate to get inside the tank seems possible should a leak elsewh
ere in the tank develop, hence the dilemma.
TIA,
Jim Stone
HRII Louisville
502 254-3214
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | Re: How to seal fuel tank access plates |
Thanks for your response. What about for the fuel sender units (vans),
use the rubber gasket by itself, proseal by itself or combo?
Thanks,
Jim
----- Original Message -----
From: FRED LA FORGE
To: rocket-list(at)matronics.com
Sent: Sunday, July 08, 2007 10:48 AM
Subject: Re: Rocket-List: How to seal fuel tank access plates
You can get a pro sealed access cover off with a putty knife.
Fred LaForge EAA tech counselor,RV-4, HR-II project
----- Original Message -----
From: FRED LA FORGE
To: rocket-list(at)matronics.com
Sent: Sunday, July 08, 2007 6:56 AM
Subject: Re: Rocket-List: How to seal fuel tank access plates
When I built my RV-4 I used the gaskets Van supplied,,,,, Big
mistake. I cleaned it up and re-assembled it with Pro seal, haven't had
a problem since. My Rocket tanks are Pro Sealed.
Fred LaForge EAA tech counselor,RV-4, HR-II project
----- Original Message -----
From: Jim Stone
To: rocket-list(at)matronics.com
Sent: Saturday, July 07, 2007 1:44 PM
Subject: Rocket-List: How to seal fuel tank access plates
What is the latest greatest way to get a long lasting seal on the
access plate to tank and the sender flange to plate junctures?
Last I heard Van said to just use the cork gasket material for the
plate and the rubber gasket material for the sender.
Over the years I've heard some guys use just proseal and others
use the gaskets with proseal on all surfaces.
Removing a tank to correct seepage is unthinkable, however, having
to remove the access plate to get inside the tank seems possible should
a leak elsewhere in the tank develop, hence the dilemma.
TIA,
Jim Stone
HRII Louisville
502 254-3214
href="http://www.matronics.com/Navigator?Rocket-List">http://www.matron
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/Navigator?Rocket-List">http://www.matron
href="http://forums.matronics.com">http://forums.matronics.com
________________________________________________________________________________
| From: | "H.Ivan Haecker" <baremetl(at)gvtc.com> |
| Subject: | Re: How to seal fuel tank access plates |
Jim,
I made gaskets for both the cover plate and the sending unit from good
quality gasket material from the aviation aisle at NAPA. I also used a
non-hardening gasket sealer (Tite-Seal Medium Weight). I have never had
a leak, but did have to remove the cover plate (and the tanks) when the
slosh compound came loose ten years later. The cover plate was easily
removed with little effort and the clean up of the surface to reseal was
also easy. I don't know how easy it would to clean up old Proseal and
reseal if you had to remove the cover plate.
While on the subject, I'm not sure why one would need to remove the
cover plate while the tanks on the airframe. The access is very poor and
I can't imagine why removing the cover plate with the tanks on would be
advantageous.But then again, I've been told before that I have no
imagination!
Ivan Haecker (Happy that I painted the tanks separate from the wings)
----- Original Message -----
From: Jim Stone
To: rocket-list(at)matronics.com
Sent: Sunday, July 08, 2007 6:21 PM
Subject: Re: Rocket-List: How to seal fuel tank access plates
Thanks for your response. What about for the fuel sender units
(vans), use the rubber gasket by itself, proseal by itself or combo?
Thanks,
Jim
----- Original Message -----
From: FRED LA FORGE
To: rocket-list(at)matronics.com
Sent: Sunday, July 08, 2007 10:48 AM
Subject: Re: Rocket-List: How to seal fuel tank access plates
You can get a pro sealed access cover off with a putty knife.
Fred LaForge EAA tech counselor,RV-4, HR-II project
----- Original Message -----
From: FRED LA FORGE
To: rocket-list(at)matronics.com
Sent: Sunday, July 08, 2007 6:56 AM
Subject: Re: Rocket-List: How to seal fuel tank access plates
When I built my RV-4 I used the gaskets Van supplied,,,,, Big
mistake. I cleaned it up and re-assembled it with Pro seal, haven't had
a problem since. My Rocket tanks are Pro Sealed.
Fred LaForge EAA tech counselor,RV-4, HR-II project
----- Original Message -----
From: Jim Stone
To: rocket-list(at)matronics.com
Sent: Saturday, July 07, 2007 1:44 PM
Subject: Rocket-List: How to seal fuel tank access plates
What is the latest greatest way to get a long lasting seal on
the access plate to tank and the sender flange to plate junctures?
Last I heard Van said to just use the cork gasket material for
the plate and the rubber gasket material for the sender.
Over the years I've heard some guys use just proseal and others
use the gaskets with proseal on all surfaces.
Removing a tank to correct seepage is unthinkable, however,
having to remove the access plate to get inside the tank seems possible
should a leak elsewhere in the tank develop, hence the dilemma.
TIA,
Jim Stone
HRII Louisville
502 254-3214
href="http://www.matronics.com/Navigator?Rocket-List">http://www.matron
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/Navigator?Rocket-List">http://www.matron
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/Navigator?Rocket-List">http://www.matron
href="http://forums.matronics.com">http://forums.matronics.com
________________________________________________________________________________
| From: | "nico css" <nico(at)cybersuperstore.com> |
| Subject: | Craziest Cessna crash |
This is the craziest I've ever seen.
http://www.avweb.com/eletter/archives/avflash/903-full.html#195584
________________________________________________________________________________
| From: | "Larry Schneider" <lschneider39(at)cox.net> |
| Subject: | Re: How to seal fuel tank access plates |
Pro Seal on both the plate and sending unit!!!!!!!!!!!!!!!!!!!!!!!!
Larry
----- Original Message -----
From: Jim Stone
To: rocket-list(at)matronics.com
Sent: Sunday, July 08, 2007 4:21 PM
Subject: Re: Rocket-List: How to seal fuel tank access plates
Thanks for your response. What about for the fuel sender units
(vans), use the rubber gasket by itself, proseal by itself or combo?
Thanks,
Jim
----- Original Message -----
From: FRED LA FORGE
To: rocket-list(at)matronics.com
Sent: Sunday, July 08, 2007 10:48 AM
Subject: Re: Rocket-List: How to seal fuel tank access plates
You can get a pro sealed access cover off with a putty knife.
Fred LaForge EAA tech counselor,RV-4, HR-II project
----- Original Message -----
From: FRED LA FORGE
To: rocket-list(at)matronics.com
Sent: Sunday, July 08, 2007 6:56 AM
Subject: Re: Rocket-List: How to seal fuel tank access plates
When I built my RV-4 I used the gaskets Van supplied,,,,, Big
mistake. I cleaned it up and re-assembled it with Pro seal, haven't had
a problem since. My Rocket tanks are Pro Sealed.
Fred LaForge EAA tech counselor,RV-4, HR-II project
----- Original Message -----
From: Jim Stone
To: rocket-list(at)matronics.com
Sent: Saturday, July 07, 2007 1:44 PM
Subject: Rocket-List: How to seal fuel tank access plates
What is the latest greatest way to get a long lasting seal on
the access plate to tank and the sender flange to plate junctures?
Last I heard Van said to just use the cork gasket material for
the plate and the rubber gasket material for the sender.
Over the years I've heard some guys use just proseal and others
use the gaskets with proseal on all surfaces.
Removing a tank to correct seepage is unthinkable, however,
having to remove the access plate to get inside the tank seems possible
should a leak elsewhere in the tank develop, hence the dilemma.
TIA,
Jim Stone
HRII Louisville
502 254-3214
href="http://www.matronics.com/Navigator?Rocket-List">http://www.matron
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/Navigator?Rocket-List">http://www.matron
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/Navigator?Rocket-List">http://www.matron
href="http://forums.matronics.com">http://forums.matronics.com
________________________________________________________________________________
| From: | "nico css" <nico(at)cybersuperstore.com> |
| Subject: | RE: Craziest Cessna crash (Correct link now, sorry about |
that)
Sorry, Folks. This is the link.
http://www.youtube.com/watch?v=N1Yf6_MVTck
________________________________________________________________________________
| From: | "FRED LA FORGE" <fred.laforge(at)verizon.net> |
| Subject: | Re: How to seal fuel tank access plates |
Proseal it with NO gasket. And be sure theres a little proseal under
the screw heads
Fred LaForge EAA tech counselor,RV-4, HR-II project
----- Original Message -----
From: Jim Stone
To: rocket-list(at)matronics.com
Sent: Sunday, July 08, 2007 4:21 PM
Subject: Re: Rocket-List: How to seal fuel tank access plates
Thanks for your response. What about for the fuel sender units
(vans), use the rubber gasket by itself, proseal by itself or combo?
Thanks,
Jim
----- Original Message -----
From: FRED LA FORGE
To: rocket-list(at)matronics.com
Sent: Sunday, July 08, 2007 10:48 AM
Subject: Re: Rocket-List: How to seal fuel tank access plates
You can get a pro sealed access cover off with a putty knife.
Fred LaForge EAA tech counselor,RV-4, HR-II project
----- Original Message -----
From: FRED LA FORGE
To: rocket-list(at)matronics.com
Sent: Sunday, July 08, 2007 6:56 AM
Subject: Re: Rocket-List: How to seal fuel tank access plates
When I built my RV-4 I used the gaskets Van supplied,,,,, Big
mistake. I cleaned it up and re-assembled it with Pro seal, haven't had
a problem since. My Rocket tanks are Pro Sealed.
Fred LaForge EAA tech counselor,RV-4, HR-II project
----- Original Message -----
From: Jim Stone
To: rocket-list(at)matronics.com
Sent: Saturday, July 07, 2007 1:44 PM
Subject: Rocket-List: How to seal fuel tank access plates
What is the latest greatest way to get a long lasting seal on
the access plate to tank and the sender flange to plate junctures?
Last I heard Van said to just use the cork gasket material for
the plate and the rubber gasket material for the sender.
Over the years I've heard some guys use just proseal and others
use the gaskets with proseal on all surfaces.
Removing a tank to correct seepage is unthinkable, however,
having to remove the access plate to get inside the tank seems possible
should a leak elsewhere in the tank develop, hence the dilemma.
TIA,
Jim Stone
HRII Louisville
502 254-3214
href="http://www.matronics.com/Navigator?Rocket-List">http://www.matron
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/Navigator?Rocket-List">http://www.matron
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/Navigator?Rocket-List">http://www.matron
href="http://forums.matronics.com">http://forums.matronics.com
________________________________________________________________________________
| From: | rocketman <bluebird266(at)dslextreme.com> |
| Subject: | Fight Entrance Fees At Airadventure |
Fight Entrance fee to Air Adventure!!
1. How many of us spend lots of dollars $500 +++ to fly to Oshkosh
and have our beautiful planes pawed all over, looked, touched
scratched by belt buckles , sat on the wing by junior.
And then have to pay to get in the airshow!.
2. It should be free for those that put their airplane on display
flying in from all over the country. If if wasn't for us they
wouldn't have much to display.
3. A lot of shows are free if you fly your own plane in and display it.
4. Protest at your next EAA meeting and then let Poberezy know
FIGHT ENTRANCE FEES!!
Harry Paine
Member since 1981
________________________________________________________________________________
| Subject: | Fight Entrance Fees At Airadventure |
| From: | "Chuck Jensen" <cjensen(at)dts9000.com> |
Forget it Harry. EAA is all about making money. Having to put up with
planes, pilots and et al is just an annoyance they have to endure in
order to "clean up." OSH is not about experimental aircraft, new
technology, exchange of ideas....its about max revenues and bottom line.
As fair warning, I wouldn't protest too much or they'll look at the
situation and figure out a way to charge you to breathe their air.
Chuck Jensen
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of rocketman
Sent: Wednesday, July 11, 2007 12:02 AM
Subject: Rocket-List: Fight Entrance Fees At Airadventure
Fight Entrance fee to Air Adventure!!
1. How many of us spend lots of dollars $500 +++ to fly to Oshkosh and
have our beautiful planes pawed all over, looked, touched scratched by
belt buckles , sat on the wing by junior.
And then have to pay to get in the airshow!.
2. It should be free for those that put their airplane on display flying
in from all over the country. If if wasn't for us they wouldn't have
much to display.
3. A lot of shows are free if you fly your own plane in and display it.
4. Protest at your next EAA meeting and then let Poberezy know
FIGHT ENTRANCE FEES!!
Harry Paine
Member since 1981
________________________________________________________________________________
| Subject: | Re: Brake fluid level |
I had a "soft" right brake taxiing in the other day. I removed the Cyl cap
and pumped it and now it good and firm. No sign of leaking.
Question: How high should I fill the Cyl's with brake fluid? I'm
currently .5-.75" from the top, should I add more?
Thanks,
Cal B
F1 120 hours
************************************** See what's free at http://www.aol.com.
________________________________________________________________________________
| Subject: | Re: Brake fluid level |
| From: | bluebird266(at)dslextreme.com |
I fill it till it barfs out the top
HP
CalBru(at)aol.com
> I had a "soft" right brake taxiing in the other day. I removed the Cyl
> cap
> and pumped it and now it good and firm. No sign of leaking.
>
> Question: How high should I fill the Cyl's with brake fluid? I'm
> currently .5-.75" from the top, should I add more?
>
> Thanks,
>
> Cal B
>
> F1 120 hours
>
>
> ************************************** See what's free at
> http://www.aol.com.
>
________________________________________________________________________________
| From: | Rob Ray <smokyray(at)yahoo.com> |
| Subject: | Fight Entrance Fees At Airadventure |
Amen Harry!
When I got back from Iraq in 03', I wrote the EAA a personal letter stating that
showplanes were part of the airshow and the owners shouldn't have to pay entrance
and camping fees and should be given a complimentary flight line pass.
My response was basically to shut up and color. When I brought up the fact the
the Warbirds of America had their gas and flight line passes taken care of,
they reminded me that "they do that for them" exclusively. I agree Harry, it's
a profit organization now and your airplane, despite being part of the show,
might as well be a car in the parking lot...
Rob Ray
Chuck Jensen wrote:Message Forget it Harry. EAA is
all about making money. Having to put up with planes, pilots and et al is just
an annoyance they have to endure in order to "clean up." OSH is not about
experimental aircraft, new technology, exchange of ideas....its about max revenues
and bottom line. As fair warning, I wouldn't protest too much or they'll
look at the situation and figure out a way to charge you to breathe their
air.
Chuck Jensen
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of rocketman
Sent: Wednesday, July 11, 2007 12:02 AM
Subject: Rocket-List: Fight Entrance Fees At Airadventure
Fight Entrance fee to Air Adventure!!
1. How many of us spend lots of dollars $500 +++ to fly to Oshkosh and have our
beautiful planes pawed all over, looked, touched scratched by belt buckles
, sat on the wing by junior.
And then have to pay to get in the airshow!.
2. It should be free for those that put their airplane on display flying in from
all over the country. If if wasn't for us they wouldn't have much to display.
3. A lot of shows are free if you fly your own plane in and display it.
4. Protest at your next EAA meeting and then let Poberezy know
FIGHT ENTRANCE FEES!!
Harry Paine
Member since 1981
href="http://www.matronics.com/Navigator?Rocket-List">http://www.matronhref="http://forums.matronics.com">http://forums.matronics.com
---------------------------------
Get the Yahoo! toolbar and be alerted to new email wherever you're surfing.
________________________________________________________________________________
| From: | "nico css" <nico(at)cybersuperstore.com> |
| Subject: | Fight Entrance Fees At Airadventure |
How much money are we talking about, in addition to it being a matter of
principle?
Nico
_____
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Rob Ray
Sent: Wednesday, July 11, 2007 8:01 AM
Subject: RE: Rocket-List: Fight Entrance Fees At Airadventure
Amen Harry!
When I got back from Iraq in 03', I wrote the EAA a personal letter
stating that showplanes were part of the airshow and the owners shouldn't
have to pay entrance and camping fees and should be given a complimentary
flight line pass. My response was basically to shut up and color. When I
brought up the fact the the Warbirds of America had their gas and flight
line passes taken care of, they reminded me that "they do that for them"
exclusively. I agree Harry, it's a profit organization now and your
airplane, despite being part of the show, might as well be a car in the
parking lot...
Rob Ray
Chuck Jensen wrote:
Forget it Harry. EAA is all about making money. Having to put up with
planes, pilots and et al is just an annoyance they have to endure in order
to "clean up." OSH is not about experimental aircraft, new technology,
exchange of ideas....its about max revenues and bottom line. As fair
warning, I wouldn't protest too much or they'll look at the situation and
figure out a way to charge you to breathe their air.
Chuck Jensen
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of rocketman
Sent: Wednesday, July 11, 2007 12:02 AM
Subject: Rocket-List: Fight Entrance Fees At Airadventure
Fight Entrance fee to Air Adventure!!
1. How many of us spend lots of dollars $500 +++ to fly to Oshkosh and have
our beautiful planes pawed all over, looked, touched scratched by belt
buckles , sat on the wing by junior.
And then have to pay to get in the airshow!.
2. It should be free for those that put their airplane on display flying in
from all over the country. If if wasn't for us they
_____
Get the Yahoo! toolbar and be
<http://us.rd.yahoo.com/evt=48225/*http:/new.toolbar.yahoo.com/toolbar/featu
res/mail/index.php> alerted to new email wherever you're surfing.
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | Re: Fight Entrance Fees At Airadventure |
Harry,
Have some fun with these greedy bastards. Rope off your airplane next
time you go so no one can get close to it, then if you are really
looking for some feedback from EAA, charge a small fee to get inside the
roped off area.
Jim Stone
Getting close
----- Original Message -----
From: rocketman
To: Boyd C. Braem
Sent: Wednesday, July 11, 2007 12:02 AM
Subject: Rocket-List: Fight Entrance Fees At Airadventure
Fight Entrance fee to Air Adventure!!
1. How many of us spend lots of dollars $500 +++ to fly to Oshkosh and
have our beautiful planes pawed all over, looked, touched scratched by
belt buckles , sat on the wing by junior.
And then have to pay to get in the airshow!.
2. It should be free for those that put their airplane on display
flying in from all over the country. If if wasn't for us they wouldn't
have much to display.
3. A lot of shows are free if you fly your own plane in and display
it.
4. Protest at your next EAA meeting and then let Poberezy know
FIGHT ENTRANCE FEES!!
Harry Paine
Member since 1981
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | San Diego Layover |
I'll be in San Diego Sat evening thru Monday evening on a layover (14-16
Jul). I would really like to do something other than sit in the
downtown hotel. Anyone interested in showing me around the area, their
Rocket or RV, and or airport, please let me know how we can meet up. I
should be able to rent a car and I would really like to meet some of you
San Diego Rocketeers.
My cell number is 502 235-3599.
I hope to hear from you,
Jim Stone
HR II
________________________________________________________________________________
| Subject: | Re: San Diego Layover |
| From: | "N395V" <airboss(at)excaliburaviation.com> |
I had the same problem. Tried to get insurance the day after one augered in. Ended
up flying without insurance for a year. Finally Falcon got me covered.
