Today's Message Index:
----------------------
1. 01:17 AM - Re: Superior XP-360 (JRWillJR@aol.com)
2. 01:28 AM - Re: Superior XP-360 (Wayne R. Couture)
3. 02:48 AM - AW: Re: MT-Propeller (Eric Greindl)
4. 04:30 AM - Re: alternative engines and Van's opinion (Tracy Crook rebuilds) (WALTER KERR)
5. 06:53 AM - looking for Ed O'Conner (John Huft)
6. 06:54 AM - Re: Taxes! (Tedd McHenry)
7. 07:14 AM - Re: alternative engines and Van's opinion (Finn Lassen)
8. 07:29 AM - Re: Re: battery (Ken Stribling)
9. 07:47 AM - Re: Rockets vs Van's (Bob Japundza)
10. 07:51 AM - Re: alternative engines and Van's opinion (Finn Lassen)
11. 07:59 AM - Re: alternative engines and Van's opinion (Charlie Kuss)
12. 08:10 AM - Re: jig (Elsa & Henry)
13. 08:12 AM - Re: Re: battery (Sam Buchanan)
14. 08:24 AM - Re: Superior XP-360 (Scott Brumbelow)
15. 09:10 AM - Re: alternative engines and Van's opinion (Charlie Kuss)
16. 09:16 AM - A response from Van's own Tom Green to Doc's Rocket questions. Thanks Tom!! (Dr. Kevin P. Leathers)
17. 09:18 AM - Re: Alternative Engine Questions (Tracy Crook)
18. 09:42 AM - Re: Taxes! (Elsa & Henry)
19. 09:47 AM - Re: alternative engines and Van's opinion (Tracy Crook)
20. 10:14 AM - Avery tach drive cover (czechsix@juno.com)
21. 10:24 AM - Re: alternative engines and Van's opinion (Tedd McHenry)
22. 10:29 AM - Re: Taxes! (Tedd McHenry)
23. 10:49 AM - Re: alternative engines and Van's opinion (Bartrim, Todd)
24. 10:50 AM - Re: Taxes! (John)
25. 10:53 AM - Re: alternative engines and Van's opinion (Jim Jewell)
26. 11:04 AM - Re: Taxes! (SportAV8R@aol.com)
27. 01:02 PM - Re: alternative engines and Van's opinion (Charlie and Tupper England)
28. 01:11 PM - Single Strobe Power Supply Source? (DvdBock@aol.com)
29. 01:36 PM - Re: alternative engines and Van's opinion (Jerry Springer)
30. 03:07 PM - Re: RV-List Digest: 44 Msgs - 12/05/02 (Lucky Macy)
31. 03:09 PM - Re: Single strobe power supply (Oldsfolks@aol.com)
32. 03:11 PM - Avery Tach Drive Cover (Oldsfolks@aol.com)
33. 03:19 PM - Re: jig (Scott.Fink@microchip.com)
34. 04:09 PM - Re: Taxes! (Jim Oke)
35. 04:18 PM - Re: Avery tach drive cover (Jerry Springer)
36. 04:22 PM - Re: alternative engines and Van's opinion (kempthornes)
37. 04:22 PM - Re: for sale O 320 E3D (Rquinn1@aol.com)
38. 04:33 PM - Re: Avery tach drive cover (Mike Robertson)
39. 04:33 PM - Re: Re: Single strobe power supply (kempthornes)
40. 04:47 PM - RV6 or 7 CFI (Dr. Kevin P. Leathers)
41. 05:15 PM - Re: Re: RV-List Digest: 44 Msgs - 12/05/02 (Tedd McHenry)
42. 05:15 PM - Straight and level acro!!! (Rob W M Shipley)
43. 05:22 PM - Re: Avery tach drive cover (Larry Bowen)
44. 06:08 PM - Re: alternative engines and Van's opinion (Charlie and Tupper England)
45. 07:01 PM - RV 7A Quickbuild fuse and wings for sale (Doug Weiler)
46. 07:24 PM - Seawind accident. (Rob W M Shipley)
47. 07:51 PM - Re: Rockets vs Van's (Terry Burks)
48. 07:58 PM - Re: alternative engines and Van's opinion (Charlie Kuss)
49. 08:07 PM - Re: Avery tach drive cover (Alex Peterson)
50. 08:09 PM - Targa Strip (Norman)
51. 08:35 PM - inspection good experience - thx (WPAerial@aol.com)
52. 09:54 PM - Re: Seawind accident. (Michael J. Robbins)
53. 10:31 PM - ADs (Wheeler North)
54. 10:43 PM - Re: Problems with Archive CD - Matt Dralle (James E. Clark)
55. 11:52 PM - Re: Problems with Aeroelectric-List? I don't think (Matt Dralle)
Message 1
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Superior XP-360 |
--> RV-List message posted by: JRWillJR@aol.com
In a message dated 12/5/2002 6:53:58 PM Central Standard Time,
rv6tc@earthlink.net writes:
> A year ago they (Superior) were selling the kit version of the XP-360 for
> $16,900. That didn't include accessories, but did include phone support
> from Mattituck. I guess there was a good market as they now sell the kit
> (SL-360) through Mattituck for $19,900. I was a potential buyer until they
> ratcheted up the price $3,000.
>
A year ago they (Superior) were selling the kit version of the XP-360 for
$16,900. That didn't include accessories, but did include phone support
from Mattituck. I guess there was a good market as they now sell the kit
(SL-360) through Mattituck for $19,900. I was a potential buyer until they
ratcheted up the price $3,000.
Actually there has been a recent price reduction, I also think the first kits
did not include, magnetos, carburators, fuel pumps, wiring harness, starter
and spark plugs. Now all these items are included. Perhaps I am wrong about
them not being included originally but that is what I remember and if that is
true it adds up to more than 3,000 dollars. Sorry for another post, just hate
to see you discouraged. Do Not Archive. JR
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Superior XP-360 |
--> RV-List message posted by: "Wayne R. Couture" <commando@cox-internet.com>
ECI offers one for $ `4,700.00.
----- Original Message -----
From: <Rv8forduane@aol.com>
Subject: Re: RV-List: Superior XP-360
> --> RV-List message posted by: Rv8forduane@aol.com
>
> Is there such a thing as a "engine kit" that can be assembled like the RV,
> and if yes, what's the price difference?
>
> Duane
> still dreaming
>
>
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: MT-Propeller |
--> RV-List message posted by: Eric Greindl <Eric.Greindl@mt-propeller.com>
Norman:
the blades' leading edges are protected by a stainless steel erosion
sheath, which makes the propeller all weather operable. We have STCs
on IFR operated aircrafts like i.e. Piper Malibu, Aerostar, Cessna 210
and others. These installations have electric de-ice boots installed, as
originally equipped. So you can fly in rain as long as you need with
our propellers.
The 3-blade hydraulic propeller p/n MTV-12-B/183-59 weighs approx.
20,8 kg (46 lbs) with spinner.
When shipping the 3-blade propeller assembled in a box to the West
Coast of the U.S. (i.e. to Seattle, WA), the shipping costs would be
approx. $500-600 without handling and import fees (this depends on
the broker who does the import work, usually approx. $150.00).
Best Regards
MT-Propeller Entwicklung GmbH
> -----Ursprungliche Nachricht-----
> Von: Norman [SMTP:nhunger@sprint.ca]
> Gesendet am: Donnerstag, 5. Dezember 2002 19:38
> An: rv-list@matronics.com; Martin.Albrecht@mt-propeller.com
> Betreff: RV-List: Re: MT-Propeller
>
> --> RV-List message posted by: "Norman" <nhunger@sprint.ca>
>
> Very interesting Martin, thanks alot.
>
> Tell me about how your props handle rain compared to other props. Is rain an
> erroding factor?
>
> How long do you expect the blades to last? I fly in the Pacific Northwest
> where we get alot of rain. The primary duty of my ship is cross-country so I
> expect to fly in rain more than the fair weather local jaunt crowd.
>
> Can you tell me the weight of the 3 blade and hub and spinner? (RV6A/O-360)
>
> If recieving the entire propeller assembled, do you know how much the
> shipping cost is the the west coast of North America?
> If recieving it unassembled? (then a $400 USD assembly charge?)
>
> Thank-you,
> Norman Hunger
> RV6A Delta BC
>
> >
> >
> > Dear Randy,
> >
> > of course we like to answer an interested builder a few more questions.
> >
> > In principal you are right that our natural composite design has a higher
> > dumping characteristic than aluminum. What I told you is, that we
> performed
> > vibration surveys and we found out that in this RPM range of 2050 to 2300
> > RPM our propeller with this engine combination has a slightly resonance
> and
> > therefore do not recommend to operate the propeller continuously in this
> > range.
> >
> > From another certified propeller manufacturer (Hartzell) we know that they
> > do not sell the 2-bladed composite propeller for a none counter weighted
> > engine due to this resonance problem. If any other experimental propeller
> > manufacturer thinks that he has no resonance problem we assume that they
> > have never performed a vibration survey in flight and ground.
> >
> > In any case on our natural composite blade the effects if a propeller is
> > operated in a restricted RPM range are never as bad as on aluminum
> > propeller and we also have no fatigue problem. Only thing what could
> happen
> > is that a little bit of grease leakage may occur but this is no
> > airworthiness matter with our design.
> >
> > Please find attached the fact sheet.
> >
> > Our propeller is certified with the Lycoming engine and therefore only up
> > to 2700 RPM. You may get some more hp by turning 50 RPM higher but due to
> > the higher blade tip speed you lose propeller efficiency and the only
> thing
> > you really get is more noise. You can try 2750 but you will not see big
> > speed increase from that.