--------
Milt
2003 F1 Rocket
2006 Radial Rocket
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=124054#124054
________________________________________________________________________________
| From: | "Bob & Toodie Marshall" <rtmarshall(at)osbtown.com> |
| Subject: | Re: Rocket-List Digest: 3 Msgs - 07/15/07 |
Hi Jim Stone, I was faced with the same insurance issue except with Avemco,
I have insured with them for over twenty years. Even with thousands of hours
Tail dragger(Pawnee Scouts 180 C) it made no difference. they still wanted
twenty five HRS dual in the rocket before insuring, they didn't seem to care
about phase one or test periods. So I Flew it for 25 hours and called them
up and received the insurance, If you have faith in your ability it will be
a non issue. When buying insurance you are betting you will have an
accident, they have the odds on their side that you will not have an
accident. They just want the odds even better! Bob Marshall -----
Original Message -----
From: "Rocket-List Digest Server" <rocket-list(at)matronics.com>
________________________________________________________________________________
| From: | "nico css" <nico(at)cybersuperstore.com> |
| Subject: | Re: Rocket-List Digest: 3 Msgs - 07/15/07 |
The main thing about self-insured flights, as I understand that practice, is
the probability of third-party liability. You hit someone's building and set
it on fire; you could be liable for everything in there that goes up in
flames plus some.
The main objective would be to contain the damage if it occurs and one
method is to build a wall around the risk so that it cannot ravage whatever
you own outside of those walls - also called a corporate veil.
It might be a good couple of bucks spent to talk to an expert in the field.
Options that immediately come to mind is to sell your aircraft to your own
company or other entity that you own and so limit the scope of the liability
to the value and ability of the entity. Or, you could build the plane for
the entity and record a huge bill against it already making it insolvent
except for your (gracious) deferment of payment, which you maintain
indefinitely. Your relationship with the entity as pilot will require
careful planning, which only an expert can guide you on. The cost of such a
consultation might be worth your while.
Just my 2c worth.
Nico
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Bob & Toodie
Marshall
Sent: Monday, July 16, 2007 8:52 AM
Subject: Rocket-List: Re: Rocket-List Digest: 3 Msgs - 07/15/07
Hi Jim Stone, I was faced with the same insurance issue except with Avemco,
I have insured with them for over twenty years. Even with thousands of hours
Tail dragger(Pawnee Scouts 180 C) it made no difference. they still wanted
twenty five HRS dual in the rocket before insuring, they didn't seem to care
about phase one or test periods. So I Flew it for 25 hours and called them
up and received the insurance, If you have faith in your ability it will be
a non issue. When buying insurance you are betting you will have an
accident, they have the odds on their side that you will not have an
accident. They just want the odds even better! Bob Marshall -----
Original Message -----
From: "Rocket-List Digest Server" <rocket-list(at)matronics.com>
________________________________________________________________________________
| Subject: | Re: Rocket-List Digest: 3 Msgs - 07/15/07 |
| From: | "Chuck Jensen" <cjensen(at)dts9000.com> |
This corporate veil thing is a widely held belief that rises almost to
level of myth. First, I'm not an attorney--I work for a living---but
some of the legal concepts are quite simple.
If you put the plane into a corporation and its owned by the
corporation, the legal protection this maneuver affords is miniscule.
If you wreck it and burns somebody's house down doing so, the home owner
(well, actually the home owner's insurer, under subrogation) is going to
sue somebody to recover their loss. So who are they going to sue; the
plane, or you? Dah! Since you were the one that built, maintained and
flew the plane, they are going after you, not the plane, so the
corporate veil may be intact, but it protects you from nothing.
One is hard pressed to think of a circumstance that the corporate veil
is useful to an owner except if aircraft(s) are being used for charters
or flying clubs and the owner of a plane doesn't maintain or fly the
plane(s), but simply receives rent or other compensation from use of the
plane by others. Under those circumstances, the veil might/can protect
the owner from litigation if the aircraft is involved in an accident.
Chuck Jensen
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of nico css
Sent: Monday, July 16, 2007 12:16 PM
Subject: RE: Rocket-List: Re: Rocket-List Digest: 3 Msgs - 07/15/07
The main thing about self-insured flights, as I understand that
practice, is the probability of third-party liability. You hit someone's
building and set it on fire; you could be liable for everything in there
that goes up in flames plus some. The main objective would be to contain
the damage if it occurs and one method is to build a wall around the
risk so that it cannot ravage whatever you own outside of those walls -
also called a corporate veil. It might be a good couple of bucks spent
to talk to an expert in the field. Options that immediately come to mind
is to sell your aircraft to your own company or other entity that you
own and so limit the scope of the liability to the value and ability of
the entity. Or, you could build the plane for the entity and record a
huge bill against it already making it insolvent except for your
(gracious) deferment of payment, which you maintain indefinitely. Your
relationship with the entity as pilot will require careful planning,
which only an expert can guide you on. The cost of such a consultation
might be worth your while.
Just my 2c worth.
Nico
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Bob &
Toodie Marshall
Sent: Monday, July 16, 2007 8:52 AM
Subject: Rocket-List: Re: Rocket-List Digest: 3 Msgs - 07/15/07
Hi Jim Stone, I was faced with the same insurance issue except with
Avemco,
I have insured with them for over twenty years. Even with thousands of
hours
Tail dragger(Pawnee Scouts 180 C) it made no difference. they still
wanted
twenty five HRS dual in the rocket before insuring, they didn't seem to
care
about phase one or test periods. So I Flew it for 25 hours and called
them
up and received the insurance, If you have faith in your ability it will
be
a non issue. When buying insurance you are betting you will have an
accident, they have the odds on their side that you will not have an
accident. They just want the odds even better! Bob Marshall -----
Original Message -----
From: "Rocket-List Digest Server" <rocket-list(at)matronics.com>
________________________________________________________________________________
| From: | mark936(at)webtv.net |
| Subject: | Re: Harmon Rocket HR-2 jack points |
how are you guys lifting or jacking your planes up for tire changes?
I got ready to use a wing jack on the tie down point and John Harmon
shot that down, said aft of CG and 3/16th bolts.
Lots of RV TW guys are using wing jacks and jacking plane off ground
albeit lighter by two hundred pounds.
I didn't want to stress it by lifting it by the engine mount .
Just curious about different methods.
thx
________________________________________________________________________________
| From: | <jhstarn(at)verizon.net> |
| Subject: | Re: Harmon Rocket HR-2 jack points |
We had some 1/2 thick aluminum scrap and a piece of angle. Cut a 2" hole in the
6" round piece so it kinda looks like a fat horse shoe. Drilled holes in the
open end & used a 3/4 angle to close the opening buy installing two bolts. The
open end is wide enough to slip onto the gear leg. The angle hits the bottom
"thru bolt" and the horse shoe solid end rests on the gear leg. The hole is such
that when installed it is level with the ground, we then just put a floor jack
under the large part of the horseshoe end (facing inside) & jack it up. We
have 2X4" cut & screwed together & rest the axle on them once the wheel is removed......Guess
I have to take some photos of our "tools". KABONG
>From: mark936(at)webtv.net
>Date: 2007/07/16 Mon PM 01:50:38 CDT
>To: rocket-list(at)matronics.com
>Subject: Re: Rocket-List: Harmon Rocket HR-2 jack points
>
>how are you guys lifting or jacking your planes up for tire changes?
>
>I got ready to use a wing jack on the tie down point and John Harmon
>shot that down, said aft of CG and 3/16th bolts.
>
>Lots of RV TW guys are using wing jacks and jacking plane off ground
>albeit lighter by two hundred pounds.
>
>I didn't want to stress it by lifting it by the engine mount .
>
>Just curious about different methods.
>
>thx
>
>
________________________________________________________________________________
| From: | "Larry Schneider" <lschneider39(at)cox.net> |
| Subject: | Re: Harmon Rocket HR-2 jack points |
What would John think of doing one wheel at a time using wing jacks? It
leaves the CG more neutral with one wheel left on the ground and low fuel.
Larry
----- Original Message -----
From: <mark936(at)webtv.net>
Sent: Monday, July 16, 2007 11:50 AM
Subject: Re: Rocket-List: Harmon Rocket HR-2 jack points
>
> how are you guys lifting or jacking your planes up for tire changes?
>
> I got ready to use a wing jack on the tie down point and John Harmon
> shot that down, said aft of CG and 3/16th bolts.
>
> Lots of RV TW guys are using wing jacks and jacking plane off ground
> albeit lighter by two hundred pounds.
>
> I didn't want to stress it by lifting it by the engine mount .
>
> Just curious about different methods.
>
> thx
>
>
>
________________________________________________________________________________
| From: | mark936(at)webtv.net |
| Subject: | Re: Harmon Rocket HR-2 jack points |
john likes to lift with straps on engine mount but I heard somewhere
that you could do possible damage. So I was looking for jacks.
we have a gizmo like Kabong mentioned but with 10 inches of chain for
one wheel/leg at a time.
I heard that a hoist on the engine for AFT problems along with the wing
jacks works well since there are six bolts in there.
I'll probably do the hoist either on the engine with straps or leg gear
after Harry H. finishes with the cherry picker on the field. And I'm
not there so I won't have much say so. It will just get done.
I have full fuel in the wing.
Thanks for input. (you know how hard it was getting those unused three
legged jacks in the C-182 from a RV friend at Compton?) ;)
and I'll still have to buy him a bottle of wine.
________________________________________________________________________________
| Subject: | Harmon Rocket HR-2 jack points |
| From: | "Smith, Stuart" <SSmith(at)lacsd.org> |
Hey Mark:
Thanks for the feedback and information - I will be very careful if I decide to
lift from the engine mount again!! :( Lifting with straps around the engine
sounds like a real good idea - Stu.
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com]On Behalf Of
mark936(at)webtv.net
Sent: Monday, July 16, 2007 2:29 PM
Subject: Re: Rocket-List: Harmon Rocket HR-2 jack points
john likes to lift with straps on engine mount but I heard somewhere
that you could do possible damage. So I was looking for jacks.
we have a gizmo like Kabong mentioned but with 10 inches of chain for
one wheel/leg at a time.
I heard that a hoist on the engine for AFT problems along with the wing
jacks works well since there are six bolts in there.
I'll probably do the hoist either on the engine with straps or leg gear
after Harry H. finishes with the cherry picker on the field. And I'm
not there so I won't have much say so. It will just get done.
I have full fuel in the wing.
Thanks for input. (you know how hard it was getting those unused three
legged jacks in the C-182 from a RV friend at Compton?) ;)
and I'll still have to buy him a bottle of wine.
________________________________________________________________________________
| From: | "Tom Martin" <fairlea(at)amtelecom.net> |
| Subject: | Harmon Rocket HR-2 jack points |
Take a standard gear clamp, or two if you are nervous, and put them on the
lower gear leg socket. Around where the bolt goes through the leg. Place
them so that the "screw" portion is facing down. The provides a lip that a
standard floor jack can grip on to. I, and others, have used this method
for years. Have some blocks ready to put under the axle after the wheel is
removed so that you can take the weight off the jack while you work on the
tire. Make sure you chock the other wheel.
Tom Martin
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of
mark936(at)webtv.net
Sent: July 16, 2007 5:29 PM
Subject: Re: Rocket-List: Harmon Rocket HR-2 jack points
john likes to lift with straps on engine mount but I heard somewhere
that you could do possible damage. So I was looking for jacks.
we have a gizmo like Kabong mentioned but with 10 inches of chain for
one wheel/leg at a time.
I heard that a hoist on the engine for AFT problems along with the wing
jacks works well since there are six bolts in there.
I'll probably do the hoist either on the engine with straps or leg gear
after Harry H. finishes with the cherry picker on the field. And I'm
not there so I won't have much say so. It will just get done.
I have full fuel in the wing.
Thanks for input. (you know how hard it was getting those unused three
legged jacks in the C-182 from a RV friend at Compton?) ;)
and I'll still have to buy him a bottle of wine.
2:21 PM
2:21 PM
________________________________________________________________________________
| From: | Walter Tondu <walter(at)tondu.com> |
| Subject: | Re: Harmon Rocket HR-2 jack points |
On 07/16 2:28, mark936(at)webtv.net wrote:
>
> john likes to lift with straps on engine mount but I heard somewhere
> that you could do possible damage. So I was looking for jacks.
>
> we have a gizmo like Kabong mentioned but with 10 inches of chain for
> one wheel/leg at a time.
>
> I heard that a hoist on the engine for AFT problems along with the wing
> jacks works well since there are six bolts in there.
>
> I'll probably do the hoist either on the engine with straps or leg gear
> after Harry H. finishes with the cherry picker on the field. And I'm
> not there so I won't have much say so. It will just get done.
>
> I have full fuel in the wing.
>
> Thanks for input. (you know how hard it was getting those unused three
> legged jacks in the C-182 from a RV friend at Compton?) ;)
>
> and I'll still have to buy him a bottle of wine.
Dettori Badde Nigolosu from Sardegna, Italy, 1999 vintage. Oh wait,
you can't get any, I just bought the last bottle. How about a beer...
Actually you would think those wings would be able to handle it especially
with a grade 8 bolt, especially if you raised the tail. I thought
rockets were stronger than that. :) Using the engine mount seems
like a worse idea. The engine mount bolts aren't designed to lift
an entire airplane, just the motor and associated power the engine
develops. Plus, you are going to need a tall jack to get the wheels
off the ground. Just pondering outloud.
--
Walter Tondu
http://www.rv7-a.com - Flying!
http://www.evorocket.com - Building
________________________________________________________________________________
| From: | Walter Tondu <walter(at)tondu.com> |
| Subject: | Re: Harmon Rocket HR-2 jack points |
> It has to do with CG. When I tried to jack the plane at both tie down
> points, I looked up to see the tailwheel leave the ground. You have to
> either tie the tail down or add weight to the tail to jack both wheels off
> the ground at the same time. Say to align the wheel pants.
I see, makes sense. I would get a 5 gallon bucket and fill it with
concrete with a tough chain in it, sticking up through the concrete.
Use it to keep the tail imobile. I just don't like the idea of jacking
with the engine mount, just a personal preference.
It's easy with the nose gear planes, which is my only experience.
Thanks for the information.
--
Walter Tondu
http://www.rv7-a.com - Flying!
http://www.evorocket.com - Building
________________________________________________________________________________
| From: | rgraham(at)ozemail.com.au |
We jack up different types of aircraft several times a week for tyre
change, retraction tests, gear inspection, etc, and none of them will
balance without either holding the tail down, or holding it up, depending
on the aircraft.
Depending on which way the gear retracts, the balance can also shift fore
or aft during retraction- a single engine RG Cessna is downright scary when
the gear is moving!!
We have half a 44gal drum filled with concrete with a post embedded in it
for nose gear aircraft, but for a tyre change on a taildragger, we tie the
tail wheel to a ring set in the ground, and jack on side at a time at the
jack point - this includes a couple of RV's we maintain for non-builder owners.
The main thing to watch is the angle of the jack on the jack point - make
sure it won't slip off, and you sometimes have to raise the tail to keep a
good angle.
Ron Graham (F1 #105 Sydney, Oz)
>From: mark936(at)webtv.net
>Subject: Re: Rocket-List: Harmon Rocket HR-2 jack points
>
>
>how are you guys lifting or jacking your planes up for tire changes?
>
>I got ready to use a wing jack on the tie down point and John Harmon
>shot that down, said aft of CG and 3/16th bolts.
>
>Lots of RV TW guys are using wing jacks and jacking plane off ground
>albeit lighter by two hundred pounds.
>
>I didn't want to stress it by lifting it by the engine mount .
>
>Just curious about different methods.
>
>thx
________________________________________________________________________________
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
Rocket Jacking.
No, not a terrorist attack, or a porn site... but how to raise your
Rocket safely.
First let me say, don't you guys ever read my website? You are truly
missing out on the world's foremost source of Rocket info, the oldest
Rocket site out there and still the best. Prove me wrong. ;-)
I had a worm clamp like Tom Martin describes fail on me while raising
the plane. It does work, but be sure to use a quality clamp if you do.
This was during the gear leg shortening described on my site... so I was
asking a lot of the little clamp.
Here's a couple shots of a pair of ordinary wing jacks being used under
the motor mount. I made a couple of simple saddle pads that fit the top
of the jacks and nested under the lower mount tube. This is a very
sturdy, safe way to lift your bird since it keeps the weight right next
to the gear... where it is normally found anyway!
http://www.vincesrocket.com/checking%20toe.jpg jack setup
http://www.vincesrocket.com/jacking%20the%20plane.jpg upper position
http://www.vincesrocket.com/jack%20pad.jpg jack pad
This is an EASY and STRONG jacking method. Weld a plate to an exhaust
clamp and stick a jack under it. I can almost hear the whining already,
"Ew, ew, won't that scratch my axle socket paint?" No, not if you're
careful. And it's much better than punching a hole in your wing if
you're tempted to use the wing jacks under the wing. I've used this
setup THREE times on my bird so far, and the paint is fine. But, touch
up the paint if you aren't so lucky. 'nuf said.
http://www.vincesrocket.com/jacking%20the%20gear%20leg.jpg exhaust clamp
jacking device
I'm not a big fan of using straps on the engine mount, although I did it
several times during construction when the total weight of the plane was
hundreds of pounds lower. Just don't use the lifting eye on the engine
unless you want to risk cracking the case. Ouch.
Vince
________________________________________________________________________________
| From: | "Eric Parlow" <ericparlow(at)hotmail.com> |
| Subject: | New 540 engine for sale |
I have a Factory New O-540-A4D5 engine for sale.
I purchased it for my RV-10 which is behind schedule and will not require an
engine until next year.
It is identical to an O-540-E4A5 except the data plate rpm rating, 2575 vs
2700.
Easily converted to an IO-540-D4A5 with an Airflow Performance fuel system
for ~$3,300
See:
http://www.airflowperformance.com/html/kits_lycoming_01.html
Price: $27,000, FOB, Lycoming's dock in Williamsport, PA
Eric Parlow
RV-10, N104EP
(828) 777-7976
________________________________________________________________________________
| Subject: | New 540 engine for sale |
| From: | "Rhonda Bewley" <Rhonda(at)bpaengines.com> |
Conversion to the IO-540 will also require the high pressure fuel pump,
p/n LW-15473.
Rhonda Barrett-Bewley
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Eric Parlow
Sent: Tuesday, July 17, 2007 12:03 PM
Subject: Rocket-List: New 540 engine for sale
I have a Factory New O-540-A4D5 engine for sale.
I purchased it for my RV-10 which is behind schedule and will not
require an
engine until next year.
It is identical to an O-540-E4A5 except the data plate rpm rating, 2575
vs
2700.
Easily converted to an IO-540-D4A5 with an Airflow Performance fuel
system
for ~$3,300
See:
http://www.airflowperformance.com/html/kits_lycoming_01.html
Price: $27,000, FOB, Lycoming's dock in Williamsport, PA
Eric Parlow
RV-10, N104EP
(828) 777-7976
________________________________________________________________________________
| From: | Rob Ray <smokyray(at)yahoo.com> |
| Subject: | Hartzell with a twist... |
Guys, I am currently flying my Rocket with a Hartzell HCM2YC18F prop, the shorter,
slightly smaller blade design. I would like to find a J-twist HCM2YR-18F with
F8475J-4 blades. (the big paddle prop) If anyone has one, new, used or otherwise,
I will pay cash for it and or trade mine for it...
Rob Ray
863-529-4744
---------------------------------
Yahoo! oneSearch: Finally, mobile search that gives answers, not web links.
________________________________________________________________________________
| From: | Lee Armstrong <kevin(at)bondedcomponents.freeserve.co.uk> |
| Subject: | Initial Poor Rocket Performance |
Hi Guys,
As you know (if you've read here a while) my father has a HRII, the
first and only in the UK, a 10yr labour of love and its almost through
its 10 flight pre-test flight envelope, which is good.
However so far the performance is quite hitting the right
marks....Initialy thinngs looked great, with the first flight getting
180-200mph off half throttle....However opening her up has only yielded
220-230mph, which from what i gather is somewhat off the mark for full
bore straight and level ??? RPM is a tocuh over 2500
The engine is an IO-540-D4A5, which was a new build by Norvick, there
wasn't a stock C4B5 available and an extra 10hp can't hurt. The prop is
a Hartzel HC-M2YR-1BF/F8475D-4. The governer is by Mccauley, i don't
have the model no. to hand, but i don't know if this is the weak link.
Anyone use this engine/prop combination, if so whats you governer/set-up ?
Any ideas ???
Thanks,
Lee
________________________________________________________________________________
| From: | Norman Younie <sa300(at)uniserve.com> |
| Subject: | Re: Initial Poor Rocket Performance |
It sounds like your governor needs setting up. It should go to 2700 rpm
for max hp. 2500 is 200rpm too slow.
Lee Armstrong wrote:
>
>
> Hi Guys,
>
> As you know (if you've read here a while) my father has a HRII, the
> first and only in the UK, a 10yr labour of love and its almost through
> its 10 flight pre-test flight envelope, which is good.
>
> However so far the performance is quite hitting the right
> marks....Initialy thinngs looked great, with the first flight getting
> 180-200mph off half throttle....However opening her up has only
> yielded 220-230mph, which from what i gather is somewhat off the mark
> for full bore straight and level ??? RPM is a tocuh over 2500
>
> The engine is an IO-540-D4A5, which was a new build by Norvick, there
> wasn't a stock C4B5 available and an extra 10hp can't hurt. The prop
> is a Hartzel HC-M2YR-1BF/F8475D-4. The governer is by Mccauley, i
> don't have the model no. to hand, but i don't know if this is the weak
> link.
>
> Anyone use this engine/prop combination, if so whats you
> governer/set-up ?
>
> Any ideas ???
>
> Thanks,
> Lee
>
>
> __________ NOD32 2411 (20070721) Information __________
>
>
________________________________________________________________________________
| From: | mark936(at)webtv.net |
| Subject: | Re: Initial Poor Rocket Performance |
1/2 turn for 50 rpm. is what I heard from Cliff Johnson IIRC
we just increased ours last week.
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | Re: Initial Poor Rocket Performance |
Seems about right. John Harmon's brochure claims 230 mph cruise. I flew
with him many years ago and that is exactly what we cruised at. We are
talking Indicated airspeed which as you know will decrease with altitude.
Jim Stone
98% done
Sept first flight
----- Original Message -----
From: "Lee Armstrong" <kevin(at)bondedcomponents.freeserve.co.uk>
Sent: Monday, July 23, 2007 10:24 AM
Subject: Rocket-List: Initial Poor Rocket Performance
>
>
> Hi Guys,
>
> As you know (if you've read here a while) my father has a HRII, the first
> and only in the UK, a 10yr labour of love and its almost through its 10
> flight pre-test flight envelope, which is good.
>
> However so far the performance is quite hitting the right
> marks....Initialy thinngs looked great, with the first flight getting
> 180-200mph off half throttle....However opening her up has only yielded
> 220-230mph, which from what i gather is somewhat off the mark for full
> bore straight and level ??? RPM is a tocuh over 2500
>
> The engine is an IO-540-D4A5, which was a new build by Norvick, there
> wasn't a stock C4B5 available and an extra 10hp can't hurt. The prop is a
> Hartzel HC-M2YR-1BF/F8475D-4. The governer is by Mccauley, i don't have
> the model no. to hand, but i don't know if this is the weak link.
>
> Anyone use this engine/prop combination, if so whats you governer/set-up ?
>
> Any ideas ???
>
> Thanks,
> Lee
>
>
>
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | 8/32 screw with a 6/32 head |
Someone recommended I use an 8/32 screw with a 6/32 head to hold the
fuel tank to the wing. He said they can be obtained from German
aircraft hardware. Google search does not locate such a source. Does
anyone know of a source for this item?
TIA
Jim Stone
Louisville KY
________________________________________________________________________________
| From: | "Gregory V Stone" <GStone57(at)comcast.net> |
| Subject: | 8/32 screw with a 6/32 head |
Hi Jim,
They were probably referring to Genuine Aircraft Hardware...I can get
you
the number if needed. I would like to discuss what you're doing if you
get
time.
Good Luck!!
Greg Stone
Gstone57(at)comcast.net
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Jim Stone
Sent: Monday, July 23, 2007 12:22 PM
Subject: Rocket-List: 8/32 screw with a 6/32 head
Someone recommended I use an 8/32 screw with a 6/32 head to hold the
fuel
tank to the wing. He said they can be obtained from German aircraft
hardware. Google search does not locate such a source. Does anyone
know of
a source for this item?
TIA
Jim Stone
Louisville KY
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | Re: 8/32 screw with a 6/32 head |
Hi Greg,
Thanks for the info. Give me a call if you like. 502 254-3214
Jim
----- Original Message -----
From: Gregory V Stone
To: rocket-list(at)matronics.com
Sent: Monday, July 23, 2007 2:04 PM
Subject: RE: Rocket-List: 8/32 screw with a 6/32 head
Hi Jim,
They were probably referring to Genuine Aircraft Hardware...I can get
you the number if needed. I would like to discuss what you're doing if
you get time.
Good Luck!!
Greg Stone
Gstone57(at)comcast.net
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Jim Stone
Sent: Monday, July 23, 2007 12:22 PM
To: rocket-list(at)matronics.com
Subject: Rocket-List: 8/32 screw with a 6/32 head
Someone recommended I use an 8/32 screw with a 6/32 head to hold the
fuel tank to the wing. He said they can be obtained from German
aircraft hardware. Google search does not locate such a source. Does
anyone know of a source for this item?
TIA
Jim Stone
Louisville KY
http://www.matronics.com/Navigator?Rocket-Listhttp://forums.matronics.com
________________________________________________________________________________
| From: | Hr2pilot(at)aol.com |
Neil Dickey Question:
Hi, I am in Greenwood, MS. and have purchased a kit from one of your
"neighbors" at Livermore, Steve Atchinson, that he has decided not to build. I
am an
A&P-IA, 48 years in the business, own and operate Midsouthjet Corporation, a
maintenance facility for turboprops and jets at GWO. Have built an RV 4 and
Miget Mustang and restored numerous certified airplanes over the years. So
much for the "bio" for now, just wanted you to know where I am coming from. My
question for now is, Do you know of any builder that may still have a
fuselage jig they might sell or otherwise dispose of? Sure would be nice not to
have
to go through that again. Thanks. Neil
ndmidsouthjet(at)bellsouth.net
************************************** Get a sneak peek of the all-new AOL at
http://discover.aol.com/memed/aolcom30tour
________________________________________________________________________________
| From: | <laboggan(at)mywdo.com> |
did my first trial weight and balance weigh in the other
day.
dead nuts on balance and empty weight....does that EVER
happen!!!!
Must have lucked out. weight is 20 lbs heavy but moment
is 86.7 empty.
________________________________________________________________________________
| From: | jrstone(at)insightbb.com |
| Subject: | Rocket wieght and balance |
I=27m getting ready to weigh mine in the next few weeks=2C can you send
me the info or program you used to do yours=3F
Thanks=2C
Jim Stone
In the Hangar
----- Original Message -----
From=3A laboggan=40mywdo=2Ecom
Date=3A Wednesday=2C July 25=2C 2007 21=3A55
Subject=3A Rocket-List=3A
To=3A rocket-list=40matronics=2Ecom
=3E --=3E Rocket-List message posted by=3A =3Claboggan=40mywdo=2Ecom=3E
=3E
=3E did my first trial weight and balance weigh in the other
=3E day=2E
=3E dead nuts on balance and empty weight=2E=2E=2E=2Edoes that EVER
=3E happen!!!!
=3E Must have lucked out=2E- weight is 20 lbs heavy but moment
=3E is 86=2E7 empty=2E
=3E
=3E =5F-======================
========================
=============
=3E =5F-=--------- - The
=3E Rocket-List Email Forum -
=3E =5F-= Use the Matronics List Features Navigator to browse
=3E =5F-= the many List utilities such as the Subscriptions page=2C
=3E =5F-= Archive Search =26 Download=2C 7-Day Browse=2C Chat=2C FAQ=2C
=3E =5F-= Photoshare=2C and much much more=3A
=3E =5F-=-- --=3E http=3A//www=2Ematronics=2Ecom/Navigator=3FRocke
t-List
=3E =5F-======================
========================
=============
=3E =5F-
=3E =------------- - NEW MATRONICS WEB FORUM
S -
=3E =5F-= Same great content now also available via the Web Forums!
=3E =5F-=-- --=3E http=3A//forums=2Ematronics=2Ecom
=3E =5F-======================
========================
=============
=3E
=3E
=3E
________________________________________________________________________________
| From: | Ed Wischmeyer <edwisch(at)cableone.net> |
| Subject: | Trade for F-1 Rocket or RV-8 |
Folks -
Change of circumstances mean that a pristine straight-tail Cessna
(www.greatusermanuals.com/c175) and an AirCam (912S engines, basic
panel and avionics, 200 SNEW, $78,000) are looking for good homes.
Both aircraft are in Prescott, Arizona, but I'm moving in a few weeks
and would like to find them new homes promptly.
As for me, I'll be looking to rejoin the yank and bank crowd with an
F-1 Rocket, preferably the Evo wing, or maybe an RV-8 with a constant
speed prop. I'm not looking for an over-equipped, pricey aircraft,
but something that's properly and skillfully built -- pride of
ownership, as they say in real estate. Other possibilities are a
flying aircraft but without the fancy panel and super-tuned engine
(could reduce your liability), or a kit that's well along.
I'm moving to Cedar Rapids, IA, to work at RockwellCollins. They've
got hundreds of openings for engineers, but if you know of somebody
who's interested, please let me know before they apply so that I can
get credit$.
thanks
Ed Wischmeyer
________________________________________________________________________________
| From: | Fred Weaver <Mytyweav(at)earthlink.net> |
| Subject: | Re: Trade for F-1 Rocket or RV-8 |
Sounds like reality is finally setting in..........
Weav
Ed Wischmeyer wrote:
>
> Folks -
>
> Change of circumstances mean that a pristine straight-tail Cessna
> (www.greatusermanuals.com/c175) and an AirCam (912S engines, basic
> panel and avionics, 200 SNEW, $78,000) are looking for good homes.
> Both aircraft are in Prescott, Arizona, but I'm moving in a few weeks
> and would like to find them new homes promptly.
>
> As for me, I'll be looking to rejoin the yank and bank crowd with an
> F-1 Rocket, preferably the Evo wing, or maybe an RV-8 with a constant
> speed prop. I'm not looking for an over-equipped, pricey aircraft, but
> something that's properly and skillfully built -- pride of ownership,
> as they say in real estate. Other possibilities are a flying aircraft
> but without the fancy panel and super-tuned engine (could reduce your
> liability), or a kit that's well along.
>
> I'm moving to Cedar Rapids, IA, to work at RockwellCollins. They've
> got hundreds of openings for engineers, but if you know of somebody
> who's interested, please let me know before they apply so that I can
> get credit$.
>
> thanks
>
> Ed Wischmeyer
________________________________________________________________________________
| From: | JOHNTMEY(at)aol.com |
Rocketeers,
I'm playing with experimental website, have video collection with some
Rocket stuff, other stuff.
Have a look. You-Tube, it's not. I see why video is hard to transmit.
You would have to be very patient to choke some of these into your e-pipes.
(some clips are on Vince Frazier's site as well)
aeronot.com/files/video preceeded by http://
Try "hangar-rush"... not too big. Phone modem...fergit it !
JohnM N5800
http://discover.aol.com/memed/aolcom30tour
________________________________________________________________________________
| From: | "Lee Logan" <leeloganster(at)gmail.com> |
| Subject: | Re: Rocket Videos |
Excellent! Those were fun to watch, especially for us "non-flyers"!!
Lee...
________________________________________________________________________________
| Subject: | Rocket photos from Oshkosh 2007 |
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
I finally got caught up enough to post Oshkosh 2007 Rocket photos.
http://www.vincesrocket.com/Oshkosh%202005%20and%20later.html
Enjoy,
Vince Frazier
Screaming Eagle Graphics and Accessories, LLC
3965 Caborn Road
Mount Vernon, IN 47620
812-464-1839
http://vincesrocket.com/products.htm
________________________________________________________________________________
| Subject: | tailwheel problem...solved |
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
*******************SNIP Subject: RV-List: Tail wheel question
I just purchased the 6" double fork tail wheel from Aviation Products,
Inc.
to give me increased clearance over Van's tail wheel. It appears to
have a vertical pilot hole which I must use to drill a new vertical hole
through the
tailspring onto which it mounts.
1. Are there any tricks/suggestions for drilling this hole?
2. Can this be easily and accurately done with the tailspring still
installed on the airplane?
3. Is the one vertical hole adequate or should I try to match up the
two horizontal holes which Vans has in their tailspring and drill them
too?
I understand many of you have installed this upgrade tail wheel and I
would appreciate hearing of your experience.
Further, the new tail wheel weighs 5 pounds (bathroom scale). I
haven't removed my Van's tail wheel yet, but suspect the new one is
heavier and will change my CG. Any thoughts?
Pete SNIP************************
Peter,
Before you drill any new holes for a new tailwheel, please take a look
at mine. It will retrofit into a Van's socket in 5 minutes with no
drilling whatsoever. A direct replacement. It weighs virtually the
same as the Van's unit, within 1/2 ounce by my scale.
My tailwheels have better clearance than the Van's, better handling, and
a smaller frontal area than other units. You can even install a
wheelpant on mine (see the website) and it will still full swivel as
designed.
My product was originally designed to meet the needs of the F1 and HRII
Rockets. It works equally well on the RV brethren. Over 90 of mine are
out there now and I have them IN STOCK for quick delivery.
Thanks,
Vince Frazier
Screaming Eagle Graphics and Accessories, LLC
3965 Caborn Road
Mount Vernon, IN 47620
812-464-1839
http://vincesrocket.com/products.htm
________________________________________________________________________________
| From: | mark936(at)webtv.net |
| Subject: | Re: Rocket-List Digest: 0 Msgs - 08/21/07 |
Oregon Aero interiors or cushions?
Anybody use them for their foam or foam and covering?
a guy has an rv8a at Chino that really looks like what i'm after. but i
don't think ordering a 4 or 8 set stock would work?
________________________________________________________________________________
| Subject: | Re: Rocket-List Digest: 0 Msgs - 08/21/07 |
| From: | James Frank <mdatp(at)bellsouth.net> |
I used Oregon Aero for my seats and arm rests. Very nice, comfortable but
expensive. Would I use them again.....absolutely.
Jim Frank
N540WD
65hours
on 8/22/07 10:17 AM, mark936(at)webtv.net at mark936(at)webtv.net wrote:
>
> Oregon Aero interiors or cushions?
>
> Anybody use them for their foam or foam and covering?
>
> a guy has an rv8a at Chino that really looks like what i'm after. but i
> don't think ordering a 4 or 8 set stock would work?
>
>
>
>
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | Re: tailwheel problem...solved |
Hey Vince,
I bought their stainless steel spring to go with the new tailwheel and had
them match drill the new one. I had the luxury of a non flying Rocket so I
was able to send them my spring and wheel. In my opinion, it is a great
looking product and they were easy to deal with. They have not considered
the steering link so I had to bend my own arm. The spring was slightly
larger in diameter and required some Emery cloth and some muscle to reduce
it slightly. The hole did line up, and I was in business in no time.
Hope this helps,
Jim Stone
Harmon Rocket II
1-2 weeks to go
----- Original Message -----
From: "Frazier, Vincent A" <VFrazier(at)usi.edu>
Sent: Wednesday, August 22, 2007 9:59 AM
Subject: Rocket-List: tailwheel problem...solved
>
>
> *******************SNIP Subject: RV-List: Tail wheel question
>
> I just purchased the 6" double fork tail wheel from Aviation Products,
> Inc.
> to give me increased clearance over Van's tail wheel. It appears to
> have a vertical pilot hole which I must use to drill a new vertical hole
> through the
>
> tailspring onto which it mounts.
>
> 1. Are there any tricks/suggestions for drilling this hole?
>
> 2. Can this be easily and accurately done with the tailspring still
> installed on the airplane?
>
> 3. Is the one vertical hole adequate or should I try to match up the
> two horizontal holes which Vans has in their tailspring and drill them
> too?
>
> I understand many of you have installed this upgrade tail wheel and I
> would appreciate hearing of your experience.
>
> Further, the new tail wheel weighs 5 pounds (bathroom scale). I
> haven't removed my Van's tail wheel yet, but suspect the new one is
> heavier and will change my CG. Any thoughts?
>
> Pete SNIP************************
>
> Peter,
>
> Before you drill any new holes for a new tailwheel, please take a look
> at mine. It will retrofit into a Van's socket in 5 minutes with no
> drilling whatsoever. A direct replacement. It weighs virtually the
> same as the Van's unit, within 1/2 ounce by my scale.
>
> My tailwheels have better clearance than the Van's, better handling, and
> a smaller frontal area than other units. You can even install a
> wheelpant on mine (see the website) and it will still full swivel as
> designed.
>
> My product was originally designed to meet the needs of the F1 and HRII
> Rockets. It works equally well on the RV brethren. Over 90 of mine are
> out there now and I have them IN STOCK for quick delivery.
>
> Thanks,
>
> Vince Frazier
> Screaming Eagle Graphics and Accessories, LLC
> 3965 Caborn Road
> Mount Vernon, IN 47620
> 812-464-1839
> http://vincesrocket.com/products.htm
>
>
> --
> 9:05 AM
>
>
________________________________________________________________________________
| From: | Fred Weaver <Mytyweav(at)earthlink.net> |
| Subject: | Re: tailwheel problem...solved |
Yo Jim...... You shoulda bought the one from Vince. You'll figure it out
with a little time....
Weav
Jim Stone wrote:
>
> Hey Vince,
> I bought their stainless steel spring to go with the new tailwheel and
> had them match drill the new one. I had the luxury of a non flying
> Rocket so I was able to send them my spring and wheel. In my opinion,
> it is a great looking product and they were easy to deal with. They
> have not considered the steering link so I had to bend my own arm.
> The spring was slightly larger in diameter and required some Emery
> cloth and some muscle to reduce it slightly. The hole did line up,
> and I was in business in no time.
> Hope this helps,
> Jim Stone
> Harmon Rocket II
> 1-2 weeks to go
>
>
> ----- Original Message ----- From: "Frazier, Vincent A"
>
> To:
> Sent: Wednesday, August 22, 2007 9:59 AM
> Subject: Rocket-List: tailwheel problem...solved
>
>
>>
>>
>>
>>
>> *******************SNIP Subject: RV-List: Tail wheel question
>>
>> I just purchased the 6" double fork tail wheel from Aviation Products,
>> Inc.
>> to give me increased clearance over Van's tail wheel. It appears to
>> have a vertical pilot hole which I must use to drill a new vertical hole
>> through the
>>
>> tailspring onto which it mounts.
>>
>> 1. Are there any tricks/suggestions for drilling this hole?
>>
>> 2. Can this be easily and accurately done with the tailspring still
>> installed on the airplane?
>>
>> 3. Is the one vertical hole adequate or should I try to match up the
>> two horizontal holes which Vans has in their tailspring and drill them
>> too?