> >
> > We do not know how the blade erosion on vans demo ship is, but as you can
> > see in our fact sheet (enclosed) we have at least the same erosion
> > protection as any other aluminum propeller. If you avoid higher RPM on
> > ground you do not suck in a lot of foreign particles and therefore make
> any
> > prop life easier. In case we do know that from our customers we have not
> > more or less erosion than any other propeller which is operated the same
> > way.
> >
> > If you order a propeller through Vans it may come assembled or
> > disassembled, depending on customer request. We know from our own company
> > MT - Propeller USA Inc. in Florida that we charge US$ 400,00. We assume
> > American Propeller must be in the same range.
> >
> > Your color can be matched, if we want to use your original PPG fleet color
> > 91040 you can also paint the spinner yourself, but later on the whole
> > system must be balanced again.
> >
> > I hope we answered your questions to your satisfaction.
> >
> > With best regards,
> >
> > MT - Propeller Entwicklung GmbH
> >
> >
> > Martin Albrecht
> > Engineering
> >
> Do not archive
>
>
>
>
>
>
>
>
>
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: alternative engines and Van's opinion (Tracy Crook rebuilds) |
--> RV-List message posted by: "WALTER KERR" <kerrjb@msn.com>
Hi Jerry,
Tracy did nothing on the first engine til 850 hours at which time he
inspected it and found the wear to be less than 1/3 the limits on any
tolerances. IF you can linearly extrapolate this wear, than the engine
should go over 2400 TBO. Tracy upgraded the engine to a higher HP and later
generation engine at this point. He originally used a Ross PSRU until he
decided to do one himself. The current gearbox and engine combo have 450
hours. This engine has not been apart in that time.
I've sent Tracy a copy of this. He does not normally monitor the list, so
maybe he will expound on my comments or correct any errors.
Bernie Kerr
>From: Jerry Springer <jsflyrv@earthlink.net>
>Reply-To: rv-list@matronics.com
>To: rv-list@matronics.com
>Subject: Re: RV-List: alternative engines and Van's opinion
>Date: Thu, 05 Dec 2002 21:47:07 -0800
>
>--> RV-List message posted by: Jerry Springer <jsflyrv@earthlink.net>
>
>Charlie Kuss wrote:
> > --> RV-List message posted by: Charlie Kuss <chaskuss@bellsouth.net>
> >
> >
> >>
> >>Both Tracy Crook (RV-4 Mazda 13B over 1200 hrs) & Finn Lassen (RV-3
>Mazda 13B I
> >>think somewhere around 200 hrs) do acro all the time in their planes.
>Tracy flys
> >>with 180 hp Lyc powered -4's at the same fuel burn, and his airframe is
> >>relatively 'dirty.'
> >>
> >>Charlie
> >
> >
> > Charlie
> > Tracy is also VERY careful to perform only 1 and 2 G maneuvers with his
>4. Most PSRU manufacturers will tell you straight out that they did not
>design the units to tolerate acro.
> > Charlie Kuss
> >
>
>When someone says that they have over 1200 hours on an auto engine I have
>questions
>about the process. I know Tracy is an expert and I wish him all the best in
>his
>quest for an alternative engine. Now the question is how many times has the
>engine
>been apart in that 1200 hours? How many times have parts been replaced? Is
>this just
>an install and run for 1200 hours? Or is it a continual upgrade? My guess
>is and I
>could be wrong :) this engine has been apart several times. Anyone know
>anythig
>different?... I just went and looked at Tracy's web site and it appears
>that during
>this time there has been PSRU upgrades and replacements and even engine
>changes.
>Total time on an airframe with an auto engines does not count. What is the
>total time
>on the engine without major work is the question.
>Jerry
>
>
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | looking for Ed O'Conner |
--> RV-List message posted by: "John Huft" <rv8tor@lazy8.net>
Ed, I have been trying to answer your note, the address bounces back. If you
are here, send me a good one.
Sorry everbody.
John Huft
webmaster@lazy8.net
do not archive
Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> RV-List message posted by: Tedd McHenry <tedd@vansairforce.org>
> $17000 US for kit. 1.55x = $26350 CDN. 0.145x = $3821 CDN Tax, paid at
The provincial portion of that tax (7.5%) doesn't apply in all provinces.
Rob, you're too young to remember the days when Canada had the beloved (by most
Canadians) national health care AND lower taxes than the U.S. AND a dollar at
par or better. We've lost a lot in three decades.
Do not archive, and sorry for drifting off topic.
Tedd McHenry
Surrey, BC
-6 wings
Message 7
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: alternative engines and Van's opinion |
--> RV-List message posted by: Finn Lassen <finnlassen@netzero.net>
Charlie and Tupper England wrote:
>>Don't get me wrong. I'd love to see alternative engines for a few
>>different well understood reasons but they have to be proven aerobatic
>>engine/prop combos.
>>
>>
>>do not archive
>>lucky
>>
>>
>>
>
>You need to get out more, Lucky. ;-)
>
>Both Tracy Crook (RV-4 Mazda 13B over 1200 hrs) & Finn Lassen (RV-3 Mazda 13B
I
>think somewhere around 200 hrs) do acro all the time in their planes. Tracy flys
>with 180 hp Lyc powered -4's at the same fuel burn, and his airframe is
>relatively 'dirty.'
>
>Charlie
>
>
Make that 300 hours.
Finn
RV-3 Mazda 13B powered.
Message 8
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> RV-List message posted by: "Ken Stribling" <ken@soundsuckers.com>
I run the Panasonic in my plane for the last year and it ran fine last
winter, but this winter is a different story. I have had to jump it 3 times
and if I let it sit for more than 2 weeks it is totally dead. I have a new
odyssey that I will install when I convert to Auto engine next month.
Ken S. 6-A flying
----- Original Message -----
From: "Doug Gray" <dgra1233@bigpond.net.au>
Subject: Re: RV-List: re: battery
> --> RV-List message posted by: Doug Gray <dgra1233@bigpond.net.au>
>
> >
>
> Sam is proposing the Panasonic LC-RD1217P which for $18 is a steal.
>
> I have downloaded the data for this battery and comparing it with the
> Odyssey see one difference which may be significant to their relative
> performance.
>
> The internal resistance of the Panasonic is 12 milliohm, the Odyssey 7
> milliohm. The internal voltage drop and power dissipation (significant
> during starting) within the Panasonic will be nearly double that of the
> Odyssey.
>
> I would guess this would halve the useful life of the Panasonic in
> comparison with the Odyssey. Time will tell and I would like to hear how
> well the Panasonic does hold up. I was not planning to include a battery
> in my onboard spares kit.
>
> Doug Gray
> RV-6 fuse
>
> > Here are details of the little battery I retrofitted to my RV-6:
> >
> > http://home.hiwaay.net/~sbuc/journal/battery.htm
> >
> > The battery spins the O-320 just as well a "big" battery. One of our
> > local flyers cranks the IO-360 in his RV-8 with a little battery as
> > well.
> >
> > And...I can get the little battery locally for $18.00!!
>
> > > At the risk of starting a battery war.
> > >
> > > But here goes
> > >
> > > Does anybody have a good or bad experience with the Odessey model 680
> > > turning a Lycoming 360??
> > >
>
>
Message 9
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Rockets vs Van's |
--> RV-List message posted by: "Bob Japundza" <Bob.Japundza@realmed.com>
Doc,
A RV-8 with a 540 in it is not as fast as a Rocket. There are a couple of RV-8's
in the area here (Indy) that have 540's, and I'm good friends with the owners,
and they'll tell you they aren't as fast on the same hp as the Rockets are.
These guys are also very careful with how they fly these airplanes, since they
can cruise beyond Vne; the airframe is just not designed for that engine.
But at the cruise speeds as the typical RV they are burning less fuel and the
engines are purring along under 50% power. Remember, its a homebuilt, you can
stick whatever engine in it you like if you want to do the work of extending
the cowl and building your own mount, moving the battery aft, etc. The HR2 or
the F1, on the other hand, are designed for the big engines and their airframes
are beefed up accordingly, and there's a lot less homework involved.
I can also tell you from personal experience there have been a few employees of
Van's that publicly "dis" the Rockets but off-the-record have other things to
say about them. ;) But remember they have airplanes to sell, and for the majority
of people in the market the current RV designs are more than adequeate;
they're a lot of bang for the buck. The others who want "more" will go with something
else. The "others" in this case are a small corner of the market, so
it makes no sense for Van's to go after those people with a new design if there
aren't that many takers to begin with. There are other vendors out there like
John Harmon, Mark Frederick, Glasair, Lancair, etc. who cater to that.
For me it was one flight in a HR2 that made me decide on building a Rocket, and
that was after I had a couple hundred hours on my 180 hp RV-6. Kind of like
what the Harley people say, "if you have to explain it, they probably wouldn't
understand anyway." To say the least I was impressed.
Bob Japundza
RV-6 N244BJ O-360C/S flying 400+ hours
F1 QB under const.
do not archive
Time: 04:43:49 PM PST US
From: "Dr. Leathers" <DrLeathers@822heal.com>
Subject: RV-List: Rockets vs Van's
--> RV-List message posted by: "Dr. Leathers" <DrLeathers@822heal.com>
Hey Guys,
I'm looking really hard at the RVs. I've been studying the line for about a
year. Of course I've seen the Harmon Rockets and the F1 Rockets as well. I
understand that the Rockets are based on Van's RV4, but modified to accept
the (I)O 540. My question to all of you is, why has Van's not offered an
Ultimate 8, so to speak?
I once e-mailed Van's and asked if they ever would consider the concept. I
received an single syllable answer "NO"
People are buying these Rockets. It sound like a great machine. I have seen
some beauties at airshows. Van's has the corner on quality and ease of
build. Does anyone know why they don't corner the market in the genre, and
offer a hotrod like the Rockets?
DOC
Message 10
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: alternative engines and Van's opinion |
--> RV-List message posted by: Finn Lassen <finnlassen@netzero.net>
Charlie Kuss wrote:
>--> RV-List message posted by: Charlie Kuss <chaskuss@bellsouth.net>
>
>>Both Tracy Crook (RV-4 Mazda 13B over 1200 hrs) & Finn Lassen (RV-3 Mazda 13B
I
>>think somewhere around 200 hrs) do acro all the time in their planes. Tracy flys
>>with 180 hp Lyc powered -4's at the same fuel burn, and his airframe is
>>relatively 'dirty.'
>>
>>Charlie
>>
>>
>
>Charlie
> Tracy is also VERY careful to perform only 1 and 2 G maneuvers with his 4. Most
PSRU manufacturers will tell you straight out that they did not design the
units to tolerate acro.
>Charlie Kuss
>
>
Tracy has no G limitation on the PSRU he sells other than recommendation
to replace hub/output shaft regularily if doing hard (airshow)
areobatics, just like the airshow performers replace their engines or
crankshafts.
But go to
http://www.rotaryaviation.com/
and send him an e-mail if you really want the correct info.
Finn
Message 11
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: alternative engines and Van's opinion |
--> RV-List message posted by: Charlie Kuss <chaskuss@bellsouth.net>
>--> RV-List message posted by: Jerry Springer <jsflyrv@earthlink.net>
>
>Charlie Kuss wrote:
>> --> RV-List message posted by: Charlie Kuss <chaskuss@bellsouth.net>
>>
>>
>>>
>>>Both Tracy Crook (RV-4 Mazda 13B over 1200 hrs) & Finn Lassen (RV-3 Mazda 13B
I
>>>think somewhere around 200 hrs) do acro all the time in their planes. Tracy
flys
>>>with 180 hp Lyc powered -4's at the same fuel burn, and his airframe is
>>>relatively 'dirty.'
>>>
>>>Charlie
>>
>>
>> Charlie
>> Tracy is also VERY careful to perform only 1 and 2 G maneuvers with his 4.
Most PSRU manufacturers will tell you straight out that they did not design the
units to tolerate acro.
>> Charlie Kuss
>>
>
>When someone says that they have over 1200 hours on an auto engine I have questions
>about the process. I know Tracy is an expert and I wish him all the best in his
>quest for an alternative engine. Now the question is how many times has the engine
>been apart in that 1200 hours? How many times have parts been replaced? Is this
just
>an install and run for 1200 hours? Or is it a continual upgrade? My guess is and
I
>could be wrong :) this engine has been apart several times. Anyone know anythig
>different?... I just went and looked at Tracy's web site and it appears that during
>this time there has been PSRU upgrades and replacements and even engine changes.
>Total time on an airframe with an auto engines does not count. What is the total
time
>on the engine without major work is the question.
>Jerry
Jerry,
Hopefully, Bernie will get Tracy to weigh in on this himself. I know that his
original engine was a "junkyard" used engine. No major internal work was done
to it before use in his RV-4. Tracy realized the nature of what he was doing and
tended to use 40% power settings for cruise on that engine until he had many
hundreds of hours on it. Part of this was because during this time, he was working
on and improving the fuel and other ancillary systems. His Ross PSRU developed
output bearing problems in less than 400 hours use. His own PSRU design
has gone through several improvements. (ie added thrust bearings and increased
output shaft diameter) His PSRU as he now sells it is very well designed.
Tracy has designed and marketed a redundant ignition system for the 13B engine.
One point no one else has brought up yet in this discussion, is the fact that
MOST auto engine conversions have only one ignition source. The Mazda 13B comes
with duel spark plugs and duel ignition, stock. This was done to help pass
US emission standards. The rotary combustion chamber is a long, thin rectangle,
rather than the circular wedge or hemisphere common to piston engines. This
necessitated duel plugs to get a rapid burn of the complete combustion chamber.
For aircraft use, it makes for a nice redundant system. The 13B also has 2
fuel injectors per rotor. Tracy has designed his ECU to allow for the failure
of an injector, without complete loss of power in the affected rotor.
Finn has had a number of engine related problems. But most of that is due to
his being, shall we say....... extremely frugal.
Charlie Kuss
Message 12
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> RV-List message posted by: "Elsa & Henry" <elsa-henry@darlor-watch.com>
Hi Tim, I saw Bobby's web-site, very nice, but something made me
nervous!---The jig posts! Be sure that the lumber you use is well dried and
depending on how humidity goes up-and-down where you are, seal them with
poly-varnish when dry. I speak for my son-in-law who learnt "from the school
of hard knocks" that after drilling the h-stab rear spar halves to the
flange strips and riveting them together, then putting on the hinge
brackets, finding that the assembly was not straight! (could not get the
brackets centered in line) The cross-member of the jig had warped during the
process! He had to re-build.
Based on that, when I made my jig I used 3 pieces of 3/4" ply-wood screwed
and glued together,-for the posts and cross-beam. Firm as a rock!
I did the same for the wing jig, but for the posts I used two old 2"x8"s I
had stored years earlier (from a demolished deck) and then laminated them
each side also with 3/4" ply wood strips.
It was very satisfying that when I was ready to remove the wings form the
jigs (I built both at the same time), releasing the rear spar clamps to the
jig showed no deflection of the plum-bobs whatsoever!
Cheers!!-----Happy Holidays!------Henry Hore---6-A,--
C-GELS
Message 13
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> RV-List message posted by: Sam Buchanan <sbuc@hiwaay.net>
I readily agree that the jury may still be out on the service life of
the cheap little batteries. No doubt a lot will depend on your
geographic location and whether or not your plane is sheltered in a
hangar.
I am located in the South where we get cold weather on a sporadic basis,
my plane is hangared, and I use a sump heater. This will probably
prolong the life of the battery in my plane. If I lived where I needed
to make frequent cold starts on a plane that is deep-frozen, a larger
battery would probably be a much better choice.
In my situation, the first time the little battery shows ANY signs of
weakening, it will be promptly replaced; it won't get the opportunity to
be jumped off two or three times. :-)
For clarification, the Panasonic I reference cost $36.95 at DigiKey. I
don't know the brand of the $18 battery available locally; we have a L-6
pilot who uses the $18 battery and he said the last one was serviceable
for three years.
Sam Buchanan
============================
Ken Stribling wrote:
>
> --> RV-List message posted by: "Ken Stribling" <ken@soundsuckers.com>
>
> I run the Panasonic in my plane for the last year and it ran fine last
> winter, but this winter is a different story. I have had to jump it 3 times
> and if I let it sit for more than 2 weeks it is totally dead. I have a new
> odyssey that I will install when I convert to Auto engine next month.
>
> Ken S. 6-A flying
> ----- Original Message -----
> From: "Doug Gray" <dgra1233@bigpond.net.au>
> To: <rv-list@matronics.com>
> Subject: Re: RV-List: re: battery
>
> > --> RV-List message posted by: Doug Gray <dgra1233@bigpond.net.au>
> >
> > >
> >
> > Sam is proposing the Panasonic LC-RD1217P which for $18 is a steal.
> >
> > I have downloaded the data for this battery and comparing it with the
> > Odyssey see one difference which may be significant to their relative
> > performance.
> >
> > The internal resistance of the Panasonic is 12 milliohm, the Odyssey 7
> > milliohm. The internal voltage drop and power dissipation (significant
> > during starting) within the Panasonic will be nearly double that of the
> > Odyssey.
> >
> > I would guess this would halve the useful life of the Panasonic in
> > comparison with the Odyssey. Time will tell and I would like to hear how
> > well the Panasonic does hold up. I was not planning to include a battery
> > in my onboard spares kit.
> >
> > Doug Gray
> > RV-6 fuse
> >
> > > Here are details of the little battery I retrofitted to my RV-6:
> > >
> > > http://home.hiwaay.net/~sbuc/journal/battery.htm
> > >
> > > The battery spins the O-320 just as well a "big" battery. One of our
> > > local flyers cranks the IO-360 in his RV-8 with a little battery as
> > > well.
> > >
> > > And...I can get the little battery locally for $18.00!!
> >
> > > > At the risk of starting a battery war.
> > > >
> > > > But here goes
> > > >
> > > > Does anybody have a good or bad experience with the Odessey model 680
> > > > turning a Lycoming 360??
> > > >
> >
Message 14
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Superior XP-360 |
--> RV-List message posted by: Scott Brumbelow <csbrumbelow@fedex.com>
I went to the XP-360 builders' forum at Oshkosh this year, intending to learn
and buy the kit. Long story short, Superior seems to be shying away from selling
kits to individuals. At the time, they would only sell the kits to you through
a
build shop (i.e., Mattituck, AeroSport Power, America's Aircraft Engines) with
the intent of at least making sure you had supervision while building.
At Oshkosh they were offering a "special" on the built up version that
essentially had it priced at the same level as the kit - which did NOT have any
special pricing. Thus, it was a no-brainer decision - buy the built-up version
for the same price as the kit! One other advantage that I had not previously
considered was that buying the built-up version also provided for having it test
run for a few hours. In hindsight, to me, that is a much better alternative than
trying to test run a kit built version myself.
For what it's worth, my price ended up being about $19,300 - which is about
$3,700 less than the equivalent pricing for a Lycoming through Vans. Superior
has reduced their prices since Oshkosh, and I have seen the "regular" advertised
price now at $19,900. I used America's Aircraft Engines for the build (they were
the ones working with Superior at Oshkosh) and have been more than happy with
them.
csb
rv6tc wrote:
> --> RV-List message posted by: "rv6tc" <rv6tc@earthlink.net>
>
> A year ago they (Superior) were selling the kit version of the XP-360 for
> $16,900. That didn't include accessories, but did include phone support
> from Mattituck. I guess there was a good market as they now sell the kit
> (SL-360) through Mattituck for $19,900. I was a potential buyer until they
> ratcheted up the price $3,000.