>>
>> I understand many of you have installed this upgrade tail wheel and I
>> would appreciate hearing of your experience.
>>
>> Further, the new tail wheel weighs 5 pounds (bathroom scale). I
>> haven't removed my Van's tail wheel yet, but suspect the new one is
>> heavier and will change my CG. Any thoughts?
>>
>> Pete SNIP************************
>>
>> Peter,
>>
>> Before you drill any new holes for a new tailwheel, please take a look
>> at mine. It will retrofit into a Van's socket in 5 minutes with no
>> drilling whatsoever. A direct replacement. It weighs virtually the
>> same as the Van's unit, within 1/2 ounce by my scale.
>>
>> My tailwheels have better clearance than the Van's, better handling, and
>> a smaller frontal area than other units. You can even install a
>> wheelpant on mine (see the website) and it will still full swivel as
>> designed.
>>
>> My product was originally designed to meet the needs of the F1 and HRII
>> Rockets. It works equally well on the RV brethren. Over 90 of mine are
>> out there now and I have them IN STOCK for quick delivery.
>>
>> Thanks,
>>
>> Vince Frazier
>> Screaming Eagle Graphics and Accessories, LLC
>> 3965 Caborn Road
>> Mount Vernon, IN 47620
>> 812-464-1839
>> http://vincesrocket.com/products.htm
>>
>>
>>
>>
>>
>>
>> --
>> 9:05 AM
>>
>>
>
>
________________________________________________________________________________
| From: | "nico css" <nico(at)cybersuperstore.com> |
Folks,
Don't open invitations to receive an e-card, or log on to any service you
have not specifically requested, neither emails with a PDF attachment that
is from someone you do not know. Here's the article discussing it in more
detail.
http://www.eweek.com/article2/0,1895,2174160,00.asp?kc=EWKNLSTE082307STR1
This particular Trojan virus morphs every couple of minutes into something
different to avoid signature detection. If you receive a suspicious email
from a familiar email address, do not open it, but rather send a new email
(don't reply or forward the suspicious email - you would just be passing the
virus on) to your acquaintance and ask to confirm whether the email was
legitimate.
The nastiness of this virus is that it gets your cooperation and consent to
opt-in to their service, which allows them to sell your email address and
bombard you with future emails. And for your effort you are rewarded with a
very nasty virus.
Thanks
Nico
________________________________________________________________________________
| Subject: | fun last Saturday |
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
Check this out. These are 100% real events from my life. If this stuff
ticks you off, please do something about it. I suggest writing your
elected officials, protesting in front of their offices, etc.
This is every bit as dangerous to aviation as user fees. And if you
don't agree, just look how long there has been a TFR around Washington
D.C. now. Do you think we'll ever be allowed to fly there again?
Now it appears that even legal flights are becoming illegal.
Vince
*******************************
August 28, 2007
The Honorable Evan Bayh
United States Senate
131 Russell Senate Office Building
Washington, D.C. 20510-1404
Dear Senator Bayh:
I am contacting you regarding a totally unacceptable event which
occurred to me and a friend on Saturday, August 25, 2007.
I own a plane which I use for traveling throughout the Midwest. On
Saturday I flew from Evansville, IN to Benton Harbor, MI and then on to
Houghton Lake , MI. I was accompanied by a friend, who was flying his
own plane. Both planes also carried one passenger.
After assisting our passengers, who were in Houghton Lake to purchase an
aircraft, my friend and I departed and flew back to Benton Harbor, MI.
Within minutes of landing at Benton Harbor, we were detained by 2 well
armed police officers who were acting under the direction of Homeland
Security.
Homeland Security had received a report of aircraft flying near the
Palisades nuclear power plant, apparently from an observer at the plant
whose job is to watch for aircraft. The police officers asked for our
identification and recorded the registration numbers on our aircraft.
The police officers had no real indication if they were looking for our
aircraft or some other aircraft(s) who may have been the real target.
They relayed this information to Homeland Security, who gave the
officers physical descriptions of me and my friend to confirm our
identities. The officers departed after confirming our identities.
We were given no explanations as to why we were detained other than that
we had flown past the power plant, a flight that is perfectly legal to
do as I will explain below. Detainment of law abiding citizens is
completely unacceptable to me and should be to you also.
First, I realize that many areas were off limits to aircraft after 9/11
and that nuclear power plants were previously under TFRs (temporary
flight restrictions, issued by the FAA, often at the advise of Homeland
Security). These TFRs were rescinded long ago. In their place is FAA
advisory 4/0811 (reprinted below my letter for your convenience) that
admonished pilots avoid these areas anyway.
An FAA advisory has no enforcement teeth. However, FARs (federal
aviation regulations) do have teeth. The FARs (also reprinted at the
end of this letter) state that "aircraft may not be operated closer
than 500 feet to any person, vessel, vehicle, or structure." This is
the primary rule regarding flight in uncontrolled airspace. The
airspace around the Palisades nuclear power plant is uncontrolled. In
fact, the plant isn't even shown on the FAA approved sectional map used
for navigation. And we were never within 500 feet of any part of the
plant.
Because of the now rescinded TFRs and the current 4/0811 advisory I
knew EXACTLY how close I flew to the Palisades nuclear plant. As we
descended to land at Benton Harbor, traveling in a straight line with no
turns, our planes passed the plant at over 2500' AGL (above ground
level) and over 1 mile away. We were traveling at 175 mph, it could
hardly be claimed that we were loitering. This situation beats the
standard and intent of the FARs and the advisory by anyone's
interpretation!
While a 500,000 pound airliner going 500 mph might be able to burn down
a skyscraper, general aviation aircraft like mine that rarely weigh more
than 2000 pounds and rarely go faster than 200 mph are hardly a threat
to anything or anyone except the pilot and passengers! Certainly our
aircraft were NO threat to a nuclear power plant!
Considering that the United States of America is now home to 12,000,000
illegal immigrants who include a large percentage of criminals,
terrorists, uneducated individuals, and other undesirables I demand to
know why Homeland Security is wasting time by detaining law abiding
citizens!?
In closing I'd really like to see the following actions from your
office:
1) Tell me what you are doing, or will do in the very near future to
keep law abiding pilots like myself from having our name added to some
data base kept in the bowels of some Homeland Security office.
2) Restructure Homeland Security immediately to deal with the HUGE
problem of illegal immigration. Otherwise Homeland Security needs to be
abolished since they seem to have no other real function aside from
harassing law abiding citizens.
3) Contact the NRC and Homeland Security and find out why they require
power plants to have employees who are apparently paid to "bird watch"
all day long. While you're asking them why they have these positions,
find out what type of training these "birdwatchers" have. Can they
really tell what a threat looks like? Obviously not!
The United States of America was built on freedom, not on detaining law
abiding citizens. Furthermore, it was built by legal immigrants, not by
undesirables infiltrating at will. Do something about it!
Sincerely,
Vince Frazier
3965 Caborn Road
Mount Vernon, IN 47620
812-464-1839 daytime
FDC 4/0811 FDC ...SPECIAL NOTICE... THIS IS A RESTATEMENT OF A
PREVIOUSLY ISSUED ADVISORY NOTICE. IN THE INTEREST OF NATIONAL SECURITY
AND TO THE EXTENT PRACTICABLE, PILOTS ARE STRONGLY ADVISED TO AVOID THE
AIRSPACE ABOVE, OR IN PROXIMITY TO SUCH SITES AS POWER PLANTS (NUCLEAR,
HYDRO-ELECTRIC, OR COAL), DAMS, REFINERIES, INDUSTRIAL COMPLEXES,
MILITARY FACILITIES AND OTHER SIMILAR FACILITIES. PILOTS SHOULD NOT
CIRCLE AS TO LOITER IN THE VICINITY OVER THESE TYPES OF FACILITIES.
FAR Sec. 91.119
Minimum safe altitudes: General.
Except when necessary for takeoff or landing, no person may operate an
aircraft below the following altitudes:
(a) Anywhere. An altitude allowing, if a power unit fails, an emergency
landing without undue hazard to persons or property on the surface.
(b) Over congested areas. Over any congested area of a city, town, or
settlement, or over any open air assembly of persons, an altitude of
1,000 feet above the highest obstacle within a horizontal radius of
2,000 feet of the aircraft.
(c) Over other than congested areas. An altitude of 500 feet above the
surface, except over open water or sparsely populated areas. In those
cases, the aircraft may not be operated closer than 500 feet to any
person, vessel, vehicle, or structure.
________________________________________________________________________________
| Subject: | fun last Saturday |
| From: | "Chuck Jensen" <cjensen(at)dts9000.com> |
A badge on the chest and a gun on the hip makes ordinary people go
insane....at least without a lot of education and training. Bureaucrats
are equipped with both badge and gun, at least symbolically, even if
they are not physically present, thus sane behavior is not to be
expected in all cases.
In this immediate instance, I can say with certainty that nuclear plants
do not have a "bird watcher" job. Certainly, if there is a plane that
does loiter at low elevation in the vicinity of the plant, they'll take
notice as they apparently did in this case. (Speculation begins here)
They probably picked up their HS hotline and reported that a plane was
loitering in the area of the plant at a low altitude. When asked to
identify the plane, they responded that it had an engine, tail and two
wings. Since you were next to land and you EXACTLY met the description,
you became a participant to a meeting with Officialdom without a prior
appointment. Know this; you will make some gumshoe's daily report as
proof that they are busy averting "terrorism by small aircraft" and that
the world is safer because of their unstinting vigilance (or is that
vigilantism).
Of course, if you were smuggling a monkey under your hat, they would
have let you pass without questioning. Sweeeet, isn't it?
Chuck Jensen
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Frazier,
Vincent A
Sent: Tuesday, August 28, 2007 2:14 PM
Subject: Rocket-List: fun last Saturday
Check this out. These are 100% real events from my life. If this stuff
ticks you off, please do something about it. I suggest writing your
elected officials, protesting in front of their offices, etc.
This is every bit as dangerous to aviation as user fees. And if you
don't agree, just look how long there has been a TFR around Washington
D.C. now. Do you think we'll ever be allowed to fly there again?
Now it appears that even legal flights are becoming illegal.
Vince
*******************************
August 28, 2007
The Honorable Evan Bayh
United States Senate
131 Russell Senate Office Building
Washington, D.C. 20510-1404
Dear Senator Bayh:
I am contacting you regarding a totally unacceptable event which
occurred to me and a friend on Saturday, August 25, 2007.
I own a plane which I use for traveling throughout the Midwest. On
Saturday I flew from Evansville, IN to Benton Harbor, MI and then on to
Houghton Lake , MI. I was accompanied by a friend, who was flying his
own plane. Both planes also carried one passenger.
After assisting our passengers, who were in Houghton Lake to purchase an
aircraft, my friend and I departed and flew back to Benton Harbor, MI.
Within minutes of landing at Benton Harbor, we were detained by 2 well
armed police officers who were acting under the direction of Homeland
Security.
Homeland Security had received a report of aircraft flying near the
Palisades nuclear power plant, apparently from an observer at the plant
whose job is to watch for aircraft. The police officers asked for our
identification and recorded the registration numbers on our aircraft.
The police officers had no real indication if they were looking for our
aircraft or some other aircraft(s) who may have been the real target.
They relayed this information to Homeland Security, who gave the
officers physical descriptions of me and my friend to confirm our
identities. The officers departed after confirming our identities.
We were given no explanations as to why we were detained other than that
we had flown past the power plant, a flight that is perfectly legal to
do as I will explain below. Detainment of law abiding citizens is
completely unacceptable to me and should be to you also.
First, I realize that many areas were off limits to aircraft after 9/11
and that nuclear power plants were previously under TFRs (temporary
flight restrictions, issued by the FAA, often at the advise of Homeland
Security). These TFRs were rescinded long ago. In their place is FAA
advisory 4/0811 (reprinted below my letter for your convenience) that
admonished pilots avoid these areas anyway.
An FAA advisory has no enforcement teeth. However, FARs (federal
aviation regulations) do have teeth. The FARs (also reprinted at the
end of this letter) state that "aircraft may not be operated closer
than 500 feet to any person, vessel, vehicle, or structure." This is
the primary rule regarding flight in uncontrolled airspace. The
airspace around the Palisades nuclear power plant is uncontrolled. In
fact, the plant isn't even shown on the FAA approved sectional map used
for navigation. And we were never within 500 feet of any part of the
plant.
Because of the now rescinded TFRs and the current 4/0811 advisory I
knew EXACTLY how close I flew to the Palisades nuclear plant. As we
descended to land at Benton Harbor, traveling in a straight line with no
turns, our planes passed the plant at over 2500' AGL (above ground
level) and over 1 mile away. We were traveling at 175 mph, it could
hardly be claimed that we were loitering. This situation beats the
standard and intent of the FARs and the advisory by anyone's
interpretation!
While a 500,000 pound airliner going 500 mph might be able to burn down
a skyscraper, general aviation aircraft like mine that rarely weigh more
than 2000 pounds and rarely go faster than 200 mph are hardly a threat
to anything or anyone except the pilot and passengers! Certainly our
aircraft were NO threat to a nuclear power plant!
Considering that the United States of America is now home to 12,000,000
illegal immigrants who include a large percentage of criminals,
terrorists, uneducated individuals, and other undesirables I demand to
know why Homeland Security is wasting time by detaining law abiding
citizens!?
In closing I'd really like to see the following actions from your
office:
1) Tell me what you are doing, or will do in the very near future to
keep law abiding pilots like myself from having our name added to some
data base kept in the bowels of some Homeland Security office.
2) Restructure Homeland Security immediately to deal with the HUGE
problem of illegal immigration. Otherwise Homeland Security needs to be
abolished since they seem to have no other real function aside from
harassing law abiding citizens.
3) Contact the NRC and Homeland Security and find out why they require
power plants to have employees who are apparently paid to "bird watch"
all day long. While you're asking them why they have these positions,
find out what type of training these "birdwatchers" have. Can they
really tell what a threat looks like? Obviously not!
The United States of America was built on freedom, not on detaining law
abiding citizens. Furthermore, it was built by legal immigrants, not by
undesirables infiltrating at will. Do something about it!
Sincerely,
Vince Frazier
3965 Caborn Road
Mount Vernon, IN 47620
812-464-1839 daytime
FDC 4/0811 FDC ...SPECIAL NOTICE... THIS IS A RESTATEMENT OF A
PREVIOUSLY ISSUED ADVISORY NOTICE. IN THE INTEREST OF NATIONAL SECURITY
AND TO THE EXTENT PRACTICABLE, PILOTS ARE STRONGLY ADVISED TO AVOID THE
AIRSPACE ABOVE, OR IN PROXIMITY TO SUCH SITES AS POWER PLANTS (NUCLEAR,
HYDRO-ELECTRIC, OR COAL), DAMS, REFINERIES, INDUSTRIAL COMPLEXES,
MILITARY FACILITIES AND OTHER SIMILAR FACILITIES. PILOTS SHOULD NOT
CIRCLE AS TO LOITER IN THE VICINITY OVER THESE TYPES OF FACILITIES.
FAR Sec. 91.119
Minimum safe altitudes: General.
Except when necessary for takeoff or landing, no person may operate an
aircraft below the following altitudes:
(a) Anywhere. An altitude allowing, if a power unit fails, an emergency
landing without undue hazard to persons or property on the surface.
(b) Over congested areas. Over any congested area of a city, town, or
settlement, or over any open air assembly of persons, an altitude of
1,000 feet above the highest obstacle within a horizontal radius of
2,000 feet of the aircraft.
(c) Over other than congested areas. An altitude of 500 feet above the
surface, except over open water or sparsely populated areas. In those
cases, the aircraft may not be operated closer than 500 feet to any
person, vessel, vehicle, or structure.
________________________________________________________________________________
| Subject: | 3 blade MT vs the Hartzell fat paddle 2 blade |
| From: | Michael W Stewart <mike.stewart(at)us.ibm.com> |
Thought you guys might be interested in some real world data on these 2
props.
Enjoy,
Mike
http://www.mstewart.net/super8/performance/propcomparisons.htm
________________________________________________________________________________
| From: | "Tom Martin" <fairlea(at)amtelecom.net> |
| Subject: | 3 blade MT vs the Hartzell fat paddle 2 blade |
Mike
Good data. From my flight tests on my HRII I felt that I
dropped three to four knots going from the two blade Hartzell to the
three
blade MT. I did not, at that time, have the benefit of your prop
clocking
information so the difference in smoothness was worth the swap for me.
Did
you do any flight tests at lower rpms? Most of my cross country work is
at
21 to 2200 rpm and 23=94. Although I do not have data to support my
feeling,
I suspect that there is not as much difference in the two props at that
power setting. Metal blades have the advantage of a thinner profile and
it
is possible that that as you drop rpms that is not as important. On my
current EVO I have a three blade MT and I would really like to be able
to
try a two blade on the plane with the clocking change. I do have some
experience with a three blade Hartzell and it is my opinion that it is
also
faster than the MT but this has not been proven by tests. The main
problem
with the three blade Hartzell is the additional 22 lbs which will work
on a
F1 but is too heavy for a HRII due to the landing gear geometry. Good
work.
Tom Martin
_____
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Michael W
Stewart
Sent: September 6, 2007 10:39 AM
Subject: Rocket-List: 3 blade MT vs the Hartzell fat paddle 2 blade
Thought you guys might be interested in some real world data on these 2
props.
Enjoy,
Mike
HYPERLINK
"http://www.mstewart.net/super8/performance/propcomparisons.htm"http://ww
w.m
stewart.net/super8/performance/propcomparisons.htm
"http://www.matronics.com/Navigator?Rocket-List"http://www.matronics.com/
Nav
igator?Rocket-List
"http://forums.matronics.com"http://forums.matronics.com
06/09/2007
8:36 AM
06/09/2007
8:36 AM
________________________________________________________________________________
| Subject: | Re: 3 blade MT vs the Hartzell fat paddle 2 blade |
| From: | Michael W Stewart <mike.stewart(at)us.ibm.com> |
No I did not go below 2200 rpm so I have no good data about that.
I would love to try the 2 blade hartz symetar. Hartz says its worth another 3
knots for me.
We could get together one weekend and have a prop swapping extravaganza! Too
bad the spinners are different.
Best
Mike
----- Original Message -----
From: "Tom Martin" [fairlea(at)amtelecom.net]
Sent: 09/06/2007 09:52 AM
Subject: RE: Rocket-List: 3 blade MT vs the Hartzell fat paddle 2 blade
Mike
Good data. From my flight tests on my HRII I felt that I
dropped three to four knots going from the two blade Hartzell to the three
blade MT. I did not, at that time, have the benefit of your prop clocking
information so the difference in smoothness was worth the swap for me. Did
you do any flight tests at lower rpms? Most of my cross country work is at
21 to 2200 rpm and 23=9D. Although I do not have data to support my fe
eling,
I suspect that there is not as much difference in the two props at that
power setting. Metal blades have the advantage of a thinner profile and it
is possible that that as you drop rpms that is not as important. On my
current EVO I have a three blade MT and I would really like to be able to
try a two blade on the plane with the clocking change. I do have some
experience with a three blade Hartzell and it is my opinion that it is also
faster than the MT but this has not been proven by tests. The main problem
with the three blade Hartzell is the additional 22 lbs which will work on a
F1 but is too heavy for a HRII due to the landing gear geometry. Good work.
Tom Martin
_____
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Michael W
Stewart
Sent: September 6, 2007 10:39 AM
Subject: Rocket-List: 3 blade MT vs the Hartzell fat paddle 2 blade
Thought you guys might be interested in some real world data on these 2
props.