>
> Keith Hughes
> RV-6
> Denver
>
> ----- Original Message -----
> From: <Rv8forduane@aol.com>
> To: <rv-list@matronics.com>
> Subject: Re: RV-List: Superior XP-360
>
> > --> RV-List message posted by: Rv8forduane@aol.com
> >
> > Is there such a thing as a "engine kit" that can be assembled like the RV,
> > and if yes, what's the price difference?
> >
> > Duane
> > still dreaming
> >
> >
>
Message 15
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: alternative engines and Van's opinion |
--> RV-List message posted by: Charlie Kuss <chaskuss@bellsouth.net>
>
>>>Both Tracy Crook (RV-4 Mazda 13B over 1200 hrs) & Finn Lassen (RV-3 Mazda 13B
I
>>>think somewhere around 200 hrs) do acro all the time in their planes. Tracy
flys
>>>with 180 hp Lyc powered -4's at the same fuel burn, and his airframe is
>>>relatively 'dirty.'
>>>
>>>Charlie
>>>
>>>
>>
>>Charlie
>> Tracy is also VERY careful to perform only 1 and 2 G maneuvers with his 4. Most
PSRU manufacturers will tell you straight out that they did not design the
units to tolerate acro.
>>Charlie Kuss
>>
>>
>Tracy has no G limitation on the PSRU he sells other than recommendation
>to replace hub/output shaft regularily if doing hard (airshow)
>areobatics, just like the airshow performers replace their engines or
>crankshafts.
>
>But go to
>http://www.rotaryaviation.com/
>and send him an e-mail if you really want the correct info.
>
>Finn
Finn,
Sorry, poor wording. I didn't mean to imply that Tracy's PSRU was weak. In my
reply to Jerry Springer's comments, I mention that his PSRU is well designed.
Before he upgraded the output shaft size that may have been an issue. I certainly
would not attempt and acro with a Ross PSRU or quite a few of the PSRUs designed
for other automotive piston engined conversions.
Charlie
Message 16
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | A response from Van's own Tom Green to Doc's Rocket questions. |
Thanks Tom!!
--> RV-List message posted by: "Dr. Kevin P. Leathers" <DrLeathers@822heal.com>
----- Original Message -----
From: "Tom Green" <tomg@vansaircraft.com>
Subject: Re: More info please
> It simply is a question of volume. To design and test a new
> airframe for such an endeavor would cost a lot of money and the
> known sales volume perceived at this time would not be our best
> return... maybe in the future Van might do something like it but if
> we started tomorrow, it would take 2-3 years to go to market... fly
> safe, Tom at Van's
>
> Forwarded by: "Support" <support>
> Forwarded to: TOMG
> Date forwarded: Fri, 6 Dec 2002 06:16:19 -0800
> From: "Dr. Leathers" <DrLeathers@822heal.com>
> To: <info@vansaircraft.com>
> Subject: More info please
> Date sent: Thu, 5 Dec 2002 15:55:35 -0800
>
> Hello Gentlemen,
>
> I once wrote to ask if Van's would ever consider offering something
> in the vein of the F1 Rocket or Harmon Rocket. Perhaps an RV8
> designed to accept an IO540 powerplant.
>
> I got a single syllable answer, "NO"
>
> I'm trying to decide what to build. I'm a serious, well heeled buyer. I
> have been researching your aircraft and the others for over a year. I
> know that your quality is without question, so why are you not
> considering offering an ultra-8, so to speak? Van's could corner the
> entire market with something like that in your stable, right???
>
> What am I missing?
>
> DOC
>
>
Message 17
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternative Engine Questions |
--> RV-List message posted by: "Tracy Crook" <lors01@msn.com>
> --> RV-List message posted by: kempthornes <kempthornes@earthlink.net>
>
> At 10:20 AM 12/2/2002 -0800, Tedd wrote:
> >The question being
> >addressed is "can an auto engine be successfully converted for aircraft
use?"
>
> And the answer is a resounding "YES". Y'all got that? I'm sure you know
> of Bernie Pietenpol, Steve Wittman, Jeff Meyers and Tracy Crook. They all
> had/have airplanes powered by converted auto engines. We are always
> speaking of auto engines that have been converted or adapted. These
> people have demonstrated beyond all shadow of doubt that an auto engine
can
> power an aircraft to a landing point higher than the takeoff point.
>
> What is so different about an auto engine, physically? These guys all
used
> liquid cooled engines with radiators and plumbing as did the P51
> Mustang. The latter two had reduction drives - PSRUs - So did the
> Mustang, of course. Usually, the critical difference is weight. I
figured
> that if I put a Chevy V-6 in my airplane it would be like flying with a
> Young Eagle all the time. Hopefully, it wouldn't get airsick :-)
>
> What if we had a powerplant like the Mustang's for our RVs?
>
>
> K. H. (Hal) Kempthorne
> RV6-a N7HK flying!
> PRB (El Paso de Robles, CA)
Hi all,
Just found the time to join this list and would be happy to answer any and
all questions about the Mazda rotary as an alternative aircraft engine.
I've put about 1300 hours on my RV-4 with a Mazda 13B 2 rotor and have had
no signifigant problems with the core engine. Spent about a year designing
a gear drive to replace the Ross gear drive which did give me a few (but no
emergency landings).
The engine with all systems weighs about the same as an O - 320 and makes
slightly more power. Fuel burn is in the same ballpark at SL and seems to
have a slight advantage at higher altitudes. How clean (aerodynamicly) the
airplane is will make much more difference in fuel burn than which engine
you use.
I'm building an RV-8 powered with a 20B 3 Rotor & fixed pitch wood prop.
Power is about 260 HP and will weigh about the same as an IO - 360 with CS
prop. Figure I can make up the disadvantage of no CS prop with the extra 60
HP.
Tracy Crook
tcrook@rotaryaviation.com
www.rotaryaviation.com
Message 18
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> RV-List message posted by: "Elsa & Henry" <elsa-henry@darlor-watch.com>
This is for Canadian builders: ( sorry, other guys, but we also put-up with
all the ramblings re the Fed and AD's!)
In the days when I imported my kit, Canadian Customs did not collect
Provincial tax, only GST. I bought my engine out-of-province and they did
not charge provincial tax. Be advised that after my aircraft was registered
by TC, I got a friendly "reminder" from the Ontario sales tax people that
they had no record that sales tax was paid. ( As if it had been a an
aircraft purchase) Well, having all my procurement records, I advised them
that it was a home-built, but some sales tax had not been paid. I ended up
forking up C$ 3547.00, being strictly honest about it.
Cheers!!----Happy Holidays--- Henry Hore,
Bainsville, On, C-GELS
Message 19
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: alternative engines and Van's opinion |
--> RV-List message posted by: "Tracy Crook" <lors01@msn.com>
> Charlie Kuss wrote:
> > --> RV-List message posted by: Charlie Kuss <chaskuss@bellsouth.net>
> >
> >
> >>
> >>Both Tracy Crook (RV-4 Mazda 13B over 1200 hrs) & Finn Lassen (RV-3
Mazda 13B I
> >>think somewhere around 200 hrs) do acro all the time in their planes.
Tracy flys
> >>with 180 hp Lyc powered -4's at the same fuel burn, and his airframe is
> >>relatively 'dirty.'
> >>
> >>Charlie
> >
> >
> > Charlie
> > Tracy is also VERY careful to perform only 1 and 2 G maneuvers with his
4. Most PSRU manufacturers will tell you straight out that they did not
design the units to tolerate acro.
> > Charlie Kuss
> >
>
> When someone says that they have over 1200 hours on an auto engine I have
questions
> about the process. I know Tracy is an expert and I wish him all the best
in his
> quest for an alternative engine. Now the question is how many times has
the engine
> been apart in that 1200 hours? How many times have parts been replaced? Is
this just
> an install and run for 1200 hours? Or is it a continual upgrade? My guess
is and I
> could be wrong :) this engine has been apart several times. Anyone know
anythig
> different?... I just went and looked at Tracy's web site and it appears
that during
> this time there has been PSRU upgrades and replacements and even engine
changes.
> Total time on an airframe with an auto engines does not count. What is the
total time
> on the engine without major work is the question.
> Jerry
Excellent points from both of you Charlie & Jerry. I definitely agree
that the point about time between opening the engine up is a key parameter.
Ray Ward put over a thousand hours on a Chevy V8 but a tiny fraction of that
between changes & tearing down the engine. Also had several mechanical
failures of the core engine.
I put 856 hours on my first engine before opening it the first time. That
engine was a 'junk yard dog' with a minimal overhaul before installing in
the plane (apex seals & gaskets) which is the equivalent of slaping in a new
set of rings in a piston engine. A complete tear down and inspection was
done showing only about 30% of allowable wear on the apex seals (the fastest
wearing part in the engine). The wear on all other parts was not
measurable with one exception. The thrust bearing was severly worn due to
the thrust that the Ross gear drive put on the crank shaft. The RWS
Redrive that replaced the Ross has its own thrust bearing so this will not
be a problem in the future.
Engine builder Bruce Turrentine offered to build me a zero timed engine for
cost of parts only just to get the exposure so I took him up on the offer.
Otherwise, I could have continued to use the old engine after replacing the
thrust bearing. The new engine has performed flawlessly for 400+ hours
except for a broken tension bolt which I found & replaced at the Waco RV
Fly-in. earlier this year.
Charlie slightly overstated my conservative aerobatic G limit. I pull about
3.5 G during loop entry and limit myself to 4 G in any maneuver. This is my
personal limit and has nothing to do with the plane or redrive. Bruce Moore
at American Top Gun gave me my aerobatic instruction during which I found
that I start graying out at slightly over 5 G. Call me a wuss. I have no
inverted oil system so I avoid anything more than momentary negitive G. I
usually only pull slightly over 1.5 G during rolls (big barrel type usually)
only because I like to make them last as long as possible. French
Connection rather than Sean Tucker is my style.
Tracy Crook
tcrook@rotaryaviation.com
www.rotaryaviation.com
Message 20
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Avery tach drive cover |
--> RV-List message posted by: czechsix@juno.com
Guys,
I just got the Avery Tools' tach drive cover since I've got dual Lightspeeds and
get my RPM sensing directly from the ignition units. The cover doesn't have
any kind of gasket with it....does anyone know if I should make one or is there
no significant oil present at the tach drive opening?
Generally I've had outstanding quality and service from Avery but if I had to do
it over, I'd probly go to the hardware store and make my own tach drive cover....it
doesn't look like it's worth $7.50 to me...
--Mark Navratil
Cedar Rapids, Iowa
RV-8A N2D sanding fiberglass...
Message 21
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: alternative engines and Van's opinion |
--> RV-List message posted by: Tedd McHenry <tedd@vansairforce.org>
> --> RV-List message posted by: Charlie Kuss <chaskuss@bellsouth.net>
>
> One point no one else has brought up yet in this discussion, is the fact that
MOST auto engine conversions have only one ignition source.
Not having surveyed the field, I'm not prepared to say that most do, but there
may be more redundancy in auto conversion ignitions than you're allowing for.
For example, Eggenfellner uses dual-redundant power sources which, in
conjunction with the internal redundancy of the stock Subaru ignition system
make for a very redundant system. In V6 or V8 conversions it's simple to have
two fully-independent systems firing different sets of cylinders, which still
gives you good performance after complete failure of one system. The Falconer
V12 uses that approach. I don't know how common it is with "home brewed"
conversions, but it's simple to do.
The important thing is to get redundancy up to the plug and lead, which is easy
to do in any installation. Failure of one plug or lead is (a) low probability
and (b) non-critical (except, perhaps, during a short-field take-off at high
weight or density altitude). Plugs don't foul or fail in auto-based systems as
frequently as they do in Lycomings because of the longer, hotter, cleaner
spark, and less need to use excess fuel for cooling during high power settings.
But I agree that the Mazda rotaries have a small advantage in having dual plugs
per chamber. The biggest reliability advantage of the rotaries, though, is
that they will run indefinitely (at 50 percent power) with no coolant.
Catastrophic loss of coolant in a piston engine would give you much less time
to get back on the ground safely.
Tedd McHenry
Surrey, BC
-6 wings
Message 22
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> RV-List message posted by: Tedd McHenry <tedd@vansairforce.org>
> --> RV-List message posted by: "Elsa & Henry" <elsa-henry@darlor-watch.com>
>
> In the days when I imported my kit, Canadian Customs did not collect
> Provincial tax, only GST.
When I imported my wing kit Customs required me to pay the provincial tax. I
think they've aligned those systems more in recent years (perhaps part of the
sales tax "harmonization" program).
I'd also like to extend a hearty thank you to all the Alberta members of this
list for not rubbing the rest of our noses in the fact that they don't pay
sales tax.
do not archive
Tedd McHenry
Surrey, BC
- wings
Message 23
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | alternative engines and Van's opinion |
--> RV-List message posted by: "Bartrim, Todd" <sbartrim@mail.canfor.ca>
> -----Original Message-----
> From: Jerry Springer [SMTP:jsflyrv@earthlink.net]
> Sent: Thursday, December 05, 2002 9:47 PM
> To: rv-list@matronics.com
> Subject: Re: RV-List: alternative engines and Van's opinion
>
> When someone says that they have over 1200 hours on an auto engine I have
> questions
> about the process. I know Tracy is an expert and I wish him all the best
> in his
> quest for an alternative engine. Now the question is how many times has
> the engine
> been apart in that 1200 hours? How many times have parts been replaced? Is
> this just
> an install and run for 1200 hours? Or is it a continual upgrade? My guess
> is and I
> could be wrong :) this engine has been apart several times. Anyone know
> anythig
> different?... I just went and looked at Tracy's web site and it appears
> that during
> this time there has been PSRU upgrades and replacements and even engine
> changes.
> Total time on an airframe with an auto engines does not count. What is the
> total time
> on the engine without major work is the question.
> Jerry
>
>
Hi Jerry;
I think by nature it would be difficult for an experimenter such as
Tracy to accumulate 2000 hours on an engine without modification due to an
overwhelming desire to continually improve on it. A builder that is driven
to build his own conversion engine is also motivated to and skilled enough
(hopefully) to continually be looking for ways to improve on it. This makes
it difficult to achieve the high hours that you rightfully desire to see.
Consider that the cost for each of these early (and often
unnecessary) rebuilds is far less than the replacement cost for a cylinder,
which I'm told is not uncommon, and correct me if I'm wrong, but replacement
of a cylinder doesn't count towards TBO time?
As more FWF packages from Eggenfeller, Powersport and others become
more common, this is where we will begin to get a better idea of TBO on
these engines, as these purchasers of packages are less inclined to
"tinker".
I do recall reading somewhere about a gyrocopter at a school in
Arizona that has accumulated 6000 ? hours, without rebuild. Sorry but I
can't recall the details on this, maybe someone else can provide more info
on it.
S. Todd Bartrim
Turbo 13B rotary powered
RX-9endurance (FWF)
C-FSTB (reserved)
http://www3.telus.net/haywire/RV-9/C-FSTB.htm
"Many of life's failures are people who did not realize how close
they were to success when they gave up"
Thomas A. Edison
<!DOCTYPE HTML PUBLIC "-//W3C//DTD HTML 3.2//EN">
<META NAME"Generator" CONTENT"MS Exchange Server version 5.5.2653.12">
RE: RV-List: alternative engines and Van's opinion
-----Original Message-----
From: Jerry Springer [SMTP:jsflyrv@earthlink.net]
Subject: Re: RV-List: alternative engines and Van's opinion
When someone says that they have over 1200 hours on an auto engine I have questions
about the process. I know Tracy is an expert and I wish him all the best in his
quest for an alternative engine. Now the question is how many times has the engine
been apart in that 1200 hours? How many times have parts been replaced? Is this
just
an install and run for 1200 hours? Or is it a continual upgrade? My guess is and
I
could be wrong :) this engine has been apart several times. Anyone know anythig
different?... I just went and looked at Tracy's web site and it appears that during
this time there has been PSRU upgrades and replacements and even engine changes.
Total time on an airframe with an auto engines does not count. What is the total
time
on the engine without major work is the question.
Jerry
Hi Jerry;
I think by nature it would be difficult for an experimenter such as Tracy to accumulate
2000 hours on an engine without modification due to an overwhelming
desire to continually improve on it. A builder that is driven to build his own
conversion engine is also motivated to and skilled enough (hopefully) to continually
be looking for ways to improve on it. This makes it difficult to achieve
the high hours that you rightfully desire to see.
Consider that the cost for each of these early (and often unnecessary) rebuilds
is far less than the replacement cost for a cylinder, which I'm told is not
uncommon, and correct me if I'm wrong, but replacement of a cylinder doesn't count
towards TBO time?
As more FWF packages from Eggenfeller, Powersport and others become more common,
this is where we will begin to get a better idea of TBO on these engines, as
these purchasers of packages are less inclined to tinker.
I do recall reading somewhere about a gyrocopter at a school in Arizona that has
accumulated 6000 ? hours, without rebuild. Sorry but I can't recall the details
on this, maybe someone else can provide more info on it.
S. Todd Bartrim
Turbo 13B rotary powered
RX-9endurance (FWF)
C-FSTB (reserved)
<A HREF"http://www3.telus.net/haywire/RV-9/C-FSTB.htm" TARGET"_blank">http://www3.telus.net/haywire/RV-9/C-FSTB.htm
Many of life's failures are people who did not realize how close they were to
success when they gave up
Thomas A. Edison
Message 24
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> RV-List message posted by: "John" <n1cxo320@salidaco.com>
Yes, Tom, I have a suggestion (tho' not practical for you I suspect) - come
to Colorado...aircraft parts and kits are not taxable...about 10 years ago
the state tried to get United to move their overhaul base to Denver and they
passed the "no tax on aircraft parts" law as an inducement for UAL to come
here...they didn't, but the law remains on the books. No tax at all on my
Rv6A.
John at Salida, CO
----- Original Message -----
From: "Tom Brandon" <tbrandon@shaw.ca>
Subject: RV-List: Taxes!
> --> RV-List message posted by: Tom Brandon <tbrandon@shaw.ca>
>
> Hi Terence:
> This is Tom Brandon back with you, the American building an RV7A on
> Vancouver Island. I just found out some bad news today. It seems I'm going
> to have to pay the Canadian Government $6,000 or $7,000 in taxes for the
> privilege of building up here. I'm going to have to pay PST & GST on the
kit
> I import. Are any of of your members tax lawyers? Can you give us any
> advice? Darren & I are trying to find out if it's a mistake, but so far,
no
> luck.
> Thanks
> Tom Brandon
>
>
Message 25
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: alternative engines and Van's opinion |
--> RV-List message posted by: "Jim Jewell" <jjewell@telus.net>
Hi Tedd,
Add to this that if a failure of the combustion chamber seals takes place
the rotary will still produce some measure of useful power. In this
condition I'm told that the engine will not re-start once shut down. I am
not sure as to the amount of power the engine will continue to produce
because I have no first hand experiance in this regard. Perhaps someone can
provide some more information on this theoretical engine condition.
Jim in kelowna
info in archives do not archive
----- Original Message -----
From: "Tedd McHenry" <tedd@vansairforce.org>
Subject: Re: RV-List: alternative engines and Van's opinion
> --> RV-List message posted by: Tedd McHenry <tedd@vansairforce.org>
>
> > --> RV-List message posted by: Charlie Kuss <chaskuss@bellsouth.net>
> >
> > One point no one else has brought up yet in this discussion, is the
fact that MOST auto engine conversions have only one ignition source.