Enjoy,
Mike
HYPERLINK
"http://www.mstewart.net/super8/performance/propcomparisons.htm"http://www.m
stewart.net/super8/performance/propcomparisons.htm
"http://www.matronics.com/Navigator?Rocket-List"http://www.matronics.com/Nav
igator?Rocket-List
"http://forums.matronics.com"http://forums.matronics.com
06/09/2007
8:36 AM
06/09/2007
8:36 AM
________________________________________________________________________________
| From: | Mark Swaney <mark_swaney(at)bigfoot.com> |
| Subject: | Re: 3 blade MT vs the Hartzell fat paddle 2 blade |
Mike,
Your data only lists altitude, not whether it was indicated, pressure
of density altitude. It can make a real big difference in making
comparisons.
Thanks,
Mark Swaney
National Test Pilot School
On Sep 6, 2007, at 5:04 PM, Michael W Stewart wrote:
>
>
> No I did not go below 2200 rpm so I have no good data about that.
> I would love to try the 2 blade hartz symetar. Hartz says its worth
> another 3 knots for me.
> We could get together one weekend and have a prop swapping
> extravaganza! Too bad the spinners are different.
> Best
> Mike
>
> ----- Original Message -----
> From: "Tom Martin" [fairlea(at)amtelecom.net]
> Sent: 09/06/2007 09:52 AM
> To:
> Subject: RE: Rocket-List: 3 blade MT vs the Hartzell fat paddle 2
> blade
>
>
> Mike
>
> = Good data. From my flight tests on my HRII I felt that
> I dropped three = to four knots going from the two blade Hartzell to
> the three blade MT. I did not, at that time, have the benefit of your
> prop clocking information so the difference in smoothness was worth
> the swap for me. = Did you do any flight tests at lower rpms? Most
> of my cross country = work is at 21 to 2200 rpm and 23. Although I
> do not have data to = support my feeling, I suspect that there is not
> as much difference in the two = props at that power setting. Metal
> blades have the advantage of a thinner = profile and it is possible
> that that as you drop rpms that is not as important. = On my current
> EVO I have a three blade MT and I would really like to be = able to
> try a two blade on the plane with the clocking change. I do have =
> some experience with a three blade Hartzell and it is my opinion that
> it is = also faster than the MT but this has not been proven by tests.
> The main problem with = the three blade Hartzell is the additional 22
> lbs which will work on a F1 = but is too heavy for a HRII due to the
> landing gear geometry. Good = work.
>
>
>
> Tom = Martin
>
>
>
>
> From: owner-rocket-list-server(at)matronics.com
> [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Michael W
> Stewart
> Sent: September 6, 2007 = 10:39 AM
> To: rocket-list(at)matronics.com
> Subject: Rocket-List: 3 = blade MT vs the Hartzell fat paddle 2 blade
>
>
>
> Thought you guys might be interested in some = real world data on
> these 2 props.
> Enjoy,
> Mike
> h= ttp://www.mstewart.net/super8/performance/propcomparisons.htm
> <
> /pre>
>
> http://www.matron
> ics.com/Navigator?Rocket-List
>
>
> http://forums.matronics.com
>
>
>
> 06/09/2007 8:36 AM
>
>
> 06/09/2007 8:36 AM
>
>
> ========================3
> D====================
> tp://www.matronics.com/Navigator?Rocket-List
> ========================3
> D====================
> cs.com
> ========================3
> D====================
>
>
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | canopy safety latch |
I've got a tip over style canopy with the Harmon handle to open, close
and latch it. Is there a need or requirement for more than that? BTW,
mechanism is very firm to operate in both directions but possibly could
work loose during flight. Van sells a latch for the RV-4, will that
work on the HR?
Thanks,
Jim Stone
Louisville
First flight prep
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
Not many venders out there selling it for a good price. My last two
came from Sun battery in Florida, their website was not up today, don't
know if they are still in business. Anyone know of a good place to get
a new battery?
Thanks,
Jim
________________________________________________________________________________
| From: | Walter Tondu <walter(at)tondu.com> |
| Subject: | Re: PC680 source |
On 09/06 9:32, Jim Stone wrote:
> Not many venders out there selling it for a good price. My last two came
> from Sun battery in Florida, their website was not up today, don't know if
> they are still in business. Anyone know of a good place to get a new
> battery?
> Thanks,
Vans has them for $93.00.
--
Walter Tondu
http://www.rv7-a.com - Flying!
http://www.evorocket.com - Building
________________________________________________________________________________
| From: | "Tom & Cathy Ervin" <tcervin(at)valkyrie.net> |
| Subject: | Re: PC680 source |
Try www.batteryweb.com. they have very good prices.
Tom in
Ohio
----- Original Message -----
From: "Walter Tondu" <walter(at)tondu.com>
Sent: Thursday, September 06, 2007 9:49 PM
Subject: Re: Rocket-List: PC680 source
>
> On 09/06 9:32, Jim Stone wrote:
>
> > Not many venders out there selling it for a good price. My last two
> > came
> > from Sun battery in Florida, their website was not up today, don't
> > know if
> > they are still in business. Anyone know of a good place to get a new
> > battery?
> > Thanks,
>
> Vans has them for $93.00.
> --
> Walter Tondu
> http://www.rv7-a.com - Flying!
> http://www.evorocket.com - Building
>
>
>
________________________________________________________________________________
| Subject: | canopy safety latch |
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
From: "Jim Stone" <jrstone(at)insightbb.com>
Subject: Rocket-List: canopy safety latch
I've got a tip over style canopy with the Harmon handle to open, close
and latch it. Is there a need or requirement for more than that? BTW,
mechanism is very firm to operate in both directions but possibly could
work loose during flight. Van sells a latch for the RV-4, will that
work on the HR?
Thanks,
Jim Stone
Louisville
First flight prep SNIP
Jim,
I have the flopper canopy on mine.
Exactly ONE time I have neglected to double check that the safety latch
was engaged before takeoff. After takeoff,I noticed that the sound
wasn't right and found the safety latch wasn't engaged.
The canopy will raise up about 1/4 to 3/8" on my plane when the safety
latch isn't latched. It is impossible (for me anyway) to squeeze the
rails hard enough to latch it in flight at any speed.
I found it to be unnerving enough that I landed, latched the safety
latch, and then continued.
I'd install the safety latch. IMHO, it helps take a lot of load off of
the standard latching pins.
Vince
________________________________________________________________________________
| From: | Sprayers(at)aol.com |
| Subject: | Re: Rocket-List Digest: 7 Msgs - 09/06/07 |
About this prop talk.........I owned a comanche 400 for 20 years and have
been told that the airplane did go faster in the beginning with 2 blade
prop...but there were vib. problems........(this on IO-720)
http://discover.aol.com/memed/aolcom30tour
________________________________________________________________________________
| From: | Rob Ray <smokyray(at)yahoo.com> |
| Subject: | Re: PC680 source |
The Battery Store in Orlando/Sanford sells them reasonably as well. I bought a
PC925 for my Rocket, same weight as a Concord acft battery with twice the CCA
(cold cranking amps) Much better deal...
Rob Ray
Tom & Cathy Ervin wrote:
Try www.batteryweb.com. they have very good prices.
Tom in
Ohio
----- Original Message -----
From: "Walter Tondu"
Sent: Thursday, September 06, 2007 9:49 PM
Subject: Re: Rocket-List: PC680 source
>
> On 09/06 9:32, Jim Stone wrote:
>
> > Not many venders out there selling it for a good price. My last two
> > came
> > from Sun battery in Florida, their website was not up today, don't
> > know if
> > they are still in business. Anyone know of a good place to get a new
> > battery?
> > Thanks,
>
> Vans has them for $93.00.
> --
> Walter Tondu
> http://www.rv7-a.com - Flying!
> http://www.evorocket.com - Building
>
>
>
---------------------------------
Need a vacation? Get great deals to amazing places on Yahoo! Travel.
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | Re: PC680 source |
Thanks Rob,
I use two pc680s and replace one each year per the Aeroelectric
Connection guidance.
Thanks for the help.
Jim
----- Original Message -----
From: Rob Ray
To: rocket-list(at)matronics.com
Sent: Friday, September 07, 2007 10:05 AM
Subject: Re: Rocket-List: PC680 source
The Battery Store in Orlando/Sanford sells them reasonably as well. I
bought a PC925 for my Rocket, same weight as a Concord acft battery with
twice the CCA (cold cranking amps) Much better deal...
Rob Ray
Tom & Cathy Ervin wrote:
Try www.batteryweb.com. they have very good prices.
Tom in
Ohio
----- Original Message -----
From: "Walter Tondu"
To:
Sent: Thursday, September 06, 2007 9:49 PM
Subject: Re: Rocket-List: PC680 source
>
> On 09/06 9:32, Jim Stone wrote:
>
> > Not many venders out there to amazing places on Yahoo! Travel.
-------------------------------------------------------------------------
---
8/28/2007 4:29 PM
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | New Realtime Spell Checker Added To Matronics Forums! |
Dear Listers,
Today 9/8/2007 I have added a new real-time spell checker function to all of the
BBS Forums at Matronics. When you reply or create a new message on the Forums,
you will notice that misspelled words will be high-lighted in yellow. If
you left-click on the word, you will be prompted with a drop-down list of suggested
spellings.
http://forums.matronics.com
Enjoy!
Matt Dralle
Matornics Email List and Forum Administrator
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | High compression, high CHTs |
First let me announce the fact that N918JK is flying, as of about a week
ago.
Second, I need some advice to clear up high CHTs.
I am running ElectroAir's ignition on lower plugs and a Slick Mag on the
upper plugs. I have 10-1 pistons in new Lycoming jugs. On the first
few short flights my CHTs climbed right through redline on 5 or 6
cylinders in less than 5 minutes. My EIS timing was factory set to 23
deg to account for the high compression and I set the mag at 25 deg per
the engine placard. I reduced the EIS to 20 degrees and saw some relief
but two of the CHTs (6 and 2) still climbing into the low to mid 400s.
Today I plan on retarding the Mag to 20 degrees because during cruise I
felt a vibration and turned the Mag off and the vibration went away so I
feel like the two ignitions were not working together. CHT #4 is my
coolest with a difference from the hottest (#6) 80-100 deg.
Question: What timing have you high compression guys been using to get
reasonable CHTs?
Other than ensuring no leaks in the baffles what else can I do?
BTW, a friend installed the louvers on the bottom of his F-1 cowl and it
had no effect so I'm not going there until last.
Thanks for you time,
Jim Stone
Louisville KY
________________________________________________________________________________
| From: | "Tom Martin" <fairlea(at)amtelecom.net> |
| Subject: | High compression, high CHTs |
Jim
I have had ok service from the elctro air systems but others
have noted erratic ignition timing . Contact Jim Winings, in Indianapolis
regarding his electro air situation, as it sounds similar to what you are
experiencing.
Tom Martin
_____
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Jim Stone
Sent: September 23, 2007 7:47 AM
Subject: Rocket-List: High compression, high CHTs
First let me announce the fact that N918JK is flying, as of about a week
ago.
Second, I need some advice to clear up high CHTs.
I am running ElectroAir's ignition on lower plugs and a Slick Mag on the
upper plugs. I have 10-1 pistons in new Lycoming jugs. On the first few
short flights my CHTs climbed right through redline on 5 or 6 cylinders in
less than 5 minutes. My EIS timing was factory set to 23 deg to account for
the high compression and I set the mag at 25 deg per the engine placard. I
reduced the EIS to 20 degrees and saw some relief but two of the CHTs (6 and
2) still climbing into the low to mid 400s. Today I plan on retarding the
Mag to 20 degrees because during cruise I felt a vibration and turned the
Mag off and the vibration went away so I feel like the two ignitions were
not working together. CHT #4 is my coolest with a difference from the
hottest (#6) 80-100 deg.
Question: What timing have you high compression guys been using to get
reasonable CHTs?
Other than ensuring no leaks in the baffles what else can I do?
BTW, a friend installed the louvers on the bottom of his F-1 cowl and it had
no effect so I'm not going there until last.
Thanks for you time,
Jim Stone
Louisville KY
"http://www.matronics.com/Navigator?Rocket-List"http://www.matronics.com/Nav
igator?Rocket-List
12:07 PM
12:07 PM
________________________________________________________________________________
| Subject: | Re: High compression, high CHTs |
| From: | "N395V" <airboss(at)excaliburaviation.com> |
Congratulations on getting in the air.
I have a stock IO540 and fought CHTs forever, tweaked baffling mesed with timing.
Got to where all was ok in cruise but always on climbout I quickly blew through
400Deg F everytime.
Finally put louvers in and have had no problems since.
I think your friend with the louvers probably has an additional issue.
--------
Milt
2003 F1 Rocket
2006 Radial Rocket
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=135874#135874
________________________________________________________________________________
| From: | "Wolfgang Meyn" <mw104(at)netmdc.com> |
| Subject: | High compression, high CHTs |
Hi Jim,
congratulations!!
Calibrate your CHT probes. (Check on the ground what a calibrated high
quality temp. tester (Fluke) will show you).
If you are using bayonet type probes they might be reading higher and are
considered fairly inaccurate (screw in type are more accurate)
What EM are you using?
If your ignition would be the only problem area you'd see high CHTs on all
Cylinders.
What is your T/O fuel flow?
Check your baffle gaps! I am referring to Kent Pacers book "Speed with
Economy" (P. 59) :
. The cylinder barrel baffle gap was best at 7/8" to 1.0 inch. The cylinder
head baffle gap was much more critical to controlling temperatures,
but gave best results at dimensions of 21/4".
When I was using 10:1s the engine was timed at 20deg. and I had no
problems, however I used a Dual LSE Plasma III setup.
Also check that the top part of your cowling intakes allows a smooth airflow
transition towards your engine baffling. If this area is rough or curves up
at steep angles your
cooling airflow will be very disturbed.
Hope this helped.
Wolfgang
_____
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Jim Stone
Sent: Sunday, September 23, 2007 5:47 AM
Subject: Rocket-List: High compression, high CHTs
First let me announce the fact that N918JK is flying, as of about a week
ago.
Second, I need some advice to clear up high CHTs.
I am running ElectroAir's ignition on lower plugs and a Slick Mag on the
upper plugs. I have 10-1 pistons in new Lycoming jugs. On the first few
short flights my CHTs climbed right through redline on 5 or 6 cylinders in
less than 5 minutes. My EIS timing was factory set to 23 deg to account for
the high compression and I set the mag at 25 deg per the engine placard. I
reduced the EIS to 20 degrees and saw some relief but two of the CHTs (6 and
2) still climbing into the low to mid 400s. Today I plan on retarding the
Mag to 20 degrees because during cruise I felt a vibration and turned the
Mag off and the vibration went away so I feel like the two ignitions were
not working together. CHT #4 is my coolest with a difference from the
hottest (#6) 80-100 deg.
Question: What timing have you high compression guys been using to get
reasonable CHTs?
Other than ensuring no leaks in the baffles what else can I do?
BTW, a friend installed the louvers on the bottom of his F-1 cowl and it had
no effect so I'm not going there until last.
Thanks for you time,
Jim Stone
Louisville KY
________________________________________________________________________________
| From: | "Wolfgang Meyn" <mw104(at)netmdc.com> |
Hi Gents,
my 2006 F1 EVO (160TT) is for Sale.
Details can be found on Barnstormers ( <http://www.barnstormers.com/>
www.barnstormers.com).
Since my engine setup might not be for everyone, I would sell the airplane
without engine (incl. accessories).
This would lower the price tag significantly and would give a potential
buyer more options to customize (IO 550, Turbine, etc).
Whatever price we might settle on minus $45000.00.
Let me know of anybody who might be interested.
Cheers
Wolfgang
________________________________________________________________________________
| Subject: | Re: High compression, high CHTs |
I'd like details re: the louvers. I fly 116 very gingerly in the summer,
have a ball with it in the winter. It has cold air induction, tuned exhaust
and a plenum, but still seem to run hot.
Thanks,
Cal
116
118 hours
________________________________________________________________________________
| From: | Hr2pilot(at)aol.com |
| Subject: | Re: High compression, high CHTs |
What do you all consider high temps?
john
________________________________________________________________________________
| Subject: | Re: High compression, high CHTs |
| From: | "N395V" <airboss(at)excaliburaviation.com> |
To me anything over 380 is too high.
[quote="What do you all consider high temps?
john
> [b]
--------
Milt
2003 F1 Rocket
2006 Radial Rocket
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=135972#135972
Attachments:
http://forums.matronics.com//files/eimage199_small_210.jpg
http://forums.matronics.com//files/dimage163_small_371.jpg
http://forums.matronics.com//files/caimage069_small_726.jpg
http://forums.matronics.com//files/bimage065_small_390.jpg
________________________________________________________________________________
| From: | Rob Ray <smokyray(at)yahoo.com> |
| Subject: | High compression, high CHTs |
Jim,
I have the exact same setup in my HR2, a LyCon IO-540 with 10:1's and a EI ignition.
I have low CHT's comparatively, 330F in cruise on the lowest, 350F on
the highest. Since you are still breaking it in, I would give a chance for the
rings to seat, something highly evident inflight. You get a noticeable CHT and
oil temp drop. You need to run it hard, I mean HARD the first 5 hours. I typically
do a full power climb to 10,000+ feet on a new engine several times. The
timing issue sounds like the Mag, but one easy way to check is to isolate them
inflight which it sounds like you have. The EI timing is pretty straightforward
and works good, lasts a long time. I would check the timing on both, clean
the plugs and try it again...
Rob Ray
Tom Martin wrote: v\:* {behavior:url(#default#VML);}
o\:* {behavior:url(#default#VML);} w\:* {behavior:url(#default#VML);} .shape
{behavior:url(#default#VML);} st1\:*{behavior:url(#default#ieooui)
} Jim
I have had ok service from the elctro air systems but others have
noted erratic ignition timing . Contact Jim Winings, in Indianapolis regarding
his electro air situation, as it sounds similar to what you are experiencing.
Tom Martin
---------------------------------
From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Jim Stone
Sent: September 23, 2007 7:47 AM
To: rocket-list(at)matronics.com
Subject: Rocket-List: High compression, high CHTs
First let me announce the fact that N918JK is flying, as of about a week ago.
Second, I need some advice to clear up high CHTs.
I am running ElectroAir's ignition on lower plugs and a Slick Mag on the upper
plugs. I have 10-1 pistons in new Lycoming jugs. On the first few short
flights my CHTs climbed right through redline on 5 or 6 cylinders in less than
5 minutes. My EIS timing was factory set to 23 deg to account for the high compression
and I set the mag at 25 deg per the engine placard. I reduced the
EIS to 20 degrees and saw some relief but two of the CHTs (6 and 2) still climbing
into the low to mid 400s. Today I plan on retarding the Mag to 20 degrees
because during cruise I felt a vibration and turned the Mag off and the vibration
went away so I feel like the two ignitions were not working together. CHT
#4 is my coolest with a difference from the hottest (#6) 80-100 deg.
Question: What timing have you high compression guys been using to get reasonable
CHTs?
Other than ensuring no leaks in the baffles what else can I do?
BTW, a friend installed the louvers on the bottom of his F-1 cowl and it had
no effect so I'm not going there until last.
Thanks for you time,
Jim Stone
Louisville KY
Release Date: 20/09/2007 12:07 PM
20/09/2007 12:07 PM
---------------------------------
Pinpoint customers who are looking for what you sell.