>
> Not having surveyed the field, I'm not prepared to say that most do, but
there
> may be more redundancy in auto conversion ignitions than you're allowing
for.
> For example, Eggenfellner uses dual-redundant power sources which, in
> conjunction with the internal redundancy of the stock Subaru ignition
system
> make for a very redundant system. In V6 or V8 conversions it's simple to
have
> two fully-independent systems firing different sets of cylinders, which
still
> gives you good performance after complete failure of one system. The
Falconer
> V12 uses that approach. I don't know how common it is with "home brewed"
> conversions, but it's simple to do.
>
> The important thing is to get redundancy up to the plug and lead, which is
easy
> to do in any installation. Failure of one plug or lead is (a) low
probability
> and (b) non-critical (except, perhaps, during a short-field take-off at
high
> weight or density altitude). Plugs don't foul or fail in auto-based
systems as
> frequently as they do in Lycomings because of the longer, hotter, cleaner
> spark, and less need to use excess fuel for cooling during high power
settings.
>
> But I agree that the Mazda rotaries have a small advantage in having dual
plugs
> per chamber. The biggest reliability advantage of the rotaries, though,
is
> that they will run indefinitely (at 50 percent power) with no coolant.
> Catastrophic loss of coolant in a piston engine would give you much less
time
> to get back on the ground safely.
>
> Tedd McHenry
> Surrey, BC
> -6 wings
>
>
Message 26
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> RV-List message posted by: SportAV8R@aol.com
In a message dated 12/06/2002 1:54:50 PM Eastern Standard Time,
n1cxo320@salidaco.com writes:
> about 10 years ago
> the state tried to get United to move their overhaul base to Denver and
> they
> passed the "no tax on aircraft parts" law as an inducement for UAL to come
> here...they didn't, but the law remains on the books.
And you can buy a share of that great airline today for 83 cents!
Any takers?
do not archive
Message 27
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: alternative engines and Van's opinion |
--> RV-List message posted by: Charlie and Tupper England <cengland@netdoor.com>
Jim Jewell wrote:
> --> RV-List message posted by: "Jim Jewell" <jjewell@telus.net>
>
> Hi Tedd,
>
> Add to this that if a failure of the combustion chamber seals takes place
> the rotary will still produce some measure of useful power. In this
> condition I'm told that the engine will not re-start once shut down. I am
> not sure as to the amount of power the engine will continue to produce
> because I have no first hand experiance in this regard. Perhaps someone can
> provide some more information on this theoretical engine condition.
>
> Jim in kelowna
>
You are correct about continued running with loss of apex sealing. It's common
for the cars to have stuck seals due to carbon, brought on by running at very
low power levels. Compression will be unmeasurable. Removal of a spark plug & a
dose of auto transmission fluid in the combustion chambers will supply enough
compression to get the engine running again. Once running, it will usually shake
the seals loose for another few months of operation.
Broken apex seals will cause major damage to the housings, but breakage is
extremely rare unless the engine is severely overboosted to the point of
detonation. And the engine will continue to run until you shut it off.
I have personal experience with a car that ran on the highway at 65-75mph for
around 20 mi with no coolant. Obviously not the high power levels required in a
plane, but an RV would almost certainly fly at that power level. It quit when I
stopped to turn in my driveway. I actually got it to restart after that,
thinking it was stuck seals again. It continued to run at idle for around 15
minutes before I discovered the coolant loss & shut it off. When I tried to top
off the coolant, it poured out of the water pump, radiator, and flooded the
rotor housings (equivalant to the cylinders).
There have been at least a couple of cases where a/c had complete coolant loss
&
carried the pilot back to the airport.
Charlie
Message 28
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Single Strobe Power Supply Source? |
--> RV-List message posted by: DvdBock@aol.com
Has anyone found an acceptable, reasonably-priced Strobe Power Supply Source
for single tail strobe? I have searched archives w/o success for alternative
source. Thanks for your help.
Message 29
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: alternative engines and Van's opinion |
--> RV-List message posted by: Jerry Springer <jsflyrv@earthlink.net>
Tracy, thanks for a current and informative update.
Jerry
Tracy Crook wrote:
> --> RV-List message posted by: "Tracy Crook" <lors01@msn.com>
>
>>Charlie Kuss wrote:
>>
>>>--> RV-List message posted by: Charlie Kuss <chaskuss@bellsouth.net>
>>>
>>>
>>>>Both Tracy Crook (RV-4 Mazda 13B over 1200 hrs) & Finn Lassen (RV-3
>>>
> Mazda 13B I
>
>>>>think somewhere around 200 hrs) do acro all the time in their planes.
>>>
> Tracy flys
>
>>>>with 180 hp Lyc powered -4's at the same fuel burn, and his airframe is
>>>>relatively 'dirty.'
>>>>
>>>>Charlie
>>>
>>>
>>>Charlie
>>> Tracy is also VERY careful to perform only 1 and 2 G maneuvers with his
>>
> 4. Most PSRU manufacturers will tell you straight out that they did not
> design the units to tolerate acro.
>
>>>Charlie Kuss
>>>
>>
>>When someone says that they have over 1200 hours on an auto engine I have
>
> questions
>
>>about the process. I know Tracy is an expert and I wish him all the best
>
> in his
>
>>quest for an alternative engine. Now the question is how many times has
>
> the engine
>
>>been apart in that 1200 hours? How many times have parts been replaced? Is
>
> this just
>
>>an install and run for 1200 hours? Or is it a continual upgrade? My guess
>
> is and I
>
>>could be wrong :) this engine has been apart several times. Anyone know
>
> anythig
>
>>different?... I just went and looked at Tracy's web site and it appears
>
> that during
>
>>this time there has been PSRU upgrades and replacements and even engine
>
> changes.
>
>>Total time on an airframe with an auto engines does not count. What is the
>
> total time
>
>>on the engine without major work is the question.
>>Jerry
>
>
> Excellent points from both of you Charlie & Jerry. I definitely agree
> that the point about time between opening the engine up is a key parameter.
> Ray Ward put over a thousand hours on a Chevy V8 but a tiny fraction of that
> between changes & tearing down the engine. Also had several mechanical
> failures of the core engine.
>
> I put 856 hours on my first engine before opening it the first time. That
> engine was a 'junk yard dog' with a minimal overhaul before installing in
> the plane (apex seals & gaskets) which is the equivalent of slaping in a new
> set of rings in a piston engine. A complete tear down and inspection was
> done showing only about 30% of allowable wear on the apex seals (the fastest
> wearing part in the engine). The wear on all other parts was not
> measurable with one exception. The thrust bearing was severly worn due to
> the thrust that the Ross gear drive put on the crank shaft. The RWS
> Redrive that replaced the Ross has its own thrust bearing so this will not
> be a problem in the future.
>
> Engine builder Bruce Turrentine offered to build me a zero timed engine for
> cost of parts only just to get the exposure so I took him up on the offer.
> Otherwise, I could have continued to use the old engine after replacing the
> thrust bearing. The new engine has performed flawlessly for 400+ hours
> except for a broken tension bolt which I found & replaced at the Waco RV
> Fly-in. earlier this year.
>
> Charlie slightly overstated my conservative aerobatic G limit. I pull about
> 3.5 G during loop entry and limit myself to 4 G in any maneuver. This is my
> personal limit and has nothing to do with the plane or redrive. Bruce Moore
> at American Top Gun gave me my aerobatic instruction during which I found
> that I start graying out at slightly over 5 G. Call me a wuss. I have no
> inverted oil system so I avoid anything more than momentary negitive G. I
> usually only pull slightly over 1.5 G during rolls (big barrel type usually)
> only because I like to make them last as long as possible. French
> Connection rather than Sean Tucker is my style.
>
> Tracy Crook
> tcrook@rotaryaviation.com
> www.rotaryaviation.com
>
>
Message 30
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | RE: RV-List Digest: 44 Msgs - 12/05/02 |
--> RV-List message posted by: "Lucky Macy" <luckymacy@earthlink.net>
Time: 02:55:02 PM PST US
From: Charlie and Tupper England <cengland@netdoor.com>
Subject: Re: RV-List: alternative engines and Van's opinion
-
>
You need to get out more, Lucky. ;-)
Both Tracy Crook (RV-4 Mazda 13B over 1200 hrs) & Finn Lassen (RV-3 Mazda
13B I
think somewhere around 200 hrs) do acro all the time in their planes. Tracy
flys
with 180 hp Lyc powered -4's at the same fuel burn, and his airframe is
relatively 'dirty.'
Charlie
Charlie, you are quite the clown and you couldn't be any further off if you
tried comparing these guys to what Lycoming "demos" with their 320, 360 and
540 every day at IAC meets and airshows. ;-)
Wake me up when there are some Pitts, G-200s, etc flying around with
"alternative" engines (M-14P Stinker Pitts NOT included though a radail
powered, round cowl RV-8 could be WAY cool!).
lucky
Message 31
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Single strobe power supply |
--> RV-List message posted by: Oldsfolks@aol.com
Check <strobesnmore.com > .They have a bunch of this stuff .
Click on "Power Supplies" I got my four strobes and power supply with four
cables for $199 . ( Whelen )
Bob Olds RV-4 , N1191X
Charleston,Arkansas
Message 32
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Avery Tach Drive Cover |
--> RV-List message posted by: Oldsfolks@aol.com
We got a tach drive cover from A/C S for my friends RV-6A . $14 I think.
It had an " O " ring inside to seal against the face of the drive housing.
Count your blessings and buy a two-bit " O " ring .
Bob Olds RV-4 , N1191X
Charleston,Arkansas
Message 33
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
12/06/2002 04:19:05 PM,
Serialize complete at 12/06/2002 04:19:05 PM
--> RV-List message posted by: Scott.Fink@Microchip.com
Also some here:
http://batfinks.home.mchsi.com/rv/rv.html
Scott
Bobby Hester <bhester@apex.net>
Sent by: owner-rv-list-server@matronics.com
12/05/2002 08:03 PM
Please respond to rv-list
To: rv-list@matronics.com
cc:
Subject: Re: RV-List: jig
--> RV-List message posted by: Bobby Hester <bhester@apex.net>
T Bronson wrote:
>--> RV-List message posted by: "T Bronson" <bipetype@hotmail.com>
>
>Hi folks,
>
>Anyone out there have a few pictures of a wing/empennage jig that they
can
>e-mail to me, or have pix on a web site? Thanks.
>
>bipetype@hotmail.com
>
>Tim
>Pittsburgh
>
>do not archive
>
>
>
Check my site, I have some that might help!
--
Surfing the Web from Hopkinsville, KY
Visit my web site at: http://www.geocities.com/hester-hoptown/RVSite/
RV7A Working on the wings :-)
Message 34
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> RV-List message posted by: Jim Oke <wjoke@shaw.ca>
Canadian builders would be well advised to keep all those bits of paper from
the border and other locations where they have paid taxes on RV related
purchases - even the nickle and dime stuff. These will be useful later on
when you register your creation. The Feds will advise your friendly
provincial tax collector that you have recently registered an aircraft and
you will receive a letter requesting the value of your "purchase" and
payment of the applicable provincial taxes. Writing back to the effect that
the aircraft was assembled from parts and enclosing proof that taxes have
already been paid on said parts should get them off your case and establish
the tax-legal status of your RV.
Jim Oke
RV-6A (wings going on tomorrow hopefully)
Winnipeg, MB
----- Original Message -----
From: "Tedd McHenry" <tedd@vansairforce.org>
Subject: Re: RV-List: Taxes!
> --> RV-List message posted by: Tedd McHenry <tedd@vansairforce.org>
>
> > --> RV-List message posted by: "Elsa & Henry"
<elsa-henry@darlor-watch.com>
> >
> > In the days when I imported my kit, Canadian Customs did not collect
> > Provincial tax, only GST.
>
> When I imported my wing kit Customs required me to pay the provincial tax.
I
> think they've aligned those systems more in recent years (perhaps part of
the
> sales tax "harmonization" program).
>
> I'd also like to extend a hearty thank you to all the Alberta members of
this
> list for not rubbing the rest of our noses in the fact that they don't pay
> sales tax.
>
> do not archive
>
> Tedd McHenry
> Surrey, BC
> - wings
>
>
Message 35
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Avery tach drive cover |
--> RV-List message posted by: Jerry Springer <jsflyrv@earthlink.net>
czechsix@juno.com wrote:
> --> RV-List message posted by: czechsix@juno.com
>
> Guys,
>
> I just got the Avery Tools' tach drive cover since I've got dual Lightspeeds
and get my RPM sensing directly from the ignition units. The cover doesn't have
any kind of gasket with it....does anyone know if I should make one or is there
no significant oil present at the tach drive opening?
>
> Generally I've had outstanding quality and service from Avery but if I had to
do it over, I'd probly go to the hardware store and make my own tach drive cover....it
doesn't look like it's worth $7.50 to me...
>
> --Mark Navratil
> Cedar Rapids, Iowa
> RV-8A N2D sanding fiberglass...
>
Lets see, time to get into car drive to store burning gas walk around store finding
what you need driving home and building it to fit. Hmmm $7.50 seems pretty cheap.
:-)
Jerry
do not archive
Message 36
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: alternative engines and Van's opinion |
--> RV-List message posted by: kempthornes <kempthornes@earthlink.net>
At 03:00 PM 12/6/2002 -0600, you wrote:
>--> RV-List message posted by: Charlie and Tupper England
><cengland@netdoor.com>
>
>I have personal experience with a car that ran on the highway at 65-75mph for
>around 20 mi with no coolant.
My RX-7's all have a low coolant sensor that squeals like a stuck pig when
it is low.
Message 37
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: for sale O 320 E3D |
--> RV-List message posted by: Rquinn1@aol.com
Terry, I looked in my Vans catalog and you are right the bolt size is in the
model number you sent, however it is a 3/8" and I need a 7/16". I also need
a spinner kit. If Bruce does decide to break up the set I will be
interested.
We are getting along great. Thanks for asking.
Rollie & Rod
Message 38
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Avery tach drive cover |
--> RV-List message posted by: "Mike Robertson" <mrobert569@hotmail.com>
Mark,
You should not need a gasket. Screw it on tight and have a good day.
Mike Robertson
Do Not Archive
>From: czechsix@juno.com
>Reply-To: rv-list@matronics.com
>To: rv-list@matronics.com
>Subject: RV-List: Avery tach drive cover
>Date: Fri, 6 Dec 2002 18:11:08 GMT
>
>--> RV-List message posted by: czechsix@juno.com
>
>Guys,
>
>I just got the Avery Tools' tach drive cover since I've got dual
>Lightspeeds and get my RPM sensing directly from the ignition units. The
>cover doesn't have any kind of gasket with it....does anyone know if I
>should make one or is there no significant oil present at the tach drive
>opening?
>
>Generally I've had outstanding quality and service from Avery but if I had
>to do it over, I'd probly go to the hardware store and make my own tach
>drive cover....it doesn't look like it's worth $7.50 to me...
>
>--Mark Navratil
>Cedar Rapids, Iowa
>RV-8A N2D sanding fiberglass...
>
>
The new MSN 8: smart spam protection and 2 months FREE*
Message 39
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Single strobe power supply |
--> RV-List message posted by: kempthornes <kempthornes@earthlink.net>
At 06:06 PM 12/6/2002 -0500, you wrote:
>--> RV-List message posted by: Oldsfolks@aol.com
>
>Check <strobesnmore.com > .They have a bunch of this stuff .
>Click on "Power Supplies" I got my four strobes and power supply with four
>cables for $199 . ( Whelen )
You got the 60 watt - the 90 watt are $50 more. Do these meet FAA
requirements for an RVn?
K. H. (Hal) Kempthorne
RV6-a N7HK flying!
PRB (El Paso de Robles, CA)
Message 40
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> RV-List message posted by: "Dr. Kevin P. Leathers" <DrLeathers@822heal.com>
Hey Guys,
Is anyone out there a CFI with his own RV6 or7 in Arlington, WA, Harvey Field (Snohomish
WA) or Paine Field (Everett WA) or other close by field. I'm looking
for some transition hours, or maybe just someone who wants to share gas expenses
occasionally while I build my RV.
DOC
Message 41
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: RE: RV-List Digest: 44 Msgs - 12/05/02 |
--> RV-List message posted by: Tedd McHenry <tedd@vansairforce.org>
> Wake me up when there are some Pitts, G-200s, etc flying around with
> "alternative" engines
Wake up, you're on the wrong listserver!
Tedd McHenry
Surrey, BC
-6 wings
Message 42
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Straight and level acro!!! |
--> RV-List message posted by: "Rob W M Shipley" <Rob@RobsGlass.com>
"Tracy is also VERY careful to perform only 1 and 2 G maneuvers with his 4. "
Surely you jest - "1G acro". ;-)
Rob
Rob W M Shipley.
RV9A fuselage. N919RV resvd.
Message 43
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Avery tach drive cover |
--> RV-List message posted by: "Larry Bowen" <Larry@BowenAero.com>
Mine, from Orndorf's, didn't have a gasket either. It might be the same
as Avery's...
-
Larry Bowen
Larry@BowenAero.com
http://BowenAero.com
Do not archive
> -----Original Message-----
> From: owner-rv-list-server@matronics.com
> [mailto:owner-rv-list-server@matronics.com] On Behalf Of Mike
> Robertson
> Sent: Friday, December 06, 2002 7:32 PM
> To: rv-list@matronics.com
> Subject: Re: RV-List: Avery tach drive cover
>
>
> --> RV-List message posted by: "Mike Robertson"
> <mrobert569@hotmail.com>
>
> Mark,
>
> You should not need a gasket. Screw it on tight and have a good day.
>
> Mike Robertson
>
> Do Not Archive
>
>
> >From: czechsix@juno.com
> >Reply-To: rv-list@matronics.com
> >To: rv-list@matronics.com
> >Subject: RV-List: Avery tach drive cover
> >Date: Fri, 6 Dec 2002 18:11:08 GMT
> >
> >--> RV-List message posted by: czechsix@juno.com
> >
> >Guys,
> >
> >I just got the Avery Tools' tach drive cover since I've got dual
> >Lightspeeds and get my RPM sensing directly from the
> ignition units. The
> >cover doesn't have any kind of gasket with it....does anyone
> know if I
> >should make one or is there no significant oil present at
> the tach drive
> >opening?
> >
> >Generally I've had outstanding quality and service from
> Avery but if I
> >had
> >to do it over, I'd probly go to the hardware store and make
> my own tach
> >drive cover....it doesn't look like it's worth $7.50 to me...
> >
> >--Mark Navratil
> >Cedar Rapids, Iowa
> >RV-8A N2D sanding fiberglass...
> >
> >
>
>
> The new MSN 8: smart spam protection and 2 months FREE*
>
>
> ===========
> ==========
> Matronics Forums.
> ==========
> List members.
> ==========
> ==========
>
>
>
Message 44
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: alternative engines and Van's opinion |
--> RV-List message posted by: Charlie and Tupper England <cengland@netdoor.com>
kempthornes wrote:
> --> RV-List message posted by: kempthornes <kempthornes@earthlink.net>
>
> At 03:00 PM 12/6/2002 -0600, you wrote:
>
>>--> RV-List message posted by: Charlie and Tupper England
>><cengland@netdoor.com>
>>
>>I have personal experience with a car that ran on the highway at 65-75mph for
>>around 20 mi with no coolant.
>
>
> My RX-7's all have a low coolant sensor that squeals like a stuck pig when
> it is low.