________________________________________________________________________________
| From: | "Wernerworld" <russ(at)wernerworld.com> |
| Subject: | Re: High compression, high CHTs |
Jim,
I run my mag at 25 degrees. What kind of temp did you see? Lycoming
redline is 500F. Hope you dind't get that high.
Russ
----- Original Message -----
From: Rob Ray
Sent: Monday, September 24, 2007 5:33 AM
Subject: RE: Rocket-List: High compression, high CHTs
Jim,
I have the exact same setup in my HR2, a LyCon IO-540 with 10:1's and
a EI ignition. I have low CHT's comparatively, 330F in cruise on the
lowest, 350F on the highest. Since you are still breaking it in, I would
give a chance for the rings to seat, something highly evident inflight.
You get a noticeable CHT and oil temp drop. You need to run it hard, I
mean HARD the first 5 hours. I typically do a full power climb to
10,000+ feet on a new engine several times. The timing issue sounds like
the Mag, but one easy way to check is to isolate them inflight which it
sounds like you have. The EI timing is pretty straightforward and works
good, lasts a long time. I would check the timing on both, clean the
plugs and try it again...
Rob Ray
Tom Martin wrote:
Jim
I have had ok service from the elctro air systems but
others have noted erratic ignition timing . Contact Jim Winings, in
Indianapolis regarding his electro air situation, as it sounds similar
to what you are experiencing.
Tom Martin
-------------------------------------------------------------------------
-----
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Jim Stone
Sent: September 23, 2007 7:47 AM
To: rocket-list(at)matronics.com
Subject: Rocket-List: High compression, high CHTs
First let me announce the fact that N918JK is flying, as of about a
week ago.
Second, I need some advice to clear up high CHTs.
I am running ElectroAir's ignition on lower plugs and a Slick Mag on
the upper plugs. I have 10-1 pistons in new Lycoming jugs. On the
first few short flights my CHTs climbed right through redline on 5 or 6
cylinders in less than 5 minutes. My EIS timing was factory set to 23
deg to account for the high compression and I set the mag at 25 deg per
the engine placard. I reduced the EIS to 20 degrees and saw some relief
but two of the CHTs (6 and 2) still climbing into the low to mid 400s.
Today I plan on retarding the Mag to 20 degrees because during cruise I
felt a vibration and turned the Mag off and the vibration went away so I
feel like the two ignitions were not working together. CHT #4 is my
coolest with a difference from the hottest (#6) 80-100 deg.
Question: What timing have you high compression guys been using to
get reasonable CHTs?
Other than ensuring no leaks in the baffles what else can I do?
BTW, a friend installed the louvers on the bottom of his F-1 cowl and
it had no effect so I'm not going there until last.
Thanks for you time,
Jim Stone
Louisville KY
-------------------------------------------------------------------------
-----
9/23/2007 1:53 PM
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | Re: High compression, high CHTs |
Thanks Rob,
What timing do have your mag and EI set at?
Jim
----- Original Message -----
From: Rob Ray
To: rocket-list(at)matronics.com
Sent: Monday, September 24, 2007 7:33 AM
Subject: RE: Rocket-List: High compression, high CHTs
Jim,
I have the exact same setup in my HR2, a LyCon IO-540 with 10:1's
and a EI ignition. I have low CHT's comparatively, 330F in cruise on the
lowest, 350F on the highest. Since you are still breaking it in, I would
give a chance for the rings to seat, something highly evident inflight.
You get a noticeable CHT and oil temp drop. You need to run it hard, I
mean HARD the first 5 hours. I typically do a full power climb to
10,000+ feet on a new engine several times. The timing issue sounds like
the Mag, but one easy way to check is to isolate them inflight which it
sounds like you have. The EI timing is pretty straightforward and works
good, lasts a long time. I would check the timing on both, clean the
plugs and try it again...
Rob Ray
Tom Martin wrote:
Jim
I have had ok service from the elctro air systems but
others have noted erratic ignition timing . Contact Jim Winings, in
Indianapolis regarding his electro air situation, as it sounds similar
to what you are experiencing.
Tom Martin
-------------------------------------------------------------------------
---
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Jim Stone
Sent: September 23, 2007 7:47 AM
To: rocket-list(at)matronics.com
Subject: Rocket-List: High compression, high CHTs
First let me announce the fact that N918JK is flying, as of about a
week ago.
Second, I need some advice to clear up high CHTs.
I am running ElectroAir's ignition on lower plugs and a Slick Mag on
the upper plugs. I have 10-1 pistons in new Lycoming jugs. On the
first few short flights my CHTs climbed right through redline on 5 or 6
cylinders in less than 5 minutes. My EIS timing was factory set to 23
deg to account for the high compression and I set the mag at 25 deg per
the engine placard. I reduced the EIS to 20 degrees and saw some relief
but two of the CHTs (6 and 2) still climbing into the low to mid 400s.
Today I plan on retarding the Mag to 20 degrees because during cruise I
felt a vibration and turned the Mag off and the vibration went away so I
feel like the two ignitions were not working together. CHT #4 is my
coolest with a difference from the hottest (#6) 80-100 deg.
Question: What timing have you high compression guys been using to
get reasonable CHTs?
Other than ensuring no leaks in the baffles what else can I do?
BTW, a friend installed the louvers on the bottom of his F-1 cowl
and it had no effect so I'm not going there until last.
Thanks for you time,
Jim Stone
Louisville KY
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | Re: High compression, high CHTs |
Hey Russ,
The second flight they were climbing to redline and I had to land at my
emergency field. They have responded to retarding the timing to 20 deg.
I also discovered the mag was not timed where I had set it, it was way
early, probably a rookie mistake. I think I may have seen the drop that
comes with initial breakin just today, temps were better (less than
410). The engine does not seem to be as smooth as I would like but I
have little experience behind a souped up 540. I will keep moving the
timing around until I find the setting that is best for my engine.
Jim Stone
Louisville
----- Original Message -----
From: Wernerworld
To: rocket-list(at)matronics.com
Sent: Monday, September 24, 2007 9:43 AM
Subject: Re: Rocket-List: High compression, high CHTs
Jim,
I run my mag at 25 degrees. What kind of temp did you see? Lycoming
redline is 500F. Hope you dind't get that high.
Russ
----- Original Message -----
From: Rob Ray
To: rocket-list(at)matronics.com
Sent: Monday, September 24, 2007 5:33 AM
Subject: RE: Rocket-List: High compression, high CHTs
Jim,
I have the exact same setup in my HR2, a LyCon IO-540 with 10:1's
and a EI ignition. I have low CHT's comparatively, 330F in cruise on the
lowest, 350F on the highest. Since you are still breaking it in, I would
give a chance for the rings to seat, something highly evident inflight.
You get a noticeable CHT and oil temp drop. You need to run it hard, I
mean HARD the first 5 hours. I typically do a full power climb to
10,000+ feet on a new engine several times. The timing issue sounds like
the Mag, but one easy way to check is to isolate them inflight which it
sounds like you have. The EI timing is pretty straightforward and works
good, lasts a long time. I would check the timing on both, clean the
plugs and try it again...
Rob Ray
Tom Martin wrote:
Jim
I have had ok service from the elctro air systems but
others have noted erratic ignition timing . Contact Jim Winings, in
Indianapolis regarding his electro air situation, as it sounds similar
to what you are experiencing.
Tom Martin
-------------------------------------------------------------------------
---
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Jim Stone
Sent: September 23, 2007 7:47 AM
To: rocket-list(at)matronics.com
Subject: Rocket-List: High compression, high CHTs
First let me announce the fact that N918JK is flying, as of about a
week ago.
Second, I need some advice to clear up high CHTs.
I am running ElectroAir's ignition on lower plugs and a Slick Mag on
the upper plugs. I have 10-1 pistons in new Lycoming jugs. On the
first few short flights my CHTs climbed right through redline on 5 or 6
cylinders in less than 5 minutes. My EIS timing was factory set to 23
deg to account for the high compression and I set the mag at 25 deg per
the engine placard. I reduced the EIS to 20 degrees and saw some relief
but two of the CHTs (6 and 2) still climbing into the low to mid 400s.
Today I plan on retarding the Mag to 20 degrees because during cruise I
felt a vibration and turned the Mag off and the vibration went away so I
feel like the two ignitions were not working together. CHT #4 is my
coolest with a difference from the hottest (#6) 80-100 deg.
Question: What timing have you high compression guys been using to
get reasonable CHTs?
Other than ensuring no leaks in the baffles what else can I do?
BTW, a friend installed the louvers on the bottom of his F-1 cowl
and it had no effect so I'm not going there until last.
Thanks for you time,
Jim Stone
Louisville KY
href="http://www.matronics.com/Navigator?Rocket-List">http://www.matron
href="http://forums.matronics.com">http://forums.matronics.com
-------------------------------------------------------------------------
---
Release Date: 9/23/2007 1:53 PM
________________________________________________________________________________
| From: | Jones15183(at)aol.com |
| Subject: | Re: High compression, high CHTs |
Jim. are you aware that your EIS has an automatic advance of +7 degrees. So
whatever you set the initial setting on , at 2500 RPM degrees the timing is
supposed to read 25 degrees BTDC. Or whatever your manufacturer calls for
your engine. At 23/23 you might be reading a timing of approx. 32 degrees
BTDC. At alt. your highest timing might be 38 degrees BTDC. There are a lot
of questions that could be answered about your Eis if I knew all the
lots of
defference in adjusting your timing system. billy waters
________________________________________________________________________________
| From: | "Bob J." <rocketbob(at)gmail.com> |
| Subject: | Re: High compression, high CHTs |
Jim, congrats on your first flight. Its too bad you have to spend this time
debugging and not enjoying something you spent years building.
1. What type of pickup (crank trigger/mag hole trigger)?
2. Which plugs are you running on the bottoms?
3. Have you connected a voltmeter to the the Electroair to determine how
much advance there is?
4. Why are your mags not timed exactly to the EI?
Regards,
Bob Japundza
RV-6 flying F1 under const.
On 9/23/07, Jim Stone wrote:
>
> First let me announce the fact that N918JK is flying, as of about a week
> ago.
> Second, I need some advice to clear up high CHTs.
> I am running ElectroAir's ignition on lower plugs and a Slick Mag on the
> upper plugs. I have 10-1 pistons in new Lycoming jugs. On the first few
> short flights my CHTs climbed right through redline on 5 or 6 cylinders in
> less than 5 minutes. My EIS timing was factory set to 23 deg to account for
> the high compression and I set the mag at 25 deg per the engine placard. I
> reduced the EIS to 20 degrees and saw some relief but two of the CHTs (6 and
> 2) still climbing into the low to mid 400s. Today I plan on retarding the
> Mag to 20 degrees because during cruise I felt a vibration and turned the
> Mag off and the vibration went away so I feel like the two ignitions were
> not working together. CHT #4 is my coolest with a difference from the
> hottest (#6) 80-100 deg.
> Question: What timing have you high compression guys been using to get
> reasonable CHTs?
> Other than ensuring no leaks in the baffles what else can I do?
> BTW, a friend installed the louvers on the bottom of his F-1 cowl and it
> had no effect so I'm not going there until last.
> Thanks for you time,
> Jim Stone
> Louisville KY
>
> *
>
>
> *
>
>
________________________________________________________________________________
| Subject: | Re: Rocket-List Digest: 6 Msgs - 09/24/07 |
| From: | jayfred_r6(at)yahoo.com |
Sent via BlackBerry from T-Mobile
-----Original Message-----
From: Rocket-List Digest Server <rocket-list(at)matronics.com>
Date: Mon, 24 Sep 2007 23:57:44
To:Rocket-List Digest List
Subject: Rocket-List Digest: 6 Msgs - 09/24/07
*
=================================================
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/digestview.php?Style=82701&View=html&Chapter 07-09-24&Archive=Rocket
Text Version:
http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter 07-09-24&Archive=Rocket
===============================================
EMail Version of Today's List Digest Archive
===============================================
----------------------------------------------------------
Rocket-List Digest Archive
---
Total Messages Posted Mon 09/24/07: 6
----------------------------------------------------------
Today's Message Index:
----------------------
1. 04:36 AM - Re: High compression, high CHTs (Rob Ray)
2. 06:44 AM - Re: High compression, high CHTs (Wernerworld)
3. 07:06 PM - Re: High compression, high CHTs (Jim Stone)
4. 07:18 PM - Re: High compression, high CHTs (Jim Stone)
5. 08:10 PM - Re: High compression, high CHTs (Jones15183(at)aol.com)
6. 08:54 PM - Re: High compression, high CHTs (Bob J.)
________________________________ Message 1 _____________________________________
From: Rob Ray <smokyray(at)yahoo.com>
Subject: RE: Rocket-List: High compression, high CHTs
Jim,
I have the exact same setup in my HR2, a LyCon IO-540 with 10:1's and a EI ignition.
I have low CHT's comparatively, 330F in cruise on the lowest, 350F on
the highest. Since you are still breaking it in, I would give a chance for the
rings to seat, something highly evident inflight. You get a noticeable CHT and
oil temp drop. You need to run it hard, I mean HARD the first 5 hours. I typically
do a full power climb to 10,000+ feet on a new engine several times. The
timing issue sounds like the Mag, but one easy way to check is to isolate them
inflight which it sounds like you have. The EI timing is pretty straightforward
and works good, lasts a long time. I would check the timing on both, clean
the plugs and try it again...
Rob Ray
Tom Martin wrote: v\:* {behavior:url(#default#VML);}
o\:* {behavior:url(#default#VML);} w\:* {behavior:url(#default#VML);} .shape
{behavior:url(#default#VML);} st1\:*{behavior:url(#default#ieooui)
} Jim
I have had ok service from the elctro air systems but others have
noted erratic ignition timing . Contact Jim Winings, in Indianapolis regarding
his electro air situation, as it sounds similar to what you are experiencing.
Tom Martin
---------------------------------
From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Jim Stone
Sent: September 23, 2007 7:47 AM
To: rocket-list(at)matronics.com
Subject: Rocket-List: High compression, high CHTs
First let me announce the fact that N918JK is flying, as of about a week ago.
Second, I need some advice to clear up high CHTs.
I am running ElectroAir's ignition on lower plugs and a Slick Mag on the upper
plugs. I have 10-1 pistons in new Lycoming jugs. On the first few short
flights my CHTs climbed right through redline on 5 or 6 cylinders in less than
5 minutes. My EIS timing was factory set to 23 deg to account for the high compression
and I set the mag at 25 deg per the engine placard. I reduced the
EIS to 20 degrees and saw some relief but two of the CHTs (6 and 2) still climbing
into the low to mid 400s. Today I plan on retarding the Mag to 20 degrees
because during cruise I felt a vibration and turned the Mag off and the vibration
went away so I feel like the two ignitions were not working together. CHT
#4 is my coolest with a difference from the hottest (#6) 80-100 deg.
Question: What timing have you high compression guys been using to get reasonable
CHTs?
Other than ensuring no leaks in the baffles what else can I do?
BTW, a friend installed the louvers on the bottom of his F-1 cowl and it had
no effect so I'm not going there until last.
Thanks for you time,
Jim Stone
Louisville KY
Release Date: 20/09/2007 12:07 PM
20/09/2007 12:07 PM
---------------------------------
Pinpoint customers who are looking for what you sell.
________________________________ Message 2 _____________________________________
From: "Wernerworld" <russ(at)wernerworld.com>
Subject: Re: Rocket-List: High compression, high CHTs
Jim,
I run my mag at 25 degrees. What kind of temp did you see? Lycoming
redline is 500F. Hope you dind't get that high.
Russ
----- Original Message -----
From: Rob Ray
Sent: Monday, September 24, 2007 5:33 AM
Subject: RE: Rocket-List: High compression, high CHTs
Jim,
I have the exact same setup in my HR2, a LyCon IO-540 with 10:1's and
a EI ignition. I have low CHT's comparatively, 330F in cruise on the
lowest, 350F on the highest. Since you are still breaking it in, I would
give a chance for the rings to seat, something highly evident inflight.
You get a noticeable CHT and oil temp drop. You need to run it hard, I
mean HARD the first 5 hours. I typically do a full power climb to
10,000+ feet on a new engine several times. The timing issue sounds like
the Mag, but one easy way to check is to isolate them inflight which it
sounds like you have. The EI timing is pretty straightforward and works
good, lasts a long time. I would check the timing on both, clean the
plugs and try it again...
Rob Ray
Tom Martin wrote:
Jim
I have had ok service from the elctro air systems but
others have noted erratic ignition timing . Contact Jim Winings, in
Indianapolis regarding his electro air situation, as it sounds similar
to what you are experiencing.
Tom Martin
-------------------------------------------------------------------------
-----
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Jim Stone
Sent: September 23, 2007 7:47 AM
To: rocket-list(at)matronics.com
Subject: Rocket-List: High compression, high CHTs
First let me announce the fact that N918JK is flying, as of about a
week ago.
Second, I need some advice to clear up high CHTs.
I am running ElectroAir's ignition on lower plugs and a Slick Mag on
the upper plugs. I have 10-1 pistons in new Lycoming jugs. On the
first few short flights my CHTs climbed right through redline on 5 or 6
cylinders in less than 5 minutes. My EIS timing was factory set to 23
deg to account for the high compression and I set the mag at 25 deg per
the engine placard. I reduced the EIS to 20 degrees and saw some relief
but two of the CHTs (6 and 2) still climbing into the low to mid 400s.
Today I plan on retarding the Mag to 20 degrees because during cruise I
felt a vibration and turned the Mag off and the vibration went away so I
feel like the two ignitions were not working together. CHT #4 is my
coolest with a difference from the hottest (#6) 80-100 deg.
Question: What timing have you high compression guys been using to
get reasonable CHTs?
Other than ensuring no leaks in the baffles what else can I do?
BTW, a friend installed the louvers on the bottom of his F-1 cowl and
it had no effect so I'm not going there until last.
Thanks for you time,
Jim Stone
Louisville KY
-------------------------------------------------------------------------
-----
9/23/2007 1:53 PM
________________________________ Message 3 _____________________________________
From: "Jim Stone" <jrstone(at)insightbb.com>
Subject: Re: Rocket-List: High compression, high CHTs
Thanks Rob,
What timing do have your mag and EI set at?
Jim
----- Original Message -----
From: Rob Ray
To: rocket-list(at)matronics.com
Sent: Monday, September 24, 2007 7:33 AM
Subject: RE: Rocket-List: High compression, high CHTs
Jim,
I have the exact same setup in my HR2, a LyCon IO-540 with 10:1's
and a EI ignition. I have low CHT's comparatively, 330F in cruise on the
lowest, 350F on the highest. Since you are still breaking it in, I would
give a chance for the rings to seat, something highly evident inflight.
You get a noticeable CHT and oil temp drop. You need to run it hard, I
mean HARD the first 5 hours. I typically do a full power climb to
10,000+ feet on a new engine several times. The timing issue sounds like
the Mag, but one easy way to check is to isolate them inflight which it
sounds like you have. The EI timing is pretty straightforward and works
good, lasts a long time. I would check the timing on both, clean the
plugs and try it again...
Rob Ray
Tom Martin wrote:
Jim
I have had ok service from the elctro air systems but
others have noted erratic ignition timing . Contact Jim Winings, in
Indianapolis regarding his electro air situation, as it sounds similar
to what you are experiencing.
Tom Martin
-------------------------------------------------------------------------
---
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Jim Stone
Sent: September 23, 2007 7:47 AM
To: rocket-list(at)matronics.com
Subject: Rocket-List: High compression, high CHTs
First let me announce the fact that N918JK is flying, as of about a
week ago.