>
Unfortunately, coolant in the catch can won't cool the engine. Knowing that the
'pig' squealed when coolant got low lulled me into a false sense of security.
When the plastic header tank on the radiator cracked, there was still plenty of
water in the catch can to keep the pig quiet. No reason to watch for little red
lights when you've got a squealling pig to alert you, right?
Charlie
Message 45
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | RV 7A Quickbuild fuse and wings for sale |
--> RV-List message posted by: "Doug Weiler" <dougweil@pressenter.com>
Fellow Listers:
One of our members has a RV-7A quickbuild still in the crate (and still at the
truck terminal in Minneapolis) that is available for quick sale. Here's a chance
to get a RV-7A QB NOW!! Give Mike a call below..
Thanks
Doug Weiler
pres MN Wing
---------
----- Original Message -----
From: MGo8785265@aol.com
Subject: RV 7A Quickbuild fuse and wings for sale
Doug,
RV-7A quickbuild (wing and fuselage) for sale. I has just arrived and still in
the crates. My wife says either the plane or I go and unfortunately I think she's
serious this time. If you could list it for sale or let me know how I would
appreciate it.
Thanks,
Mike Gordon
3832 Pine Lane
Minnetonka, MN 55345
952 930-0682 (H)
612 278-3598 (W)
Message 46
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Seawind accident. |
--> RV-List message posted by: "Rob W M Shipley" <Rob@RobsGlass.com>
It was with great sorrow I read this in this week's AOPA news.
BUSH PILOT DIES IN ACCIDENT
Tim Johnson, 66, a former pilot and mechanic for missionaries in South
America who was featured in the November issue of "AOPA Pilot," died
November 30 while conducting a test flight of a Seawind aircraft, according
to newspaper reports. Also killed in the crash was Fred Caron, 63, owner
of the Seawind, according to a report in "The Seattle Times." The aircraft
crashed 7 miles north of the Arlington Municipal Airport in Arlington,
Washington. Witnesses reported hearing the engine sputter before the
aircraft crashed, the newspaper reported. In the 1960s Johnson flew for
the Jungle and Aviation Radio Service, now known as JAARS, and was a demo
pilot for GlaStar and Glasair aircraft.
I'm not sure how many on the list knew Tim. I was lucky enough to meet him two
years ago at Arlington where he took me for a test flight in the factory GlaStar.
A really nice man.
I didn't know Fred but I would like to extend my sympathies and best wishes to
his family and friends as well as Tim's.
It's sad to read this news.
Fly safe everyone.
Rob
Rob W M Shipley.
RV9A fuselage. N919RV resvd.
Message 47
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Rockets vs Van's |
--> RV-List message posted by: Terry Burks <tburks2@knology.net>
Bob,
The F1 Rocket looks like a great airplane. How does the F1 kit compare to Van's
pre-punched kits (especially the empennage)?
>"Bob Japundza" <Bob.Japundza@realmed.com> wrote:
>
> The HR2 or the F1, on the other hand, are designed for the big engines and their
airframes are beefed
> up accordingly, and there's a lot less homework involved.
>F1 QB under const.
Terry Burks
RV8 QB Empennage
Huntsville, AL
Message 48
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: alternative engines and Van's opinion |
--> RV-List message posted by: Charlie Kuss <chaskuss@bellsouth.net>
>snipped
>> > Charlie
>> > Tracy is also VERY careful to perform only 1 and 2 G maneuvers with his
>4. Most PSRU manufacturers will tell you straight out that they did not
>design the units to tolerate acro.
>> > Charlie Kuss
>> >
>snipped
>Charlie slightly overstated my conservative aerobatic G limit. I pull about
>3.5 G during loop entry and limit myself to 4 G in any maneuver. This is my
>personal limit and has nothing to do with the plane or redrive.
Tracy,
Thanks for stopping by and correcting my erroneous "guesstimate"
Charlie Kuss
Message 49
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Avery tach drive cover |
--> RV-List message posted by: "Alex Peterson" <alexpeterson@usjet.net>
No gasket is apparently needed. My cover bailed out somewhere, and
nothing seems to be leaking. I now wonder just what the cover is
supposed to do...
Alex Peterson
Maple Grove, MN
RV6-A N66AP 236 hours, last 100 or so without a tach cover...
www.usfamily.net/web/alexpeterson
> Guys,
>
> I just got the Avery Tools' tach drive cover since I've got
> dual Lightspeeds and get my RPM sensing directly from the
> ignition units. The cover doesn't have any kind of gasket
> with it....does anyone know if I should make one or is there
> no significant oil present at the tach drive opening?
>
> Generally I've had outstanding quality and service from Avery
> but if I had to do it over, I'd probly go to the hardware
> store and make my own tach drive cover....it doesn't look
> like it's worth $7.50 to me...
Message 50
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> RV-List message posted by: "Norman" <nhunger@sprint.ca>
Re - Tip Up canopy Targa Strip I'm looking for some opinions on any of the
ways I plan on finishing my canopy.
I am almost ready to attach my canopy bubble to the frame. I found I needed four
tabs accros the front to hold it down evenly. I made the tabs out of scrap 040
and will hold each one down with two LP4-3 pop rivets. Any one see any problems
with that plan?
I do not have the front holes drilled in the Plexi on the side frames. The Plexi
seems to not have any bulging qualities there so I want to drill the last hole
on each side. Problem is I've read too many times where that's the spot that
RV6 builders have had their canopies crack. What shound I do? Mine look like
they won't be making the Plexi change at all.
And do I make these holes 3/16 after countersinking? So big for movement?
Targa Strip - to do or not to do. I've decided to do one for two reasons. First,
they have to be better at keeping the rain out when the aircraft is parked outside
in the rain. I live in Vancouver so that one is a no brainer. Second, I'm
assuming that they can be sealed better in flight as well.
Who has links on pictures to some examples? I am currious as to how thick they
end up and how they end at the lower edges.
I am going to try an use the window as a mold by taping it up with masking tape,
liberal mold release agent, then I'll do 3 or 4 layers of staggered cloth. I
will peel it off for edge finishing, then install onto freshly roughed up plexi.
I will epoxy it down and use every second hole in the canopy frame. I plan
on using the soft alum 1/8 canopy rivets along the rear edge of the main canopy
Plexi. I'll leave out every second one to be done with the targa strip.
The front fiberglass fairing - did most guys do this right on the Plexi without
the mold release? or is this one done as a separate piece too?
HELP!
I need direction!
Norman Hunger
RV6A Delta BC
Do not archive
Message 51
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | inspection good experience - thx |
--> RV-List message posted by: WPAerial@aol.com
Had Mike Robertson FAA rep here in Oregon inspect my RV6A today. I have an
airplane after 6 yr. 8 MO.:-)
Had a real good experience. Thankyou Mike.
Jerry Wilken
Albany Oregon
N699WP S/N 23776
1056 lb.
2014 hours build time to date.
Message 52
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Seawind accident. |
--> RV-List message posted by: "Michael J. Robbins" <michael.j.robbins@verizon.net>
I am based at Paine Field where the Seawind was based temporarily during
its flight testing. I happened to see it in a hanger next to a Reno racer,
a Sea Fury based here. I talked to the owner for a short time two days
before the accident and admired his new airplane. It was well done and he
was really proud of it. Real shame.
Mike Robbins
RV8Q
do not archive
At 06:56 PM 12/6/2002 -0800, you wrote:
>--> RV-List message posted by: "Rob W M Shipley" <Rob@RobsGlass.com>
>
>It was with great sorrow I read this in this week's AOPA news.
>BUSH PILOT DIES IN ACCIDENT
>Tim Johnson, 66, a former pilot and mechanic for missionaries in South
>America who was featured in the November issue of "AOPA Pilot," died
>November 30 while conducting a test flight of a Seawind aircraft, according
>to newspaper reports. Also killed in the crash was Fred Caron, 63, owner
>of the Seawind, according to a report in "The Seattle Times."
Message 53
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> RV-List message posted by: Wheeler North <wnorth@sdccd.cc.ca.us>
Guys,
I'm a few days behind as we just finished putting on our IA renewal seminar,
work has been nuts and mi Pops has been deathly ill in the hospital a 100
miles north of here, but he is miraculously feeling and breathing better, in
spite of the hospital.
I did need to jump in and clarify, Part 39 in no way exempts experimentals
from ADs, and it doesn't have to be a type certified item to qualify. I've
said it before and I'll say it again, ADs apply to what they say they apply
to,,, period. They have even been issued against people, or at least their
work. We in the EXP world have been lucky so far. The reason they want AD
work ups done on "previously" certified engines is because some of these
engines are finding their way back into the certified world without being
properly brought into compliance.
Its also kinda nutty to fly any engine out of AD compliance???
W
Message 54
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Problems with Archive CD - Matt Dralle |
--> RV-List message posted by: "James E. Clark" <jclark@conterra.com>
Matt (or others that may have subscribed to the Aeroelectric List):
Is the Aeroelectric List currently functioning? I have not received anything
from there since yesterday morning and was wondering if it my system or
that particulat list server that has a problem.
Unless everyone there went silent (not a chance! :-) )
James
Message 55
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Problems with Aeroelectric-List? I don't think |
so...
--> RV-List message posted by: Matt Dralle <dralle@matronics.com>
No traffic for the day on the AeroElectric List does seem odd, but I don't
think there's a problem with the List itself. I'll CC it on this message
with the Do Not Archive set and see if it comes though...
Matt
At 10:42 PM 12/6/2002 Friday, you wrote:
>--> RV-List message posted by: "James E. Clark" <jclark@conterra.com>
>
>Matt (or others that may have subscribed to the Aeroelectric List):
>
>Is the Aeroelectric List currently functioning? I have not received anything
>from there since yesterday morning and was wondering if it my system or
>that particulat list server that has a problem.
>
>Unless everyone there went silent (not a chance! :-) )
>
>
>James
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|