Second, I need some advice to clear up high CHTs.
I am running ElectroAir's ignition on lower plugs and a Slick Mag on
the upper plugs. I have 10-1 pistons in new Lycoming jugs. On the
first few short flights my CHTs climbed right through redline on 5 or 6
cylinders in less than 5 minutes. My EIS timing was factory set to 23
deg to account for the high compression and I set the mag at 25 deg per
the engine placard. I reduced the EIS to 20 degrees and saw some relief
but two of the CHTs (6 and 2) still climbing into the low to mid 400s.
Today I plan on retarding the Mag to 20 degrees because during cruise I
felt a vibration and turned the Mag off and the vibration went away so I
feel like the two ignitions were not working together. CHT #4 is my
coolest with a difference from the hottest (#6) 80-100 deg.
Question: What timing have you high compression guys been using to
get reasonable CHTs?
Other than ensuring no leaks in the baffles what else can I do?
BTW, a friend installed the louvers on the bottom of his F-1 cowl
and it had no effect so I'm not going there until last.
Thanks for you time,
Jim Stone
Louisville KY
________________________________ Message 4 _____________________________________
From: "Jim Stone" <jrstone(at)insightbb.com>
Subject: Re: Rocket-List: High compression, high CHTs
Hey Russ,
The second flight they were climbing to redline and I had to land at my
emergency field. They have responded to retarding the timing to 20 deg.
I also discovered the mag was not timed where I had set it, it was way
early, probably a rookie mistake. I think I may have seen the drop that
comes with initial breakin just today, temps were better (less than
410). The engine does not seem to be as smooth as I would like but I
have little experience behind a souped up 540. I will keep moving the
timing around until I find the setting that is best for my engine.
Jim Stone
Louisville
----- Original Message -----
From: Wernerworld
To: rocket-list(at)matronics.com
Sent: Monday, September 24, 2007 9:43 AM
Subject: Re: Rocket-List: High compression, high CHTs
Jim,
I run my mag at 25 degrees. What kind of temp did you see? Lycoming
redline is 500F. Hope you dind't get that high.
Russ
----- Original Message -----
From: Rob Ray
To: rocket-list(at)matronics.com
Sent: Monday, September 24, 2007 5:33 AM
Subject: RE: Rocket-List: High compression, high CHTs
Jim,
I have the exact same setup in my HR2, a LyCon IO-540 with 10:1's
and a EI ignition. I have low CHT's comparatively, 330F in cruise on the
lowest, 350F on the highest. Since you are still breaking it in, I would
give a chance for the rings to seat, something highly evident inflight.
You get a noticeable CHT and oil temp drop. You need to run it hard, I
mean HARD the first 5 hours. I typically do a full power climb to
10,000+ feet on a new engine several times. The timing issue sounds like
the Mag, but one easy way to check is to isolate them inflight which it
sounds like you have. The EI timing is pretty straightforward and works
good, lasts a long time. I would check the timing on both, clean the
plugs and try it again...
Rob Ray
Tom Martin wrote:
Jim
I have had ok service from the elctro air systems but
others have noted erratic ignition timing . Contact Jim Winings, in
Indianapolis regarding his electro air situation, as it sounds similar
to what you are experiencing.
Tom Martin
-------------------------------------------------------------------------
---
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Jim Stone
Sent: September 23, 2007 7:47 AM
To: rocket-list(at)matronics.com
Subject: Rocket-List: High compression, high CHTs
First let me announce the fact that N918JK is flying, as of about a
week ago.
Second, I need some advice to clear up high CHTs.
I am running ElectroAir's ignition on lower plugs and a Slick Mag on
the upper plugs. I have 10-1 pistons in new Lycoming jugs. On the
first few short flights my CHTs climbed right through redline on 5 or 6
cylinders in less than 5 minutes. My EIS timing was factory set to 23
deg to account for the high compression and I set the mag at 25 deg per
the engine placard. I reduced the EIS to 20 degrees and saw some relief
but two of the CHTs (6 and 2) still climbing into the low to mid 400s.
Today I plan on retarding the Mag to 20 degrees because during cruise I
felt a vibration and turned the Mag off and the vibration went away so I
feel like the two ignitions were not working together. CHT #4 is my
coolest with a difference from the hottest (#6) 80-100 deg.
Question: What timing have you high compression guys been using to
get reasonable CHTs?
Other than ensuring no leaks in the baffles what else can I do?
BTW, a friend installed the louvers on the bottom of his F-1 cowl
and it had no effect so I'm not going there until last.
Thanks for you time,
Jim Stone
Louisville KY
href="http://www.matronics.com/Navigator?Rocket-List">http://www.matron
href="http://forums.matronics.com">http://forums.matronics.com
-------------------------------------------------------------------------
---
Release Date: 9/23/2007 1:53 PM
________________________________ Message 5 _____________________________________
From: Jones15183(at)aol.com
Subject: Re: Rocket-List: High compression, high CHTs
Jim. are you aware that your EIS has an automatic advance of +7 degrees. So
whatever you set the initial setting on , at 2500 RPM degrees the timing is
supposed to read 25 degrees BTDC. Or whatever your manufacturer calls for
your engine. At 23/23 you might be reading a timing of approx. 32 degrees
BTDC. At alt. your highest timing might be 38 degrees BTDC. There are a lot
of questions that could be answered about your Eis if I knew all the
lots of
defference in adjusting your timing system. billy waters
________________________________ Message 6 _____________________________________
From: "Bob J." <rocketbob(at)gmail.com>
Subject: Re: Rocket-List: High compression, high CHTs
Jim, congrats on your first flight. Its too bad you have to spend this time
debugging and not enjoying something you spent years building.
1. What type of pickup (crank trigger/mag hole trigger)?
2. Which plugs are you running on the bottoms?
3. Have you connected a voltmeter to the the Electroair to determine how
much advance there is?
4. Why are your mags not timed exactly to the EI?
Regards,
Bob Japundza
RV-6 flying F1 under const.
On 9/23/07, Jim Stone wrote:
>
> First let me announce the fact that N918JK is flying, as of about a week
> ago.
> Second, I need some advice to clear up high CHTs.
> I am running ElectroAir's ignition on lower plugs and a Slick Mag on the
> upper plugs. I have 10-1 pistons in new Lycoming jugs. On the first few
> short flights my CHTs climbed right through redline on 5 or 6 cylinders in
> less than 5 minutes. My EIS timing was factory set to 23 deg to account for
> the high compression and I set the mag at 25 deg per the engine placard. I
> reduced the EIS to 20 degrees and saw some relief but two of the CHTs (6 and
> 2) still climbing into the low to mid 400s. Today I plan on retarding the
> Mag to 20 degrees because during cruise I felt a vibration and turned the
> Mag off and the vibration went away so I feel like the two ignitions were
> not working together. CHT #4 is my coolest with a difference from the
> hottest (#6) 80-100 deg.
> Question: What timing have you high compression guys been using to get
> reasonable CHTs?
> Other than ensuring no leaks in the baffles what else can I do?
> BTW, a friend installed the louvers on the bottom of his F-1 cowl and it
> had no effect so I'm not going there until last.
> Thanks for you time,
> Jim Stone
> Louisville KY
>
> *
>
>
> *
>
>
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | Re: High compression, high CHTs |
Billy,
No I am not aware of an automatic advance of +7 degrees.
I have had daily phone conversations with Mike (the new owner) of
ElectroAir. He has been most helpful and very patient with
troubleshooting and adjusting the EIS. He set the timing at 23 BTDC due
to the 10-1 pistons. My pistons are forged racing pistons from a very
nice engine overhaul shop in Ontario CA, sorry I forgot the name. The
pistons tops are ceramic coated and have a MolyB coating on the sides,
and they are in factory new Lyc jugs. This may explain the high temps.
The ElectroAir system uses a toothed ring on the crank behind the
flywheel and a magnetic sensor to read the gap. This signal goes to a
controller aft of the firewall, which then controls the coils located
forward of the firewall. A MAP or manifold air pressure sensor is teed
into the cockpit MAP gage line to provide an input to the controller at
all power setting to optimize the ignition curve.
Please tell me what you recommend the timing be set at. My engine is a
O-540 E4B5 with a Bendix fuel servo RSA5 and Airflow Performance spider
valve.
Don Rivera said the engine appears out of time after reviewing some
takeoff parameters like MAP, RPM, FF,CHT and EGTs and fuel pressure,
which btw were all within limits.
Thanks for the help,
Jim Stone
Louisville KY
----- Original Message -----
From: Jones15183(at)aol.com
To: rocket-list(at)matronics.com
Sent: Monday, September 24, 2007 11:10 PM
Subject: Re: Rocket-List: High compression, high CHTs
Jim. are you aware that your EIS has an automatic advance of +7
degrees. So whatever you set the initial setting on , at 2500 RPM
degrees the timing is supposed to read 25 degrees BTDC. Or whatever
your manufacturer calls for your engine. At 23/23 you might be
reading a timing of approx. 32 degrees BTDC. At alt. your highest
timing might be 38 degrees BTDC. There are a lot of questions that
could be answered about your Eis if I knew all the parameters. Do You
defference in adjusting your timing system. billy waters
-------------------------------------------------------------------------
-----
See what's new at AOL.com and Make AOL Your Homepage.
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | Re: High compression, high CHTs |
Hey Bob,
Thanks, and you are right, it has been a real pain. All my attention has
been on the temps and trying to get the engine running super smooth. It
took 5 flights before I was able to do a stall to verify the stall speed
for landing, I got to do 4 landings without knowing this speed. It was
no big deal, I just flew the airplane.
In answer to your questions,
1. Crank
2.REM 37BY, top and bottom per ElectroAir
3.Yes, ElectroAir said it is correct, although after small adjustment I
did not verify again.
4. The mag is now timed to match the EIS but is not required to be (I'm
told by ElectroAir)
Thanks for your interest and help,
Jim Stone
Louisville KY
----- Original Message -----
From: Bob J.
To: rocket-list(at)matronics.com
Sent: Monday, September 24, 2007 11:54 PM
Subject: Re: Rocket-List: High compression, high CHTs
Jim, congrats on your first flight. Its too bad you have to spend
this time debugging and not enjoying something you spent years building.
1. What type of pickup (crank trigger/mag hole trigger)?
2. Which plugs are you running on the bottoms?
3. Have you connected a voltmeter to the the Electroair to determine
how much advance there is?
4. Why are your mags not timed exactly to the EI?
Regards,
Bob Japundza
RV-6 flying F1 under const.
On 9/23/07, Jim Stone wrote:
First let me announce the fact that N918JK is flying, as of about a
week ago.
Second, I need some advice to clear up high CHTs.
I am running ElectroAir's ignition on lower plugs and a Slick Mag on
the upper plugs. I have 10-1 pistons in new Lycoming jugs. On the
first few short flights my CHTs climbed right through redline on 5 or 6
cylinders in less than 5 minutes. My EIS timing was factory set to 23
deg to account for the high compression and I set the mag at 25 deg per
the engine placard. I reduced the EIS to 20 degrees and saw some relief
but two of the CHTs (6 and 2) still climbing into the low to mid 400s.
Today I plan on retarding the Mag to 20 degrees because during cruise I
felt a vibration and turned the Mag off and the vibration went away so I
feel like the two ignitions were not working together. CHT #4 is my
coolest with a difference from the hottest (#6) 80-100 deg.
Question: What timing have you high compression guys been using to
get reasonable CHTs?
Other than ensuring no leaks in the baffles what else can I do?
BTW, a friend installed the louvers on the bottom of his F-1 cowl
and it had no effect so I'm not going there until last.
Thanks for you time,
Jim Stone
Louisville KY
http://www.matronics.com/Navigator?Rocket-List
http://forums.matronics.com
________________________________________________________________________________
| From: | "Bob J." <rocketbob(at)gmail.com> |
| Subject: | Re: High compression, high CHTs |
Jim, what's the advance voltmeter showing at cruise power. It should be
right at 25 degrees in cruise, unless manifold pressure drops which it
shouldn't unless you are at 8-9K and above. Also, the old Electroairs were
timed at 0 deg. BTDC, not sure if the new purple ones are still that way.
Regards,
Bob Japundza
RV-6 flying F1 under const.
On 9/25/07, Jim Stone wrote:
>
> Hey Bob,
> Thanks, and you are right, it has been a real pain. All my attention has
> been on the temps and trying to get the engine running super smooth. It
> took 5 flights before I was able to do a stall to verify the stall speed for
> landing, I got to do 4 landings without knowing this speed. It was no big
> deal, I just flew the airplane.
> In answer to your questions,
> 1. Crank
> 2.REM 37BY, top and bottom per ElectroAir
> 3.Yes, ElectroAir said it is correct, although after small adjustment I
> did not verify again.
> 4. The mag is now timed to match the EIS but is not required to be (I'm
> told by ElectroAir)
> Thanks for your interest and help,
> Jim Stone
> Louisville KY
>
>
> ----- Original Message -----
> *From:* Bob J.
> *To:* rocket-list(at)matronics.com
> *Sent:* Monday, September 24, 2007 11:54 PM
> *Subject:* Re: Rocket-List: High compression, high CHTs
>
> Jim, congrats on your first flight. Its too bad you have to spend this
> time debugging and not enjoying something you spent years building.
>
> 1. What type of pickup (crank trigger/mag hole trigger)?
> 2. Which plugs are you running on the bottoms?
> 3. Have you connected a voltmeter to the the Electroair to determine how
> much advance there is?
> 4. Why are your mags not timed exactly to the EI?
>
> Regards,
> Bob Japundza
> RV-6 flying F1 under const.
>
>
________________________________________________________________________________
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
SNIP BTW, a friend installed the louvers on the bottom of his F-1 cowl
and it had no effect so I'm not going there until last.
Thanks for you time,
Jim Stone
Louisville KY SNIP
I'm not sure if I'm the friend that Jim is referring to or not. I
installed louvers under my cowl just in case I ever wanted to go racing
at Reno or other hot spot. They lower my temps by 30 degrees or so.
But, I have had them blocked off all summer with no problems.
My engine runs cool anyway, too cool with the louvers open. Typical
CHTs are 325 to 340, louvers closed, summer days, and 2300RPM and 20".
Temps will go higher with higher power, but they never go over 400 even
on long climbs. Oil temps never go over 200, unless I forget to open
the oil cooler door or am doing multiple touch and goes.
I had very poor results with the Electroair stuff. Jim, have you tried
turning off the Electroair and running on the mag only? I'll bet you
see a massive temp drop.
Vince
________________________________________________________________________________
| From: | Rob Ray <smokyray(at)yahoo.com> |
Just a plug for the EI system, I have put three systems on my RV's and my Rocket.
All have worked very well when installed per plans. The EI system on my Rocket
has been flawless for 10 years and 500 hours and was installed back in 97.
The EI system on my RV4 now has 1500 hours on it. Jeff Rose designed a superior
system that works very well when used according to the plans.
I challenge anyone's system to that track record...
Rob Ray
"Frazier, Vincent A" wrote:
SNIP BTW, a friend installed the louvers on the bottom of his F-1 cowl
and it had no effect so I'm not going there until last.
Thanks for you time,
Jim Stone
Louisville KY SNIP
I'm not sure if I'm the friend that Jim is referring to or not. I
installed louvers under my cowl just in case I ever wanted to go racing
at Reno or other hot spot. They lower my temps by 30 degrees or so.
But, I have had them blocked off all summer with no problems.
My engine runs cool anyway, too cool with the louvers open. Typical
CHTs are 325 to 340, louvers closed, summer days, and 2300RPM and 20".
Temps will go higher with higher power, but they never go over 400 even
on long climbs. Oil temps never go over 200, unless I forget to open
the oil cooler door or am doing multiple touch and goes.
I had very poor results with the Electroair stuff. Jim, have you tried
turning off the Electroair and running on the mag only? I'll bet you
see a massive temp drop.
Vince
---------------------------------
Don't let your dream ride pass you by. Make it a reality with Yahoo! Autos.
________________________________________________________________________________
| From: | Rob Ray <smokyray(at)yahoo.com> |
| Subject: | Re: High compression, high CHTs |
My mag is 25 btdc, the EI is an old one installed at TDC with a crank sensor. It
has a selector switch in the cockpit to activate/deactivate the advance. I am
running airboat Denso spark plugs with Accel plug wires. I ran the exact same
setup in my RV4. Normal cruise advance at 20" MP is 34-36. I would give EI a
call and see if they can help. One way to eliminate the problem would be to replace
both the mag and the EI separately and make test runs. Good Luck...
RR
Jim Stone wrote:
Thanks Rob,
What timing do have your mag and EI set at?
Jim
----- Original Message -----
From: Rob Ray
To: rocket-list(at)matronics.com
Sent: Monday, September 24, 2007 7:33 AM
Subject: RE: Rocket-List: High compression, high CHTs
Jim,
I have the exact same setup in my HR2, a LyCon IO-540 with 10:1's and a EI ignition.
I have low CHT's comparatively, 330F in cruise on the lowest, 350F on
the highest. Since you are still breaking it in, I would give a chance for the
rings to seat, something highly evident inflight. You get a noticeable CHT and
oil temp drop. You need to run it hard, I mean HARD the first 5 hours. I typically
do a full power climb to 10,000+ feet on a new engine several times. The
timing issue sounds like the Mag, but one easy way to check is to isolate them
inflight which it sounds like you have. The EI timing is pretty straightforward
and works good, lasts a long time. I would check the timing on both, clean
the plugs and try it again...
Rob Ray
Tom Martin wrote: v\:* { BEHAVIOR: url(#default#VML)
} o\:* { BEHAVIOR: url(#default#VML) } w\:* { BEHAVIOR: url(#default#VML)
} .shape { BEHAVIOR: url(#default#VML) } st1\:*{behavior:url(#default#ieooui)
} Jim
I have had ok service from the elctro air systems but others have
noted erratic ignition timing . Contact Jim Winings, in Indianapolis regarding
his electro air situation, as it sounds similar to what you are experiencing.
Tom Martin
---------------------------------
From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Jim Stone
Sent: September 23, 2007 7:47 AM
Subject: Rocket-List: High compression, high CHTs
First let me announce the fact that N918JK is flying, as of about a week ago.
Second, I need some advice to clear up high CHTs.
I am running ElectroAir's ignition on lower plugs and a Slick Mag on the upper
plugs. I have 10-1 pistons in new Lycoming jugs. On the first few short
flights my CHTs climbed right through redline on 5 or 6 cylinders in less than
5 minutes. My EIS timing was factory set to 23 deg to account for the high compression
and I set the mag at 25 deg per the engine placard. I reduced the
EIS to 20 degrees and saw some relief but two of the CHTs (6 and 2) still climbing
into the low to mid 400s. Today I plan on retarding the Mag to 20 degrees
because during cruise I felt a vibration and turned the Mag off and the vibration
went away so I feel like the two ignitions were not working together. CHT
#4 is my coolest with a difference from the hottest (#6) 80-100 deg.
Question: What timing have you high compression guys been using to get reasonable
CHTs?
Other than ensuring no leaks in the baffles what else can I do?
BTW, a friend installed the louvers on the bottom of his F-1 cowl and it had
no effect so I'm not going there until last.
Thanks for you time,
Jim Stone
Louisville KY
href="http://www.matronics.com/Navigator?Rocket-List">http://www.matronhref="http://forums.matronics.com">http://forums.matronics.com
---------------------------------
Fussy? Opinionated? Impossible to please? Perfect. Join Yahoo!'s user panel and
lay it on us.
________________________________________________________________________________
| From: | "Bob J." <rocketbob(at)gmail.com> |
The gold anodized units are great, I have one in my -6. Its been very
trouble-free.
The purple anodized units on the other hand, I would stay away from. Jeff
Rose had someone design the vacuum advance box and the trigger housing, rest
is off the shelf. The Electroair ignition is a rebranded Electromotive HPX
version 2 aftermarket auto ignition system. When they (Electromotive, not
Jeff) changed the circuit design, hence the change in color, the advance
potentiometers stopped working independently of each other. For an aircraft
engine that will cause problems because the units should be set so no
advance occurs from RPM alone. If you disconnect the MAP sensor they will
advance, which is what they should not do, and the old gold units don't do
that. We found all of this out working with Jim Winings' purple box, which
he ended up removing. Vince Frazier worked along in parallel to us and had
the same exact problems, he also ended up removing his as well. I think the
redesign by Electromotive had everything to do with why Jeff sold the
business. The new owners early on didn't have a clue as to how to resolve
any of these issues, and apparently these issues are still lingering.
Regards,
Bob Japundza
RV-6 flying F1 under const.
On 9/25/07, Rob Ray wrote:
>
> Just a plug for the EI system, I have put three systems on my RV's and my
> Rocket. All have worked very well when installed per plans. The EI system on
> my Rocket has been flawless for 10 years and 500 hours and was installed
> back in 97. The EI system on my RV4 now has 1500 hours on it. Jeff Rose
> designed a superior system that works very well when used according to the
> plans.
>
> I challenge anyone's system to that track record...
>
> Rob Ray
>
>
> *"Frazier, Vincent A" * wrote:
>
>
> SNIP BTW, a friend installed the louvers on the bottom of his F-1 cowl
> and it had no effect so I'm not going there until last.
> Thanks for you time,
> Jim
>
> *
>
>
> *
>
>
________________________________________________________________________________
| From: | Jones15183(at)aol.com |
| Subject: | Re: High compression, high CHTs |
Jim, there are so many questions that cannot be answered by email. My phone
no. is 254 853-2426.
If you want to call me that's ok. I will be home after 7 pm Wed. night.
billy
________________________________________________________________________________
| Subject: | RE: Rocket-List Digest: 9 Msgs - 09/25/07 |
| From: | "Frazier, Vincent A" <VFrazier(at)usi.edu> |
SNIP The EI system on my Rocket
has been flawless for 10 years and 500 hours and was installed back in
97.
The EI system on my RV4 now has 1500 hours on it. Jeff Rose designed a
superior
system that works very well when used according to the plans.
I challenge anyone's system to that track record...
Rob Ray SNIP
I have no doubt that yours works great. The one I had used the mag
trigger and was unsatisfactory. Jim W. had the same problems with the
mag trigger system, but was quite happy with the EI on his RV-4, IIRC.
Jeff refunded my money and I have nothing bad to say about his company
or ideas. It just wouldn't work with the mag trigger on my ship.
Vince
________________________________________________________________________________
| From: | Peter van Schoonhoven <pvans(at)pacifier.com> |
| Subject: | Re: Rocket-List Digest: 6 Msgs - 09/24/07Rocket-List Digest: |
6 Msgs - 09/24/07High compression, high CHTsHigh compression, high CHTsHigh
compression, high CHTsHigh compression, high CHTsHigh compression, high
CHTsHigh compression, high CHTsHigh compression, high CHTs
Gentlemen,
There have been many emails concerning the mags and ignition timing. The
actual problem is high CHTs . Ignition issues MIGHT be a possible cause of
this. But there are many other reasons that CHTs are high, and before
delving into ignition issues alone, some of the other possibilities should
be investigated.
As I see it here is a summary of the situation:
1. new engine
2, New engine installation, a new cowling, baffles, instrumentation
Here is what I would check first:
1. Baffle and seal condition and fitment
2. Are CHTs high even at reduced power? Yes the engine can make a lot of
HP and heat, but at say 20 inches and 2300 rpm the temps should be low,
assuming the cowling and baffles are working properly. If it will not run
cool at low power, then the cowling design air flow must be improved.
3. Is the opening at the bottom of the cowling big enough? I have had
airplanes where the lower opening was too small, adding a cowl flap made a
huge difference in CHTs. I am not saying this is necessary, but compare the
opening to other Rockets first. The person who cut the lower opening may
not have used the right dimensions
4. Investigate the fins on the cylinders, especially those between the
spark plugs. You can look down and see right through there, but on some
cylinders I have bought, there was a great deal of flashing not removed
from the casting which reduces airflow there and hence heat dissipation.
Not to mention, that is right where the CHT probe lives.
These problems can be frustrating. I am only trying to help direct your
efforts to the place where the solution might be found. Good luck.
Peter van Schoonhoven
RV3, C210, Bucker Jungmann, all flying; Harmon Rocket abuilding
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | Re: Rocket-List Digest: 6 Msgs - 09/24/07Rocket-List Digest: |
6 Msgs - 09/24/07High compression, high CHTsHigh compression, high CHTsHigh
compression, high CHTsHigh compression, high CHTsHigh compression, high
CHTsHigh compression, high C
Good points and most have been considered.
1. Baffles are good.
2. CHTs only high above 23 inches MAP
3. Don't know how to measure such an irregular shape such as the cowl
opening. I did little to no trimming on John's stock cowl.
4. Will have a look at the cylinder fins for flashing.
Thanks,
Jim Stone
Louisville
UPDATE CHTs are now staying below 390 deg except for cyl #6 when above 23"
MAP. BTW, My oil cooler is aft of #6. Oil temps are 200 ish and lately a
bit less. All indications are that the initial break in has occurred but I
will continue to run it hard. Did you know that Lycoming recommends running
at 24"MAP and 2300rpm and every five minutes advance rpm to max and slowly
retard to 2200 then back to 2300 and continue this routine for 20 minutes.
After that, they don't really say. Check out there videos on the Lycoming
website under support.
----- Original Message -----
From: "Peter van Schoonhoven" <pvans(at)pacifier.com>
Sent: Wednesday, September 26, 2007 12:22 PM
Subject: Re: Rocket-List: Rocket-List Digest: 6 Msgs - 09/24/07Rocket-List
Digest: 6 Msgs - 09/24/07High compression, high CHTsHigh compression, high
CHTsHigh compression, high CHTsHigh compression, high CHTsHigh compression,
high CHTsHigh compression, high CHTsHigh compression, high CHTs
>
>
> Gentlemen,
>
> There have been many emails concerning the mags and ignition timing. The
> actual problem is high CHTs . Ignition issues MIGHT be a possible cause
> of this. But there are many other reasons that CHTs are high, and before
> delving into ignition issues alone, some of the other possibilities should
> be investigated.
>
> As I see it here is a summary of the situation:
> 1. new engine
> 2, New engine installation, a new cowling, baffles, instrumentation
>
> Here is what I would check first:
>
> 1. Baffle and seal condition and fitment
> 2. Are CHTs high even at reduced power? Yes the engine can make a lot of
> HP and heat, but at say 20 inches and 2300 rpm the temps should be low,
> assuming the cowling and baffles are working properly. If it will not run
> cool at low power, then the cowling design air flow must be improved.
> 3. Is the opening at the bottom of the cowling big enough? I have had
> airplanes where the lower opening was too small, adding a cowl flap made a
> huge difference in CHTs. I am not saying this is necessary, but compare
> the opening to other Rockets first. The person who cut the lower opening
> may not have used the right dimensions
> 4. Investigate the fins on the cylinders, especially those between the
> spark plugs. You can look down and see right through there, but on some
> cylinders I have bought, there was a great deal of flashing not removed
> from the casting which reduces airflow there and hence heat dissipation.
> Not to mention, that is right where the CHT probe lives.
>
> These problems can be frustrating. I am only trying to help direct your
> efforts to the place where the solution might be found. Good luck.
>
> Peter van Schoonhoven
> RV3, C210, Bucker Jungmann, all flying; Harmon Rocket abuilding
>
>
>
________________________________________________________________________________
| From: | "Jeff Linebaugh" <jefflinebaugh(at)bellsouth.net> |
| Subject: | The Memphis 100 Air Race |
The Memphis 100 is coming! Come join us for the fun!
When: October 27th
Where: DeWitt Spain Airport (M01), Memphis, TN
What: The Memphis 100 is an Official Sport Air Racing League sanctioned
eventIt is for ALL aircraft, from Cubs to Unlimiteds, run on a 100 mile
triangular course, with staggered starts. No formation experience required!
Racers are split into categories for fair, friendly competition. Come run
hard, or enjoy the scenery and camaraderie!
Who: You! Hosted by the Memphis CAF. Breakfast by the Memphis EAA.
For more information or registration contact:
Rick Pellicciotti: rick@rocket-boys.com 901
481-1934
Jeff Linebaugh: jeff@rocket-boys.com 901
606-6735
Hope to see you all there!
Jeff Linebaugh
jefflinebaugh(at)bellsouth.net
________________________________________________________________________________
| From: | Rob Ray <smokyray(at)yahoo.com> |
| Subject: | Re: Rocket-List Digest: 6 Msgs - |
Jim,
I trimmed 3" off my lower cowl lip on the standard Harmon cowl. This made my
outlet area slightly larger than my inlet area in an effort to help my cowl "draft"
a bit better. This lowered all my CHT's by 25-50 degrees and my oil to 185-200
all the time.
I live where it gets hot and I have never had a temp problem at any power setting.
Rob Ray
Good points and most have been considered.
1. Baffles are good.
2. CHTs only high above 23 inches MAP
3. Don't know how to measure such an irregular shape such as the cowl
opening. I did little to no trimming on John's stock cowl.
4. Will have a look at the cylinder fins for flashing.
Thanks,
Jim Stone
Louisville
UPDATE CHTs are now staying below 390 deg except for cyl #6 when above 23"
MAP. BTW, My oil cooler is aft of #6. Oil temps are 200 ish and lately a
bit less. All indications are that the initial break in has occurred but I
will continue to run it hard. Did you know that Lycoming recommends running
at 24"MAP and 2300rpm and every five minutes advance rpm to max and slowly
retard to 2200 then back to 2300 and continue this routine for 20 minutes.
After that, they don't really say. Check out there videos on the Lycoming
website under support.
----- Original Message -----
From: "Peter van Schoonhoven"
Sent: Wednesday, September 26, 2007 12:22 PM
Subject: Re: Rocket-List: Rocket-List Digest: 6 Msgs - 09/24/07Rocket-List
Digest: 6 Msgs - 09/24/07High compression, high CHTsHigh compression, high
CHTsHigh compression, high CHTsHigh compression, high CHTsHigh compression,
high CHTsHigh compression, high CHTsHigh compression, high CHTs
>
>
> Gentlemen,
>
> There have been many emails concerning the mags and ignition timing. The
> actual problem is high CHTs . Ignition issues MIGHT be a possible cause
> of this. But there are many other reasons that CHTs are high, and before
> delving into ignition issues alone, some of the other possibilities should
> be investigated.
>
> As I see it here is a summary of the situation:
> 1. new engine
> 2, New engine installation, a new cowling, baffles, instrumentation
>
> Here is what I would check first:
>
> 1. Baffle and seal condition and fitment
> 2. Are CHTs high even at reduced power? Yes the engine can make a lot of
> HP and heat, but at say 20 inches and 2300 rpm the temps should be low,
> assuming the cowling and baffles are working properly. If it will not run
> cool at low power, then the cowling design air flow must be improved.
> 3. Is the opening at the bottom of the cowling big enough? I have had
> airplanes where the lower opening was too small, adding a cowl flap made a
> huge difference in CHTs. I am not saying this is necessary, but compare
> the opening to other Rockets first. The person who cut the lower opening
> may not have used the right dimensions
> 4. Investigate the fins on the cylinders, especially those between the
> spark plugs. You can look down and see right through there, but on some
> cylinders I have bought, there was a great deal of flashing not removed
> from the casting which reduces airflow there and hence heat dissipation.
> Not to mention, that is right where the CHT probe lives.
>
> These problems can be frustrating. I am only trying to help direct your
> efforts to the place where the solution might be found. Good luck.
>
> Peter van Schoonhoven
> RV3, C210, Bucker Jungmann, all flying; Harmon Rocket abuilding
>
>
>
---------------------------------
Take the Internet to Go: Yahoo!Go puts the Internet in your pocket: mail, news,
photos & more.
________________________________________________________________________________
| Subject: | Rocket-List Digest: 6 Msgs - |
| From: | "John W. Cox" <johnwcox(at)pacificnw.com> |
Rob, can you post a picture of the final trim appearance?
John Cox
________________________________
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Rob Ray
Sent: Friday, September 28, 2007 8:12 AM
Subject: Re: Rocket-List: Rocket-List Digest: 6 Msgs -
Jim,
I trimmed 3" off my lower cowl lip on the standard Harmon cowl. This
made my outlet area slightly larger than my inlet area in an effort to
help my cowl "draft" a bit better. This lowered all my CHT's by 25-50
degrees and my oil to 185-200 all the time.
I live where it gets hot and I have never had a temp problem at any
power setting.
Rob Ray
________________________________________________________________________________
| From: | Rob Ray <smokyray(at)yahoo.com> |
| Subject: | Rocket-List Digest: 6 Msgs - |
Will do...
"John W. Cox" wrote: Rob, can you post a
picture of the final trim appearance?
John Cox
---------------------------------
From: owner-rocket-list-server(at)matronics.com [mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of Rob Ray
Sent: Friday, September 28, 2007 8:12 AM
To: rocket-list(at)matronics.com
Subject: Re: Rocket-List: Rocket-List Digest: 6 Msgs -
Jim,
I trimmed 3" off my lower cowl lip on the standard Harmon cowl. This made my
outlet area slightly larger than my inlet area in an effort to help my cowl "draft"
a bit better. This lowered all my CHT's by 25-50 degrees and my oil to
185-200 all the time.
I live where it gets hot and I have never had a temp problem at any power setting.
Rob Ray
http://www.matronics.com/Navigator?Rocket-List
http://forums.matronics.com
---------------------------------
Catch up on fall's hot new shows on Yahoo! TV. Watch previews, get listings, and
more!
________________________________________________________________________________
| From: | "David Miller" <David.Miller(at)cmworks.com> |
| Subject: | Inverted fuel system |
Does anyone know of an inverted fuel system, for a Lycoming 540, that will
work with auto fuel.
Dave Miller
Tennessee
HRII under construction
________________________________________________________________________________
| Subject: | Inverted fuel system |
| From: | "BPA" <BPA(at)bpaengines.com> |
Call Don at Airflow Performance (864) 576-0201. His systems I believe
are compatible with mogas
Allen Barrett
BPE, Inc.
www.barrettprecisionengines.com
<http://www.barrettprecisionengines.com/>
-----Original Message-----
From: owner-rocket-list-server(at)matronics.com
[mailto:owner-rocket-list-server(at)matronics.com] On Behalf Of David
Miller
Sent: Friday, September 28, 2007 9:53 AM
Subject: Rocket-List: Inverted fuel system
Does anyone know of an inverted fuel system, for a Lycoming 540, that
will work with auto fuel.
Dave Miller
Tennessee
HRII under construction
________________________________________________________________________________
| From: | "Jim Stone" <jrstone(at)insightbb.com> |
| Subject: | Re: Rocket-List Digest: 6 Msgs - |
Rob,
Shoot me a pic too.
Thanks,
Jim Stone
Louisville
Flight test update. I hit 200 knots at 1500 feet yesterday and my right
gear leg fairing failed, pics available.
----- Original Message -----
From: Rob Ray
To: rocket-list(at)matronics.com
Sent: Friday, September 28, 2007 11:12 AM
Subject: Re: Rocket-List: Rocket-List Digest: 6 Msgs -
Jim,
I trimmed 3" off my lower cowl lip on the standard Harmon cowl. This
made my outlet area slightly larger than my inlet area in an effort to
help my cowl "draft" a bit better. This lowered all my CHT's by 25-50
degrees and my oil to 185-200 all the time.
I live where it gets hot and I have never had a temp problem at any
power setting.
Rob Ray
Jim Stone wrote:
Good points and most have been considered.
1. Baffles are good.
2. CHTs only high above 23 inches MAP
3. Don't know how to measure such an irregular shape such as the
cowl
opening. I did little to no trimming on John's stock cowl.
4. Will have a look at the cylinder fins for flashing.
Thanks,
Jim Stone
Louisville
UPDATE CHTs are now staying below 390 deg except for cyl #6 when
above 23"
MAP. BTW, My oil cooler is aft of #6. Oil temps are 200 ish and
lately a
bit less. All indications are that the initial break in has occurred
but I
will continue to run it hard. Did you know that Lycoming recommends
running
at 24"MAP and 2300rpm and every five minutes advance rpm to max and
slowly
retard to 2200 then back to 2300 and continue this routine for 20
minutes.
After that, they don't really say. Check out there videos on the
Lycoming
website under support.
----- Original Message -----
From: "Peter van Schoonhoven"
To:
Sent: Wednesday, September 26, 2007 12:22 PM
Subject: Re: Rocket-List: Rocket-List Digest: 6 Msgs -
09/24/07Rocket-List
Digest: 6 Msgs - 09/24/07High compression, high CHTsHigh
compression, high
CHTsHigh compression, high CHTsHigh compression, high CHTsHigh
compression,
high CHTsHigh compression, high CHTsHigh compression, high CHTs
>
>
> Gentlemen,
>
> There have been many emails concerning the mags and ignition
timing. The
> actual problem is high CHTs . Ignition issues MIGHT be a possible
cause
> of this. But there are many other reasons that CHTs are high, and
before
> delving into ignition issues alone, some of the other
possibilities should
> be investigated.
>
> As I see it here is a summary of the situation:
> 1. new engine
> 2, New engine installation, a new cowling, baffles,
instrumentation
>
> Here is what I would check first:
>
> 1. Baffle and seal condition and fitment
> 2. Are CHTs high even at reduced power? Yes the engine can make a
lot of
> HP and heat, but at say 20 inches and 2300 rpm the temps should be
low,
> assuming the cowling and baffles are working properly. If it will
not run
> cool at low power, then the cowling design air flow must be
improved.
> 3. Is the opening at the bottom of the cowling big enough? I have
had
> airplanes where the lower opening was too small, adding a cowl
flap made a
> huge difference in CHTs. I am not saying this is necessary, but
compare
> the opening to other Rockets first. The person who cut the lower
opening
> may not have used the right dimensions
> 4. Investigate the fins on the cylinders, especially those between
the
> spark plugs. You can look down and see right through there, but on
some
> cylinders I have bought, there was a great deal of flashing not
removed
> from the casting which reduces airflow there and hence heat
dissipation.
> Not to mention, that is right where the CHT probe lives.
>
> These
________________________________________________________________________________
| From: | "Tom Utterback" <hr69gt(at)gmail.com> |
| Subject: | Re: Inverted fuel system |
I ran my B4B5 for 7 years on 87 100% mogas with Airflow and didn't have to
clean the plugs at annual they were so clean. NEVER a problem. New overhaul
and up to 260 HP now with ECI jugs. Both ECI and Superior say it's ok to run
mogas. Need the 93 grade now.Go to their website or call them. They answered
my e-mail and also told me again in person at OSH.They advised to run a tank
of 100LL every so often and advised to retard timing a tad. No elec ign with
February 17, 2007 - September 30, 2007
Rocket-Archive.digest.vol-ar